Method for controlling at least partially autonomous host motor vehicle

Abstract

In order to provide a method for controlling an at least partially autonomous host motor vehicle (100) with particularly positive driving characteristics when an associated road user (20) turns or changes a lane, it is proposed that the method comprises the following steps: d. Determining a current shortest distance (22) between the host motor vehicle (100) and the associated road user (20); e, determining a safety measure at least comprising a collision probability; f. Determining an ideal speed of the motor vehicle (100) at which a predetermined safety measure can be reached; g. Determining a speed-based control value for accelerating and / or braking the host motor vehicle (100) on the basis of the ideal speed determined in step f.; h. Determining a distance-based control value for accelerating and / or braking the host motor vehicle (100) on the basis of danger coefficients prestored by the memory unit (13); i. Selecting between a speed-based control value and a distance-based control value; and j. Controlling the braking or acceleration of the host motor vehicle (100) on the basis of the control value selected in step i.

Description

Technical Field

[0001] The invention relates to a method for controlling an at least partially autonomous motor vehicle, wherein:

[0002] The motor vehicle has a control device with a computing device and a sensor device or a communication device.

[0003] Wherein, the method at least comprises the following steps:

[0004] a. Acquire relevant traffic participants through sensor devices or communication devices;

[0005] b. determining, by means of a computing device, a probability value of the relevant traffic participant leaving the expected driving route of the motor vehicle;

[0006] c. Compare the probability value with the specified limit value through a computing device. Background Art

[0007] Methods for regulating vehicle speed are known from the prior art, which set a desired distance for the relevant road user during the following of the vehicle. It is also known to determine a probability value in order to determine when the relevant road user turns and to cancel the following driving regulation to achieve free speed regulation.

[0008] For example, patent document CN115257734A discloses a method for adaptive speed regulation of a motor vehicle, wherein in a first step, the state of the brake lights of a vehicle traveling ahead is determined. In a subsequent step, the relative position and speed of the vehicle relative to the vehicle traveling ahead are determined. Taking into account the determined values, the vehicle is braked at a safe distance if a predefined threshold is exceeded.

[0009] Patent document JP2022157639A discloses a method for a driving assistance system for a motorcycle, in which the necessary distance to the vehicle ahead is determined based on the current road conditions. When a curve is detected, the distance of the motorcycle can be adjusted by adjusting the vehicle speed.

[0010] For example, patent document WO2022157433A1 discloses a method for controlling a distance-regulated cruise control system of a motor vehicle, wherein the motor vehicle follows a second motor vehicle through a curve. In a first step, the current curve and the maximum speed of the motor vehicle in the curve are determined. In a subsequent step, acceleration can be performed based on the time point when the second motor vehicle enters the curve, according to the vehicle distance, the minimum safety distance and the maximum speed, and accelerated to the acceleration rated value.

[0011] For example, patent document DE102019129512 discloses a control module, which is configured to adjust the vehicle speed based on the turning probability of the vehicle traveling ahead. Summary of the invention

[0012] Compared with the known methods, control devices and motor vehicles, the technical problem to be solved by the present invention is to solve the following problems by the simplest and cheapest means:

[0013] A method, a control device and a motor vehicle are to be provided which allow for anticipatory speed control of the motor vehicle in the event of maneuvers (e.g. turns, lane changes or similar) of road users ahead or beside. Thus, it is also possible to react to unexpected situations, such as a road user ahead turning, without unintentionally and drastically reducing the vehicle speed unnecessarily. For example, this makes it possible to achieve particularly human-like driving behavior and to accelerate the vehicle again at an early stage.

[0014] In terms of the method, the technical problem is solved in that, if the probability value exceeds a limit value, the method further comprises the following steps for regulating the speed of the host motor vehicle:

[0015] d. determining the current shortest distance between the vehicle and the relevant traffic participants by means of a computing device;

[0016] e. determining by means of a computing device a safety measure comprising at least a probability of collision;

[0017] f. determining the ideal speed of the motor vehicle by means of a computing device, at which a preset safety measure can be achieved;

[0018] g. Determining by means of a computing device a speed-dependent control variable (Stellwert, or regulating variable) for accelerating and / or braking the own motor vehicle based on the desired speed determined in step f.

[0019] h. determining a distance-based control value for accelerating and / or braking the motor vehicle based on a risk factor pre-stored by a storage unit by a computing device;

[0020] i. selecting between a speed-based control value and a distance-based control value by a computing device; and

[0021] j. Controlling the braking or acceleration of the host motor vehicle by means of a control device based on the control value selected in step i.

[0022] With respect to the control device, the technical problem is solved in that the control device is designed to carry out such a method.

[0023] With respect to a motor vehicle, the technical problem is solved in that the motor vehicle has a control device which is provided at least for controlling a drive unit.

[0024] Advantageous developments of the invention are given in the description.

[0025] According to a first specific embodiment of the invention, a method for controlling an at least partially autonomous motor vehicle is proposed, wherein the motor vehicle has a control device with a computing device and a sensor device or a communication device.

[0026] Wherein, the method at least comprises the following steps:

[0027] a. Acquire relevant traffic participants through sensor devices or communication devices;

[0028] b. determining, by means of a computing device, a probability value of the relevant traffic participant leaving the expected driving route of the motor vehicle;

[0029] c. Compare the probability value with the specified limit value through a computing device.

[0030] The method is characterized in that, if the probability value exceeds a limit value, the method further comprises the following steps for regulating the speed of the host motor vehicle:

[0031] d. determining the current shortest distance between the vehicle and the relevant traffic participants by means of a computing device;

[0032] e. determining by means of a computing device a safety measure comprising at least a probability of collision;

[0033] f. determining the ideal speed of the motor vehicle by means of a computing device, at which a preset safety measure can be achieved;

[0034] g. Determining by a computing device based on the ideal speed determined in step f. for accelerating and / or braking the vehicle based on the speed control value;

[0035] h. determining, by a computing device based on a risk factor pre-stored by a storage unit, a distance-based control value for accelerating and / or braking the motor vehicle;

[0036] i. selecting between a speed-based control value and a distance-based control value by a computing device; and

[0037] j. Controlling the braking or acceleration of the host motor vehicle by means of a control device based on the control value selected in step i.

[0038] The relevant traffic participant is preferably a traffic participant traveling ahead. Alternatively, the relevant traffic participant is, for example, a traffic participant traveling next to the vehicle.

[0039] Preferably, the predefined safety measure achievable by the ideal speed determined in step f. corresponds to the safety measure determined in step e. Preferably, therefore, in step f. the ideal speed is determined based on the safety measure determined in step e. such that the safety measure is achieved by the ideal speed.

[0040] In an advantageous embodiment of the method, the probability value determined in step b. is a probability value of the relevant road user turning and / or changing lanes.

[0041] In an advantageous embodiment of the method, step b. comprises the following sub-steps:

[0042] b.1 determining, by means of a computing device, the intention of the relevant road user to perform a turning manoeuvre, such as a turn and / or a lane change;

[0043] b.2 determining the motor vehicle's intention to follow the relevant traffic participant's turning manoeuvre by means of a computing device; and

[0044] b.3 The probability value is determined by a calculation device based on the maneuver intention determined in step b.1 and the following intention determined in step b.2.

[0045] In an advantageous embodiment of the method, the maneuver intention is determined as a maneuver probability and the following intention is determined as a following probability.

[0046] In an advantageous embodiment of the method, the probability value is determined in step b. based on at least one of the following factors:

[0047] - Turn signals, preferably light signals or hand gestures, from relevant road users and / or the own motor vehicle;

[0048] - the lateral acceleration of the relevant road users and / or the own motor vehicle;

[0049] - the longitudinal acceleration of the relevant road users and / or the own motor vehicle;

[0050] - navigation data of relevant road users and / or the vehicle itself;

[0051] - Communication messages to relevant traffic participants; and

[0052] Possible preferences for turning possibilities or lane change possibilities are based on the acquisition of traffic signs, maps and / or camera recordings.

[0053] In an advantageous embodiment of the method, the collision probability is determined based on the following sub-steps:

[0054] e.1.1 Determine the turning points of relevant traffic participants;

[0055] e.1.2 determining at least one potential driving direction of the relevant traffic participants;

[0056] e.1.3 determining at least one potential driving direction of the motor vehicle;

[0057] e.1.4 determines a potential course of the shortest distance over time based on the turning point determined in step e.1.1, the potential driving course of the relevant road users determined in step e.1.2 and the potential driving course of the own motor vehicle determined in step e.1.3.

[0058] In an advantageous embodiment of the method, in step e.2 a maneuver reserve of the own motor vehicle is determined for a worst-case scenario, and

[0059] In step e., a safety measure is determined based on the maneuver reserve and the collision probability.

[0060] In an advantageous embodiment of the method, the maneuver reserve in step e.2 comprises a remaining distance if the host motor vehicle and the relevant road users come to a complete standstill in a worst-case scenario.

[0061] In an advantageous embodiment of the method, a maneuver reserve for straight-ahead driving of the relevant road user is determined and the remaining distance is a longitudinal distance.

[0062] In an advantageous embodiment of the method, the maneuver reserve is determined based on at least one of the following parameters of the relevant road user or the own motor vehicle:

[0063] - Type of driver;

[0064] - Type of vehicle;

[0065] - other traffic participants;

[0066] - road conditions; and

[0067] - Weather conditions;

[0068] - Current kinematic data of the vehicle and related vehicles (distance, speed, acceleration, yaw angle, yaw rate, etc.).

[0069] In an advantageous embodiment of the method, the action reserve comprises a safety factor, so that the action reserve can be determined by this safety factor between a minimum distance and a maximum distance which just prevents a collision in a worst-case scenario.

[0070] In an advantageous embodiment of the method, in step e. a safety measure, preferably a maneuver reserve and / or a collision probability, is determined based on map data and / or swarm data, preferably by artificial intelligence.

[0071] In an advantageous embodiment of the method, the risk factor according to step h. is determined based on the collision probability and the action reserve, preferably by means of a characteristic field.

[0072] Furthermore, a control device is proposed, which has at least the following components:

[0073] - computing device;

[0074] - storage unit; and

[0075] - sensor means and / or communication means;

[0076] Therein, the control device is designed to carry out the method according to the above-described embodiments.

[0077] Furthermore, a motor vehicle is proposed which has at least the following components:

[0078] - a drive unit for providing a drive torque;

[0079] - a braking device for providing a braking torque;

[0080] at least one drive wheel which is coupled to the drive unit and the brake system in a torque-transmitting manner and by which a driving force of the motor vehicle can be provided on the basis of a driving torque or a braking torque;

[0081] A control device according to the above-mentioned specific embodiments, which is provided at least for controlling a drive unit according to a method according to the above-mentioned specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0082] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the accompanying drawings:

[0083] Figure 1 A flow chart showing the speed regulation method of the motor vehicle;

[0084] Figure 2 Show according to Figure 1 A decision diagram as part of the method;

[0085] Figure 3 A schematic diagram showing a turning process of a traffic participant traveling ahead;

[0086] Figure 4 Another schematic diagram showing a turning process of the relevant traffic participant;

[0087] Figure 5 A schematic diagram showing a lane change of the relevant traffic participant; and

[0088] Figure 6 Shown is a method for executing Figure 1Method for controlling a device of a motor vehicle. DETAILED DESCRIPTION

[0089] Figure 1 The flow chart of the method for speed control of the motor vehicle 100 is shown. The method is used to control the speed of the motor vehicle 100 or the distance 22 between the motor vehicle 100 and the relevant road user 20 when the relevant road user 20 is expected to leave the driving route 21 of the motor vehicle 100. Such a departure from the driving route 21 occurs, for example, when the relevant road user 20 turns or changes lanes.

[0090] The relevant road user 20 is preferably a motor vehicle 100 . However, the method can also be used for bicycles, pedestrians or other relevant road users 20 .

[0091] In a first phase 30 of the method, the method is started by identifying the corresponding situation as a turn or a lane change of the relevant road user 20. For this purpose, the relevant road user 20 is detected in step a.

[0092] For example, the motor vehicle 100 follows the relevant road user 20 in the following driving. For this purpose, a control device of the motor vehicle 100 preferably performs a control of the following driving (not explained in detail here), in which the motor vehicle 100 follows the relevant road user 20 at a safe distance 22. Such a control is known to the person skilled in the art, for example, under the term adaptive cruise control (ACC). For example, the following driving is controlled in the straight driving of the motor vehicle 100 and the relevant road user 20 and / or in a turn or lane change of the relevant road user 20, which the motor vehicle 100 follows.

[0093] If the vehicle 100 is following the relevant road user 20 in the following driving, the relevant road user 20 has already been detected in step a. Preferably, the vehicle 100 has a sensor device 14, such as a front camera, a lidar sensor and / or a radar sensor, by which the relevant road user 20 can be detected. Alternatively or additionally, the vehicle 100 includes a communication device, by which data related to the relevant road user 20 can be received. Preferably, the communication device is provided for vehicle-to-vehicle communication, so that data or messages from the relevant road user 20 can be received by the communication device of the vehicle 100.

[0094] The method can still be performed even if the vehicle 100 is not following the relevant road user 20 in a controlled following maneuver. For example, the relevant road user 20 is so far away from the vehicle 100 that no controlled following maneuver is performed. However, for example, a turn of the relevant road user 20 is assumed, during which the relevant road user 20 brakes particularly hard or remains stationary for a long time on the driving path 21 of the vehicle 100. For example, there is a high probability that the relevant road user 20 is driving around a particularly narrow bend 26, the flashing lights for changing lanes are on but the lane is still occupied by another road user 20, and the relevant road user 20 wants to turn left to pass the incoming oncoming traffic or wants to turn right when a cyclist or pedestrian passes by. In this case, the relevant road user 20 can still be detected in step a. by the sensor device 14 and / or the communication device and the method can be performed.

[0095] In step b., the calculation device 11 determines a probability value that the relevant road user 20 leaves the expected driving route 21 of the host motor vehicle 100. For example, the relevant road user 20 turns or changes lanes, while the host motor vehicle 100 continues to drive straight.

[0096] For this purpose, preferably in substep b.1, the maneuver intention of the relevant road user 20 to perform a turning maneuver, preferably a turn and / or a lane change is determined by the computing device 11. Preferably, the maneuver intention is a maneuver probability, i.e. the probability that the relevant road user 20 performs a corresponding turning maneuver in order to turn or change lanes.

[0097] For example, the maneuver intention or maneuver probability is determined based on the following factors: a turning signal, preferably a light signal or a gesture of the relevant traffic participant 20; the lateral acceleration of the relevant traffic participant 20; the longitudinal acceleration of the relevant traffic participant 20; a communication message from the relevant traffic participant 20 to the motor vehicle 100, which informs the motor vehicle 100 of the upcoming turning maneuver; and / or a preference for a turning possibility or a lane change possibility based on the acquisition of traffic signs, maps and / or camera recordings.

[0098] It is further preferred that the factors also determine which maneuver should be performed. For example, if the flashers of the relevant road user 20 are on, i.e., if the turn signal is on, there is a higher probability of a turning maneuver before an incoming road or intersection. If, on the other hand, the flashers are on on an empty path, the probability of a turn is lower and the turning maneuver probability has a lower value, for example, a value that is only slightly higher than normal straight driving. For example, parking or driving close to the edge of the road is expected.

[0099] Preferably, the maneuver intention is already determined before the lateral movement of the relevant road user 20 begins.

[0100] In substep b.2, the calculation device 11 determines the following intention of the host vehicle 100 to follow the turning maneuver of the relevant road user 20. Preferably, the following intention is the following probability of the host vehicle 100, that is, the probability of the host vehicle 100 following the turning maneuver of the relevant road user 20.

[0101] The following intention or following probability is determined, for example, based on the following factors: a turning signal, preferably a light signal, of the motor vehicle 100; a steering angle of the motor vehicle 100; a longitudinal acceleration or an accelerator pedal position of the motor vehicle 100; a preference for a turning possibility or a lane change possibility based on traffic signs, maps and / or camera recordings and / or data from a navigation system of the motor vehicle 100, preferably a planned driving route 21.

[0102] Substeps b.1 and b.2 therefore yield the following probability. The probability value determined in step b. is, for example, the inverse of the following probability and is determined, for example, in substep b.3 by the calculation device 11 .

[0103] The intended driving route 21 of the vehicle 100 is not to be understood here as a driving route 21 in the sense of the overall route set in the navigation system, but rather as the lane occupied by the vehicle 100 on the preceding route segment. Preferably, the length of the respective route segment is a maximum of one kilometer, more preferably a maximum of 500 meters.

[0104] For example, convoy driving may be specified in advance, so that the probability value is very low and the following driving is only canceled or interrupted when necessary for traffic reasons. For example, when the relevant road user 20 performs a lane change to avoid a convoy of trucks on the highway, there is also a low probability value. For example, when the relevant road user 20 turns to the entrance of a house or when the route of the own motor vehicle 100 specifies straight driving and the relevant road user 20 gives a turn signal, there is a high probability value.

[0105] In step c., the probability value is compared with a prescribed limit value by the computing device 11. If the probability value exceeds the limit value, the steps for regulating the vehicle speed described below are executed. In this case, these method steps are designed to create a driving experience that is as comfortable as possible for the occupants of the vehicle 100 when the relevant road user 20 leaves the expected driving route 21 of the vehicle 100. For example, when the relevant road user 20 slows down during a turn or a lane change, it is first desirable to brake in time in order to create sufficient safety or a high sense of safety for the occupants. In addition, early acceleration or re-acceleration is possible.

[0106] For this purpose, firstly an intermediate value is calculated in a second phase 31 , which intermediate value is used for speed control while the road user 20 travelling ahead is leaving the driving route 21 of the own motor vehicle 100 .

[0107] Therefore, if it is determined that the probability value exceeds the limit value, the current shortest distance 22 between the host motor vehicle 100 and the relevant road user 20 is determined by the computing device 11 in step d. This shortest distance 22 is the distance 22 along the direct connection between the host motor vehicle 100 and the relevant road user 20. This shortest distance 22 extends, for example, from a corner of the host motor vehicle 100 to a corner of the relevant road user 20, instead of extending from the middle of the front edge of the host motor vehicle 100 to the relevant road user 20 as in the previous method. In addition, the shortest distance 22 is preferably defined in such a way that it includes not only the distance in the longitudinal direction 27 of the host motor vehicle 100, which is also referred to as the longitudinal direction below, but also the distance 22 in the transverse direction 28.

[0108] In step e., a safety measure comprising at least the probability of a collision is determined by the computing device 11. The safety measure preferably also comprises a reserve of action.

[0109] The determination of the probability of collision is here represented by step e.1, and the determination of the action reserve is represented by step e.2. For example, the safety measure consists only of the probability of collision. In one embodiment, the action reserve and the probability of collision are calculated to form a common safety measure, which is used in step f. to calculate the ideal speed. Alternatively, the safety measure includes the probability of collision and the action reserve as separate values, which are used, for example, in step f. to calculate the ideal speed alone or in a further step.

[0110] In order to determine the collision probability, firstly in substep e.1.1 a turning point 23 of the relevant road user 20 is determined. The turning point 23 is, for example, the point at which the relevant road user 20 changes from driving in a straight line to driving in a curve (see Figure 4 ).

[0111] In a further sub-step e.1.2, at least one potential driving course 24 of the relevant road user 20 is determined. Preferably, the potential driving course 24 comprises a position-time course, i.e., a description of which position the relevant road user 20 is expected to be at at which point in time. For example, the driving course 24 is determined based on one, preferably a plurality of driver profiles. For example, three driver profiles are pre-stored, one for sporty cornering behavior, one for average cornering behavior and one for slow cornering behavior. Environmental conditions such as weather, radius 25 of curve 26 and other road users are also taken into account, for example.

[0112] In sub-step e.1.3, at least one potential driving course of the present motor vehicle 100 is determined. For example, the driving course is a position-time course of straight-line driving, i.e., describes a driving route with a time component. Therefore, the driving course also describes, for example, where the present motor vehicle 100 is expected to be at a specific point in time. For example, the driving course of the present motor vehicle 100 is determined based on one, preferably multiple driver configurations. For example, three driver configurations are pre-stored, one for sporty turning characteristics and one for average turning characteristics, and one for slow turning characteristics. Preferably, the driving course of the present motor vehicle 100 is determined based on the personal driver configuration of the driver of the present motor vehicle 100 at that time. Environmental conditions such as weather, radius 25 of curve 26 and other traffic participants are also taken into account, for example.

[0113] In substep e.1.4, a potential minimum distance 22 is determined based on the turning point 23 determined in step e.1.1, the potential driving course 24 of the relevant road user 20 determined in step e.1.2, and the potential driving course of the host motor vehicle 100 determined in step e.1.3. For example, the minimum distance 22 is determined for each driver configuration or for a driver configuration combination for the relevant road user 20 and the driver configuration of the host motor vehicle 100 according to substeps e.1.2 and e.1.3.

[0114] The collision probability is then determined from the potential shortest distances 22. For example, each shortest distance 22 is assigned a collision probability by means of a characteristic field, or the collision probability can be determined from the potential shortest distances 22 by means of an analytical equation. For example, the overall collision probability is determined by averaging over individual driver configurations, for example according to an overall probability formula. The collision probability thus provides a basis for evaluating whether a critical approach between the motor vehicle 100 and the relevant road user 20 occurs in the expected driving course of the two and therefore the ideal speed of the motor vehicle 100 should be reduced or even increased compared to the current vehicle speed in order to avoid such a critical approach.

[0115] The action reserve according to step e.2 is determined for the worst-case scenario, i.e. not for the expected driving course according to step e.1. If the host motor vehicle 100 and the relevant road user 20 come to a complete stop in the worst-case scenario, the action reserve according to step e.2 is based on the remaining distance between the host motor vehicle 100 and the relevant road user 20. That is, for example, if the relevant road user 20 suddenly brakes before completely leaving the driving route 21 of the host motor vehicle 100, for example because an unexpected obstacle blocks the turning route, the host motor vehicle 100 is also braked accordingly. Due to the reaction time or because the length of the braking distance is different, for example due to different previous speeds, installed brakes or vehicle weight, the distance 22 between the host motor vehicle 100 and the relevant road user 20 is shortened. That is, for this worst-case scenario, the shortest remaining distance is determined, which is usually reached when both are stopped. In this case, the remaining distance is determined for the case where the relevant road user 20 does not leave the driving route 21 of the host motor vehicle 100, i.e. does not execute a curve. The remaining distance is preferably determined as the longitudinal distance between ego motor vehicle 100 and relevant road user 20 .

[0116] The action reserve is, for example, a distance reserve. To determine this distance reserve, the remaining distance is first determined. The remaining distance is then analyzed in percentages, for example, in such a way that a distance reserve percentage value of 0% [zero percent] is assigned to a remaining distance below a defined minimum distance. A distance reserve percentage value of 100% [one hundred percent] is assigned to a remaining distance exceeding a defined maximum distance. A linearly interpolated value is assigned to a remaining distance between the minimum distance and the maximum distance, for example. In this way, a safety factor can be displayed, so that the necessary action reserve can be determined by a safety factor between the minimum distance and the maximum distance that just prevents a collision in the worst-case scenario.

[0117] In a third phase 32 , a control value is determined from the intermediate variable determined in the second phase 31 in order to regulate the speed of host motor vehicle 100 .

[0118] In step f., the ideal speed of the vehicle 100 is determined by the computing device 11 based on the safety measure determined in step e. For example, the ideal speed of the vehicle 100 is determined in such a way that a dangerous approach between the vehicle 100 and the relevant road user 20 does not occur. When calculating the ideal speed, the time or distance required for adjusting the speed from the current vehicle speed to the ideal speed is preferably taken into account. The ideal speed can be determined, for example, based on a driver profile, for example, based on a driver profile used to determine the safety measure.

[0119] In step g., a speed-based control value for accelerating and / or braking the vehicle 100 is determined by the computing device 11 based on the safety measure determined in step f. The speed-based control value is provided, for example, for controlling the drive unit 15 and / or the brake system so that the vehicle 100 can be accelerated or braked based on the speed-based control value. For example, a maximum acceleration value and / or a maximum braking value are pre-stored in the memory unit 13, by which the speed-based control value is limited. In this way, a high level of user comfort can be ensured and / or specific standards can be complied with.

[0120] In step h., a distance-based control value for accelerating and / or braking the vehicle 100 is determined by the computing device 11 based on the risk factor pre-stored by the storage unit 13. The risk factor is, for example, a risk factor or a harmlessness factor. Preferably, the risk factor as a risk factor takes a value between 0 [zero] and -1 [minus one] and thus results in braking the vehicle 100. Preferably, the risk factor as a harmlessness factor takes a value between 0 [zero] and 1 [plus one] and thus results in acceleration of the vehicle 100. Preferably, the risk factor is pre-stored in a characteristic field on the storage unit 13 or, for example, pre-stored in a plurality of characteristic fields as a risk factor and a harmlessness factor, respectively. For example, the one or more characteristic fields depict the risk factor associated with the action reserve determined in step e.2. Alternatively or additionally, the risk factor is, for example, based on the probability of a critical approach or collision between the vehicle 100 and the relevant traffic participant 20 determined in step e.1. Alternatively or additionally, the risk factor is determined analytically by a mathematical model or by an AI.

[0121] In step i., a selection is made between a speed-based control value and a distance-based control value by the computing device 11. In this case, the control value is preferably selected which results in a minimum acceleration and / or a maximum braking of the vehicle 100. In other words, a minimum value selection is made in this case.

[0122] In the last phase 33, in step j., the braking or acceleration of the host motor vehicle 100 is controlled by the control device 10 based on the control value selected in step i. This means that, for example, a braking torque is provided by a brake system, such as a disk brake or a drum brake, or a drive motor, or a drive torque is provided by the drive unit 15.

[0123] For example, the speed is first reduced early in order to comply with the necessary maneuver reserve and then accelerated again early when it is determined that the necessary maneuver reserve is complied with, for example because the relevant road user 20 has completely left the driving path 21 of the motor vehicle 100, even if the relevant road user does not yet have a large distance 22 relative to the motor vehicle 100, in particular in the longitudinal direction 27.

[0124] Figure 2 Show according to Figure 1 Here, in control block C1 , for example, a follow-up control for follow-up driving is performed, in which the motor vehicle 100 follows the relevant road user 20 , for example, at a predetermined minimum distance 22 .

[0125] In order to check whether the Figure 1 In steps d. to j. of the method, the condition R1 is checked, i.e., whether the maneuvering probability determined in step h., for example, exceeds a predetermined maneuvering limit value. If the maneuvering probability is less than the maneuvering limit value, a turning maneuver of the relevant road user 20 is unlikely and the following travel or following control is continued.

[0126] If the maneuver probability exceeds the maneuver limit, check condition R2, that is, check the Figure 1 The control block C3 controls whether the probability value determined in step b. exceeds the limit value. If the probability value is still below the limit value, the probability that the vehicle 100 follows the relevant road user 20 is high. Therefore, in this case, the vehicle 100 follows the relevant road user 20 to make a turn or change lanes. Accordingly, the vehicle 100 remains in the following control or switches to a separate following control for the corresponding steering maneuver, which is shown here by the control block C3.

[0127] If the probability value is greater than the limit value, the probability that the relevant traffic participant 20 leaves the driving route 21 of the vehicle 100 is high. That is, the probability of continuing to follow is low. Therefore, the control device 10 switches to the control mode regarding Figure 1 The described regulation method and execution of steps d. to j. are represented here by control block C2.

[0128] Figure 3 A schematic diagram showing a turning process of the relevant road user 20. Here, the shortest distance 22 between the relevant road user 20 and the own motor vehicle 100 is shown, according to Figure 1 Instead of following the center of the vehicle rear of the relevant road user 20 and using the distance 22 in the own driving direction or longitudinal direction 27 for the regulation, the shortest distance 22 is determined in step d. as described above.

[0129] If the relevant road user 20 turns, the distance 22 in the longitudinal direction 27 is not ideal for the control. The reason for this is that the relevant road user 20 moves in the longitudinal direction 27 and in the transverse direction 28 when turning. The movement in the longitudinal direction 27 is therefore reduced until the relevant road user 20 finally moves only in the transverse direction 28 in the case of a 90° turn. Therefore, from the perspective of the vehicle 100, the relevant road user 20 appears to be stationary in the longitudinal direction 27, which leads to an unnecessarily drastic reduction in speed in the known control.

[0130] The basis for the suggestion Figure 1 This problem is solved by a method based on a shortest distance 22 which extends between the part of the relevant road user 20 which is closest to the host motor vehicle 100 and the part of the host motor vehicle 100 which is closest to the relevant road user 20. Thus, for example, according to the right figure, the distance 22 from vehicle corner to vehicle corner represents the shortest distance 22. Furthermore, this shortest distance 22 extends, for example, both in the transverse direction 28 and in the longitudinal direction 27, as can also be seen in the right figure.

[0131] Therefore, after relevant road user 20 has turned, shortest distance 22 increases again relatively quickly and the travel of own motor vehicle 100 is less decelerated.

[0132] Figure 4 Another schematic diagram shows a turning process of the relevant road user 20. Figure 1 In step e.1 of the method, the approach of a critical situation is determined, as described above, by determining the driving course 24 of the relevant road user 20. For this purpose, for example, a turning point 23 and a curve end 29 are determined, from which the driving of the relevant road user 20 through the curve 26 begins, and at which the driving of the relevant road user 20 turns back into straight driving and has completely left the driving route 21 of the own motor vehicle 100.

[0133] For example, group data and / or map data from a digital navigation map can be used to determine the driving course 24 of the relevant road user 20. For example, such data include the radius 25 of a curve 26 that the relevant road user 20 is expected to drive through and the speed at which the specific driver profile drives through a curve with such a radius 25.

[0134] The group data is recorded, for example, by a plurality of vehicles, for example a convoy, while traveling on a route section. In this case, for example, a camera is used for recording, and lane markings and lane boundaries or other traffic signs contained therein are automatically recognized and registered. That is, the group data, for example, includes recorded camera recordings and / or object-related information determined with the aid of these camera recordings. In addition, the group data includes, for example, speed configurations along the route or other vehicle characteristics. The group data is, for example, pre-stored or stored on a central server, for example a cloud server or a backend. For example, the control device 10 of the present motor vehicle 100 can retrieve the group data from the server. This can be done, for example, on demand based on the respective current position of the motor vehicle 100 and / or the set navigation route.

[0135] Alternatively or additionally, artificial intelligence can be used, for example, in order to determine the subsequent driving course 24 of the relevant road user 20 from his movement.

[0136] Figure 5 A schematic diagram showing a lane change of the relevant traffic participant 20 is shown. As mentioned above, according to Figure 1 The method can also be used for a lane change of the relevant road user 20. Such a lane change is shown here by way of example. Here, the method offers the advantage that, for example, the vehicle 100 can start accelerating before the relevant road user 20 has completely turned.

[0137] Figure 6 Shown is a method for executing Figure 1 The control device 10 of the method is a motor vehicle 100. The control device 10 includes a computing device 11 having a storage unit 13 and a processor 12. The motor vehicle 100 also has a drive unit 15 for providing a drive torque. The drive unit 15 is connected to at least one drive wheel 17, and as shown in the figure, two drive wheels 17 in a torque-transmitting manner, for example, via a transmission 16. The torque can be converted into a driving force of the motor vehicle 100 by the drive wheel 17.

[0138] At least a drive unit 15 of the motor vehicle 100 can be controlled by the control device 10 in order to regulate the speed of the motor vehicle 100. Furthermore, for example, further components of the motor vehicle 100 can be controlled by the control device 10, preferably a brake system and / or a steering system can be controlled by the control device 10. The motor vehicle 100 is at least a partially autonomous motor vehicle 100, for example a fully autonomous motor vehicle 100.

[0139] Furthermore, motor vehicle 100 comprises a sensor device 14 which comprises, for example, a camera, a lidar sensor and / or a radar sensor. Sensor device 14 is preferably also designed to detect a distance 22 relative to relevant road users 20 .

[0140] Reference numerals list

[0141] 100 motor vehicles

[0142] 10. Control Devices

[0143] 11Computing Device

[0144] 12 processors

[0145] 13 Storage Units

[0146] 14Sensor device

[0147] 15 drive units

[0148] 16 transmission

[0149] 17 driving wheels

[0150] 20Related traffic participants

[0151] 21 Driving route

[0152] 22 Shortest distance

[0153] 23 Turning Point

[0154] 24 Driving direction

[0155] 25 Radius

[0156] 26 bends

[0157] 27 Vertical

[0158] 28 horizontal

[0159] End of Turn 29

[0160] 30 Stage 1

[0161] 31 Stage 2

[0162] 32 The third stage

[0163] 33 Final Stage

Claims

1. A method for controlling an at least partially autonomous vehicle (100), wherein: The motor vehicle (100) has a control device (10) with a computing device (11) and a sensor device (14) or a communication device. Wherein, the method at least comprises the following steps: a. Obtaining relevant traffic participants (20) through a sensor device (14) or a communication device; b. determining, by means of a computing device (11), a probability value of the relevant traffic participant (20) leaving the expected driving route (21) of the motor vehicle (100); c. comparing the probability value with a prescribed limit value by means of a calculation device (11), It is characterized in that If the probability value exceeds the limit value, the method further comprises the following steps for adjusting the speed of the host motor vehicle (100): d. determining, by means of a computing device (11), the current shortest distance (22) between the vehicle (100) and the relevant traffic participant (20); e. determining, by means of a computing device (11), a safety measure comprising at least a probability of collision; f. determining an ideal speed of the motor vehicle (100) by means of a computing device (11), at which a preset safety measure can be achieved; g. Determining a speed-based control value for accelerating and / or braking the motor vehicle (100) by a computing device (11) based on the ideal speed determined in step f.; h. determining a distance-based control value for accelerating and / or braking the motor vehicle (100) by a computing device (11) based on a risk factor pre-stored by a storage unit (13); i. selecting between a speed-based control value and a distance-based control value by a computing device (11); and j. Controlling the braking or acceleration of the vehicle (100) by means of the control device (10) based on the control value selected in step i.

2. The method according to claim 1, wherein: The probability value determined in step b. is a probability value for a turn and / or a lane change by the relevant road user (20).

3. The method according to claim 1 or 2, wherein: Step b. includes at least the following sub-steps: b.1 determining, by means of a computing device (11), an intention of the relevant traffic participant (20) to perform a turning maneuver, preferably a turn and / or a lane change; b.2 determining, by means of a computing device (11), the intention of the own motor vehicle (100) to follow the turning maneuver of the relevant traffic participant (20); and b.3 The probability value is determined by a calculation device (11) based on the maneuver intention determined in step b.1 and the following intention determined in step b.

2.

4. The method according to claim 3, wherein: The maneuver intention is determined as a maneuver probability, and the follow intention is determined as a follow probability.

5. A method according to any one of the preceding claims, wherein: In step b., the probability value is determined based on at least one of the following factors: - a turn signal, preferably a light signal or a gesture, from the relevant road user (20) and / or the own motor vehicle (100); - a lateral acceleration of the relevant road user (20) and / or the own motor vehicle (100); - the longitudinal acceleration of the relevant road user (20) and / or the own motor vehicle (100); - navigation data of the relevant traffic participants (20) and / or the own motor vehicle (100); - Communication messages of relevant traffic participants (20); and The prioritization of turning possibilities or lane change possibilities is based on the acquisition of traffic signs, maps and / or camera recordings.

6. A method according to any one of the preceding claims, wherein: The collision probability is determined based on the following sub-steps: e.1.1 determining the turning point (23) of the relevant traffic participant (20); e.1.2 determining at least one potential driving course (24) of the relevant road user (20); e.1.3 determining at least one potential driving direction of the motor vehicle (100); e.1.4 determines a potential course of the shortest distance (22) over time based on the turning point (23) determined in step e.1.1, the potential driving course (24) of the relevant road users (20) determined in step e.1.2 and the potential driving course of the own motor vehicle (100) determined in step e.1.

3.

7. A method according to any one of the preceding claims, wherein: In step e.2, a maneuver reserve of the host vehicle (100) is determined for a worst-case scenario, and In this case, in step e. a safety measure is determined based on the maneuver reserve and the collision probability.

8. The method according to claim 7, wherein: If the host motor vehicle (100) and the associated road users (20) come to a complete stop in the worst-case scenario, the maneuver reserve in step e.2 includes the remaining distance.

9. The method according to claim 8, wherein: A maneuver reserve for straight-ahead driving of the relevant road user (20) is determined, and the remaining distance is a longitudinal distance.

10. The method according to any one of claims 7 to 9, wherein: The maneuver reserve is determined based on at least one of the following parameters of the relevant road user (20) or the own motor vehicle (100): - Type of driver; - Type of vehicle; - other road users (20); - road conditions; and -Weather conditions - Current kinematic data of the vehicle and related vehicles (distance, speed, acceleration, yaw angle, yaw rate, etc.).

11. The method according to any one of claims 7 to 10, wherein: The action reserve includes a safety factor, so the action reserve can be determined by this safety factor between a minimum distance and a maximum distance that just prevents a collision in a worst case scenario.

12. A method according to any one of the preceding claims, wherein: In step e., a safety measure, preferably a maneuver reserve and / or a collision probability, is determined based on map data and / or swarm data, preferably by means of artificial intelligence.

13. A method according to any one of the preceding claims, wherein: Based on the collision probability or the critical approach and maneuver reserve, a risk factor is determined according to step h., preferably by means of a characteristic field.

14. A control device (10) comprising at least the following components: - a computing device (11); - a storage unit (13); and - sensor means (14) and / or communication means, in, The control device (10) is designed to carry out a method according to any of the preceding claims.

15. A motor vehicle (100) comprising at least the following components: - a drive unit (15) for providing a drive torque; - a braking device for providing a braking torque; at least one drive wheel (17) coupled to the drive unit (15) and the brake system in a torque-transmitting manner, via which a drive force of the motor vehicle (100) can be provided based on a drive torque or a brake torque; - A control device (10) according to claim 14, which is provided at least for controlling a drive unit (15) according to a method according to any one of claims 1 to 13.

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