Authorization of motor vehicle lateral control lane

Abstract

The invention relates to a method for approving a driving lane (22) for lateral control of a motor vehicle (1) by means of a driving assistance system (2). In this case, a driving lane (22) having a lane boundary (23) is determined on the basis of the environment data (U), said lane boundary defining a first lane width (S1) for the lateral control of the motor vehicle (1). It is then checked whether more than one travel trajectory (10, 12) is present within the lane boundary (23). For this purpose, it is determined whether one or more data points (11a, 13a) are present along the rear axle (5) of the motor vehicle (1), which data points each belong to a different travel trajectory (10, 12). Depending on the result of the check, the determined driving lane (22) is approved and a first lane width (S1) is used for the lateral control of the motor vehicle (1), or the determined driving lane (22) is certified and a different second lane width (S2) is used for the lateral control of the motor vehicle (1).

Description

Technical Field

[0001] This invention relates to a method for approving a driving lane for lateral control of a motor vehicle using a driving assistance system. The invention also relates to a driving assistance system for lateral control of a motor vehicle. The described method for approving a driving lane can be performed, for example, using the driving assistance system. Finally, the invention also relates to a motor vehicle having a corresponding driving assistance system. Background Technology

[0002] Modern motor vehicles utilize driver assistance systems to assist the driver and / or fully or partially take over the guidance or control of the vehicle during driving tasks. For example, there are driver assistance systems that, in particular, automatically control the steering of the vehicle via lateral control. For this purpose, driver assistance systems use environmental data that reflects the vehicle's environment. Environmental data can be, for example, in the form of sensor data. For instance, cameras or other environmental sensors within the vehicle can be used to acquire environmental data. Additionally or alternatively, environmental data can be in the form of collected cluster data. Cluster data is a dataset collectively collected by a cluster of vehicles for a specific route or a network of routes. In addition to data reflecting the environment of the corresponding route or network of routes, cluster data may also include vehicle data about each individual vehicle or the collective of vehicles participating in the (cluster). Vehicle data, for example, includes the cluster trajectory of the vehicle cluster.

[0003] Driver assistance systems can evaluate or process this environmental data to achieve the desired assistance functions. For lateral control, a driver assistance system can, for example, determine the driving path or the lane width derived from the environmental data. To do this, the driver assistance system can extract lane boundaries from the environmental data, such as lane markings or lane edges. Based on the lane boundaries, a driving trajectory (vehicle trajectory) can be calculated for the motor vehicle. Alternatively, a cluster trajectory can be used, for example, as the driving trajectory. In lateral control, the driving trajectory is used to keep the motor vehicle within the prescribed lane width.

[0004] Using environmental data for the automatic lateral control of motor vehicles is known in the prior art.

[0005] For example, DE 10 2021 205 669 B3 discloses a driver assistance system that uses clustered data for lateral control. Assist points are selected from the clustered data, converted into a data format that the driver assistance system can use for lateral control, and then used for lateral control. Assist points are selected based on driving conditions.

[0006] US2017 / 0123434 A1 discloses a driver assistance system that determines a driving plan. The driving plan includes a target route that the vehicle should follow from its current location to a destination location. In addition to the longitudinal position, the target route also includes a lateral position based on the lane width.

[0007] It is possible that the identified driving lane is not only used by (this) motor vehicle, but also by, for example, traffic traveling in the same or opposite direction. For example, on rural roads without center lane markings, the lane edge may be used as the identified lane width for lateral control. Therefore, in this case, the lane width available for lateral control is limited regardless of whether other motor vehicles are actually using the lane. For example, very narrow lane widths may be specified, especially just fitting the size of the motor vehicle. Such narrow lane widths significantly reduce the driving comfort of motor vehicle occupants. For example, when turning, due to the narrow lane width, the driver assistance system may operate particularly close to the curve. Furthermore, it is possible that the driver assistance system, for example, is adjusted for narrow or small lane widths, so it prematurely restrains and / or prevents the driver from intervening in steering. Summary of the Invention

[0008] The object of this invention is to determine the lane width for lateral control of motor vehicles in a situation-appropriate manner.

[0009] This objective is achieved by the subject matter of the independent patent claims. Advantageous improvements of the invention are disclosed in the dependent claims, the description, and the drawings.

[0010] This invention is based on the understanding that actual lane occupancy should be considered when determining lane width. To this end, in addition to the vehicle's trajectory, the additional travel trajectories of other motor vehicles (third-party trajectories) can also be considered. The third-party trajectories provide information, for example, about the presence of same-direction or opposite-direction traffic within the considered lane. This allows, for example, the approval of a lane and corresponding lane width determined by lane markings, or the abandonment of such lanes and the use of different lane widths.

[0011] However, the proposed trajectory determination is limited by the following limitation: current driver assistance systems typically lack sufficient computational resources or capabilities to acquire and evaluate multiple driving trajectories within a driving lane. Therefore, to date, known driver assistance systems have always evaluated only the trajectory within the driving lane. Thus, this proposal suggests that the approval of a driving lane should consider only a single data point or coordinate point for each trajectory, rather than the entire driving trajectory.

[0012] Therefore, according to one aspect, the present invention proposes a method for approving a driving lane for lateral control of a motor vehicle using a driving assistance system. Here, a driving lane with lane boundaries is determined based on environmental data of the motor vehicle's environment. The lane boundaries define a first lane width for the lateral control of the motor vehicle. Thus, the lane boundaries define the space for the motor vehicle's lateral movement in its direction of travel. Therefore, the lane boundaries can define the maximum possible lane width for the lateral movement of the vehicle within the driving lane.

[0013] Then, it is checked whether there is more than one driving trajectory, i.e., more than one driving path, within the channel boundary. To save resources, it is determined whether there is one or more data points or coordinate points along a specified horizontal axis (e.g., the rear axle of the vehicle) relative to the direction of travel of the motor vehicle, wherein each data point belongs precisely to a different driving trajectory. The data point specifically indicates the geographic coordinates of the driving trajectory it belongs to at its intersection with the horizontal axis.

[0014] Based on the results of the inspection, the determined driving lane is then approved or confirmed to be available. Here, "approval" means that the first lane width defined by the lane boundary can be used, in particular, for the lateral control of motor vehicles. With approval, it can therefore be specified or determined that the driving lane belongs solely to the motor vehicle, hereinafter also referred to as the "vehicle." In particular, the vehicle does not need to share the driving lane with other vehicles (i.e., third-party vehicles). Therefore, the maximum lane width allowed by the driving lane can be selected as the permissible lane width for lateral control.

[0015] Therefore, the travel paths of other vehicles are also considered when assessing the driving lane. This allows the lane width of a vehicle to be determined based on the corresponding driving conditions in the environment. This avoids unnecessary intervention by the driver assistance system in steering or driving too close to curves, thereby improving the driving comfort of the occupants. By using data points for the driving trajectory instead of the entire point system, resource utilization when checking the driving trajectory can also be improved.

[0016] Here, driver assistance systems specifically refer to vehicle electronic control systems. That is, driver assistance systems are preferably configured to control (motorized) vehicles fully or semi-automatically, particularly without driver intervention. Preferably, driver assistance systems are designed to control motorized vehicles according to SAE Levels 1 to 4, which classify driver assistance systems according to the automation levels specified in SAE Standard J3016.

[0017] (Semi-)automatic control enables a vehicle to automatically perform all necessary functions, such as steering, braking, and acceleration maneuvers, observing and detecting the vehicle's environment (e.g., road traffic), and reacting accordingly. Depending on the desired assistance function, driver assistance systems can be distinguished as longitudinal control or lateral control. Alternatively, driver assistance systems with combined functions can be considered, for example. Braking or acceleration maneuvers, i.e., driving maneuvers involving the vehicle's power unit, are achieved, for example, by a driver assistance system with longitudinal control. Steering maneuvers, i.e., driving maneuvers involving the vehicle's steering, are achieved, for example, by a driver assistance system with lateral control. To perform the corresponding driving maneuvers, the driver assistance system can provide corresponding control signals to one or more actuators of the motor vehicle. For example, a driver assistance system can control one or more brake actuators and / or one or more steering actuators and / or one or more power units of the motor vehicle. Lateral control is particularly important for vehicle control within a specified lane width.

[0018] Driver assistance systems utilize environmental data to observe their surroundings. This environmental data may be, for example, sensor data from one or more environmental sensors within the vehicle and / or cluster data provided, for example, by a backend server external to the vehicle. As environmental sensors, the vehicle may include, for example, one or more cameras or one or more radar sensors. These environmental sensors can capture or acquire images or representations of the environment. The obtained sensor data is then transmitted to the driver assistance system for evaluation.

[0019] Cluster data can be, for example, data stored on a backend server in what is called a "roadbook." A roadbook can be understood as an extended digital road network map or lane network map. Therefore, a roadbook can include a digital representation of the environment. For this purpose, sensor data describing the environment can be aggregated or collected; this sensor data is detected or determined as a large number of vehicles in a cluster or convoy travel. Further extensions include the collection of vehicle driving data. Driving data includes, for example, vehicle settings and / or the travel history of the corresponding vehicles. The travel history can include driving trajectories, which, for example, indicate the direction and speed of the corresponding vehicles. The set of driving data and / or sensor data of all cluster vehicles for any route segment in the road network map is called cluster data. This cluster data can be transferred from the backend server to a driver assistance system for evaluation.

[0020] Driver assistance systems can receive, evaluate, or process environmental data, namely cluster data and / or sensor data. This specifically refers to extracting the driving lane with lane boundaries from the environmental data, for example, the corresponding route segment where the vehicle is currently located. This data extraction is performed using known analytical methods (e.g., object recognition algorithms).

[0021] For example, the lane boundary can be given by the lane boundary. The lane boundary can be, for example, a linear element such as lane markings, lane edges, and / or building structures such as curbs. The driver assistance system can then use the lane boundary to determine or calculate the width of the first lane. Here, the lane boundary constitutes the boundary of the first lane width. Alternatively, a virtual boundary of the first lane width can be determined, for example, based on the lane boundary, which is therefore located within the lane boundary.

[0022] In addition, one or more driving trajectories for the current route segment of the vehicle can be extracted from environmental data, especially cluster data. The driving trajectory may include, for example, the vehicle's own trajectory and / or one or more third-party trajectories of third-party vehicles.

[0023] The respective driving trajectories are provided or defined here as a system of points, i.e., a continuous arrangement of multiple data points or coordinate points. Preferably, the respective driving trajectories are transformed to a coordinate system based on the vehicle itself. The coordinate system can be, for example, a two-dimensional xy coordinate system, where "x" represents the driving direction or longitudinal axis of the vehicle, and "y" represents the lateral direction or transverse axis of the vehicle. The origin of the coordinate system (x = 0, y = 0) is, in particular, the intersection of the vehicle's central axis (longitudinal axis) in the longitudinal direction and the vehicle's rear axle (transverse axis). Therefore, based on the vehicle's current position, x and y values ​​can be given for each data point of each driving trajectory, indicating the position of each data point relative to the vehicle. Here, only one such data point for each trajectory is considered when evaluating the driving trajectory. Preferably, the data point located on the rear axle (i.e., the y-axis) is selected. Therefore, it is not necessary to evaluate the entire system of points for a driving trajectory. Based on the number of data points considered within the lane boundary, the determined driving lane, particularly the first lane width, is approved (confirmed) or disproved (discarded). In response to approval, the first lane width is used for lateral control. That is, the first lane width can be used as an adjustment parameter for lateral control in the adjustment system of the driver assistance system. Conversely, in response to disprovenness, the first lane width is not used for lateral control. Instead, for example, as described in more detail below, another lane width is determined and used.

[0024] The use of a corresponding lane width, for example, means that the area defined by the lane width can be used for lateral control maneuvers, such as turning a motor vehicle, without leaving the driving lane or lane width. The lane width here is defined, for example, by a virtual lane boundary or a real lane boundary, such as a lane boundary in the lateral direction of the vehicle. If, for example, lateral control involves lane-changing maneuvers, this is indicated separately by, for example, the vehicle's turn signals (flare lights).

[0025] In other words, in the described method, the assessment of the driving lane is used for automatic lateral control. Environmental data, preferably cluster data, is used for this purpose. Based on the cluster data, it can be assessed whether the driving lane is used solely by the vehicle in question, or whether, for example, the driving lane is also used by oncoming or same-direction traffic (e.g., vehicles traveling alongside the vehicle in question). Preferably, the permissible lane width for the driving lane is set based on the cluster data, and the lane width is approved accordingly.

[0026] The present invention includes embodiments that produce additional advantages.

[0027] According to one implementation scheme, a determined driving lane is approved only if an inspection confirms the presence of exactly one data point within the driving lane. Preferably, this data point belongs to the vehicle's own trajectory. In other words, if only the vehicle's own trajectory exists within the driving lane—that is, the trajectory currently followed by the vehicle—the first lane width is used for lateral control. Therefore, no other driving trajectories, such as those of third-party vehicles, exist within the driving lane. This ensures that only the vehicle itself moves within the driving lane, without, for example, traffic traveling in the same or opposite direction.

[0028] Preferably, in addition to the precise data point, for the current route segment where the train is currently located, other route information regarding the travel lane can be determined from environmental data, particularly cluster data. This other route information may be, for example, lane markings or objects in the environment of the corresponding route segment. Therefore, it can be ensured that the first lane width is used only when the current route segment is already included in the cluster data and is therefore known.

[0029] According to one embodiment, if an inspection determines that at least two data points exist within a driving lane, the determined driving lane is disproven, i.e., not approved, based on the inspection result. This disprovenness includes determining a second lane width different from the first lane width and using this second lane width for lateral control of the motor vehicle. Specifically, the second lane width has dimensions different from the first lane width. Preferably, the second lane width is narrower than the first lane width in the lateral direction. For example, the presence of multiple different driving trajectories within the driving lane, such as those representing same-direction or opposite-direction traffic of motor vehicles, can be considered. That is, the driving lane is not solely for this vehicle. The lane width should then be adjusted.

[0030] According to one embodiment, to define the width of the second lane, a data point distance of at least two data points is determined along the transverse axis of the motor vehicle. The width of the second lane is defined or determined based on this data point distance. In other words, the distance of the lane boundary defining or limiting the width of the second lane can be set based on the data point distance. Preferably, the lane width is selected such that two vehicles can travel side-by-side or pass each other in the driving lane with sufficient distance between them in unidirectional or opposing traffic.

[0031] To determine the distance of a data point relative to the vehicle, the position of a data point on the vehicle's trajectory can be used as the origin of a coordinate system (x = 0, y = 0). Then, the distance between two data points along the horizontal axis (y-direction) and one or more data points on the driving trajectory can be determined. For example, the difference in y-values ​​between data points on the vehicle's trajectory and data points on other trajectories can be calculated. Based on this, the permissible lane width for the vehicle can be determined.

[0032] According to one embodiment, the second lane is narrower than the first lane. That is, the distance between the boundaries of the first lane is greater than the distance between the boundaries of the second lane. The narrower second lane can have a width of, for example, 4m to 6m. The wider first lane can have a width of, for example, greater than 6m.

[0033] According to one embodiment, the corresponding lane width value is specified based on parameters of at least two driving trajectories within the driving lane, or based on parameters of the driving lane, according to predetermined selection criteria. That is, considering these parameters, the values ​​of the first and / or second lane widths are preferably freely applicable. For example, the corresponding lane width value can be stored as a function of the corresponding parameter in a family of characteristic curves or in a characteristic curve. This parameter can be, for example, the curvature of the driving lane and / or the aforementioned distance of data points along the horizontal axis and / or the distance of the lane boundary and / or the size of the motor vehicle and / or the specified standard size of the motor vehicle.

[0034] In other words, the dimensions of the corresponding lane widths are preferably specified or adapted based on the curvature of the driving lane. Therefore, in the case of route sections with curves, for example, the lane width dimensions can be determined over a larger span compared to straight route sections. In the case of a lane curvature with a radius of 50m to 100m, the narrower second lane width can be, for example, 6m. The wider first lane width can be, for example, an additional 1m or more, for example, 7m or 8m.

[0035] Additionally or alternatively, the dimensions of the vehicle may be taken into account when determining the width of the second lane. That is, the width of the second lane may be selected, for example, as wide as permitted in road traffic standards or regulations based on standardized vehicle dimensions (standard dimensions).

[0036] Preferably, at least three lane widths can be distinguished. The first lane width may correspond, for example, to the width of the driving lane. The second lane width may be selected to be narrower than the driving lane, for example, determined based on the distance between data points. The third lane width may be narrower than both the first and second lane widths, for example, selected based on the vehicle size.

[0037] According to one implementation, each data point contains information about the permitted direction of travel along its respective travel trajectory. Here, the width of the second lane is additionally determined based on the relative relationship between the included travel direction and the direction of travel of motor vehicles. In other words, the direction of travel is considered when calculating the width of the second lane, i.e., whether the corresponding travel trajectory belongs to same-direction traffic or opposite-direction traffic. For example, for a given travel lane, the second lane width can be chosen to be narrower when the travel directions are the same (same-direction traffic) than when the travel directions are opposite (opposite-direction traffic), and vice versa.

[0038] According to one embodiment, each driving trajectory, or each additional driving trajectory relative to the driving trajectory of the motor vehicle, is determined by cluster data, wherein the cluster data includes third-party trajectories of at least one third-party vehicle that has already traveled through the corresponding driving lane as the corresponding additional driving trajectory. That is, the cluster data mentioned above is used as environmental data. Particularly preferably, the vehicle's own trajectory is determined based on the sensor data mentioned at the beginning. Preferably, if cluster data is available, only the corresponding other driving trajectories are determined from the cluster data.

[0039] For use cases or application scenarios that may arise with this method but are not explicitly described herein, it may be specified that error reports be output according to this method, and / or requests for user input feedback be output, and / or standardized settings be set, and / or a predetermined initialization state be set.

[0040] According to one aspect, the present invention relates to a driving assistance system for lateral control of a motor vehicle. The driving assistance system is designed to determine a driving lane having a lane boundary based on environmental data within the motor vehicle's environment. The lane boundary defines a first lane width for lateral control of the motor vehicle. Furthermore, the driving assistance system is designed to check whether there is more than one driving trajectory within the lane boundary, and for this purpose, determine whether there are more than one data point along a defined lateral axis of the motor vehicle relative to its direction of travel, each data point belonging to a different driving trajectory and at least providing the geographic coordinates of its respective driving trajectory. The driving assistance system is designed to approve the driving lane based on the check results. Here, approval includes using the first lane width defined by the lane boundary for lateral control of the motor vehicle.

[0041] Therefore, the driving assistance system can execute or implement the methods described above. For this purpose, the driving assistance system may, for example, have a control device. The control device may have a data processing device or a processor device configured to execute embodiments of the method according to the invention. 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). Specifically, a CPU (Central Processing Unit), GPU (Graphics Processing Unit), or NPU (Neural Processing Unit) may be used as the microprocessor. Furthermore, the processor device may have program code designed to execute embodiments of the method according to the invention when run by the processor device. The program code may be stored in the data memory of the processor device. The processor device may, for example, be based on at least one circuit board and / or at least one SoC (System-on-Chip).

[0042] According to one aspect, the present invention relates to a motor vehicle having a driving assistance system as exemplarily described above. The motor vehicle is preferably designed as an automobile, particularly a passenger car, commercial vehicle, bus, or motorcycle. To achieve lateral control, the motor vehicle preferably has a steering system or steering mechanism. Lateral control can be achieved by controlling the steering system using the driving assistance system.

[0043] The present invention also includes improvements to the driving assistance system and the motor vehicle according to the invention, which have features already described in conjunction with the improvements to the method according to the invention. Therefore, corresponding improvements to the driving assistance system and the motor vehicle according to the invention will not be described here.

[0044] The present invention also includes combinations of features of the described embodiments. Therefore, the present invention also includes implementations, each having combinations of features of a plurality of non-mutually described embodiments. Attached Figure Description

[0045] Embodiments of the present invention are described below. Therefore:

[0046] Figure 1 A schematic diagram of a motor vehicle having a driver assistance system for lateral control of the motor vehicle is shown;

[0047] Figure 2 This illustrates an embodiment for operation according to... Figure 1 A schematic flowchart of a method for developing a driver assistance system;

[0048] Figure 3 An illustration of another embodiment for operation according to Figure 1 A schematic flowchart of a method for developing a driver assistance system. Detailed Implementation

[0049] The exemplary embodiments described below are preferred embodiments of the present invention. In these embodiments, the components described in the embodiments represent individual features of the present invention that can be viewed independently of each other, and these features also independently improve the present invention. Therefore, this disclosure is also intended to include combinations of features of the embodiments other than those shown. Furthermore, the described embodiments can be supplemented by other features of the present invention already described.

[0050] In the accompanying drawings, the same reference numerals denote elements that have the same function.

[0051] Figure 1 A simplified schematic top view or bird's-eye view of motor vehicle 1 is shown, wherein motor vehicle 1 is, for example, a passenger car.

[0052] Figure 1 The image shows a motor vehicle 1 in motion, i.e., while in motion. Here, the motor vehicle 1 is moving along a predetermined direction of travel F in lane 20. Figure 1 Specifically, a portion of the route that motor vehicle 1 is following along lane 20 is shown. Lane 20 can be, for example, a road or other type of ground surface that allows motor vehicle traffic. Lateral to the direction of travel F, lane 20 is defined by two lane boundaries 21. Lane boundaries 21 can be, for example, lane markings or lane edges. Outside of lane boundaries 21, motor vehicle 1 is no longer able to or permitted to travel on the ground.

[0053] Driving operations should be automated. For this purpose, the motor vehicle 1 includes a driver assistance system 2. The driver assistance system 2 may be, for example, a so-called travel-assist system. "Automatic" here specifically means that no driver intervention is required. The driver assistance system 2 automatically activates all necessary functions, such as longitudinal and lateral control maneuvers, observing the environment to detect road traffic, and triggering appropriate responses. Longitudinal control maneuvers are specifically driving maneuvers along the direction of travel F of the motor vehicle 1. This includes, for example, braking and acceleration maneuvers. Lateral control maneuvers are specifically driving maneuvers lateral to the direction of travel F, i.e., along the lateral direction Q. This includes, for example, steering maneuvers. To achieve the functions required for vehicle control, the driver assistance system 2 may, for example, provide appropriate control signals to one or more actuators of the motor vehicle 1. For example, to achieve lateral control, control signals may be provided to the steering actuator or steering system of the motor vehicle 1. For example, to achieve longitudinal control, corresponding control signals may be used to operate the brake actuator or one or more power units of the motor vehicle 1.

[0054] Lateral control of the motor vehicle 1 is described in particular with reference to the embodiments shown in the accompanying drawings. Lateral control involves controlling the motor vehicle 1 within a defined driving lane 22. In this regard, the motor vehicle 1 should be stably maintained within the lane boundary 23 of the driving lane 22, especially when the motor vehicle 1 is not used to perform lane-changing operations, such as turning, changing lanes, or overtaking. Therefore, the lane boundary 23 may define the maximum lane width for lateral control. In this embodiment, driving lane 22 is shown, for example, which (in the lateral direction Q) is narrower or less wide than lane 20. Therefore, the motor vehicle 1 can only be automatically controlled using a portion of lane 20.

[0055] Traditional lateral control driver assistance systems employ so-called centering control in terms of lateral control. That is, the vehicle 1 is preferably controlled within the driving lane 22 in such a way that the vehicle 1 moves centrally between the lane boundaries 23. Figure 1 For example, a driving trajectory 10 of motor vehicle 1 taking this centering control into account is shown.

[0056] In order to implement centering control, the driver assistance system 2 must understand the environment of the vehicle 1, particularly the driving lane 22 with the lane boundary 23. To detect the environment, the vehicle 1 therefore includes an environment detection device with one or more environmental sensors. Here, the environmental sensor is designed, for example, as a camera 3. Instead of a camera 3, the vehicle 1 may have one or more radar sensors or other known types of environmental sensing devices as environmental sensors for detecting the environment.

[0057] exist Figure 1 In this system, camera 3 is mounted on vehicle 1 in such a manner that it can capture or detect the environment in front of vehicle 1 in the direction of travel F. Camera 3 can provide environmental data U, including one or more images of the environment, for processing by driving assistance system 2, particularly its control unit or data processing equipment. Driving assistance system 2 can use known methods to evaluate environmental data U and, for example, extract objects or environmental features as environmental data U. To this end, driving assistance system 2 can, for example, execute or implement object recognition algorithms.

[0058] Here, environmental features may include, for example, lane boundaries 21, which in the current situation constitute channel boundaries 23 of the driving lane 22. Using channel boundaries 23 as orientation aids or auxiliary positions, the driver assistance system 2 can then calculate a driving trajectory 10 for centering control. The trajectory is calculated using known methods. For example, the distance between channel boundaries 23 is used here as a first lane width S1, and therefore as the maximum available lane width, so that the driving trajectory 10 for centering control can be implemented based on this. In terms of lateral control, the driver assistance system 2 is designed to adjust the vehicle 1 onto this trajectory 10. For this purpose, the driver assistance system 2 can, for example, control the steering of the vehicle 1.

[0059] To enable the driving trajectory 10 to be processed quickly and efficiently by the driver assistance system 2 in a meaningful data format, the trajectory 10 is typically used as a system of points consisting of a large number of data points 11. The data points 11 are geographic coordinates that constitute target points in front of the vehicle 1 in the driving direction F for adjusting the vehicle 1. For clarity, Figure 1 Only some data points 11 are provided with corresponding figure labels.

[0060] The trajectory 10 is calculated based on a predetermined reference frame or reference point of the motor vehicle 1. Figure 1 For example, a reference frame is selected that takes into account the transverse axis (here, the rear axle 5) of the motor vehicle 1 and the longitudinal axis 6 in the direction of travel F. The origin of this reference frame is, for example, the point where the rear axle 5 of the motor vehicle 1 intersects the longitudinal axis 6. Figure 1 A two-dimensional xy coordinate system is shown as the reference frame. The x-axis of this coordinate system extends along the vertical axis 6, and the y-axis extends along the horizontal axis 5. For the driving trajectory 10, data point 11 therefore only has x-values. The y-values ​​are set to zero.

[0061] In certain situations, it is possible that the identified driving lane 22 may not be used exclusively by motor vehicle 1. For example, motor vehicle 1 may share driving lane 22 with traffic traveling in the same or opposite direction. An example of this is an urban rural road with only lane boundaries 21 and no center lane markings. Another example is an urban internal traffic road without edge markings, such as only having center lane markings.

[0062] Therefore, in conventional lateral control driver assistance systems, a much narrower lane width is used for centering control instead of a first lane width S1 defined by, for example, lane boundary 23. This narrower lane width is adapted to the size of the vehicle 1, and is particularly independent of the first lane width S1. Consequently, when the vehicle 1 is turning, it travels very close to the curve, which may be uncomfortable for the vehicle occupants.

[0063] In the current case, the width of the first lane S1 can be, for example, 8m. The width of the motor vehicle 1 along the transverse axis 5 can be, for example, 2m. As a narrower lane width, a lane width of 4m can be used.

[0064] To avoid unnecessarily restricting autonomous driving operations, the idea in this invention is to determine the maximum permissible lane width. Here, the maximum lane width is no longer fixedly stored in the calculation model for lateral control as before, but is considered based on the actual environmental conditions. Therefore, the focus is on determining whether the driving lane ahead belongs solely to the vehicle itself and whether that driving lane, particularly the corresponding lane width S1, is suitable for centering control. In other words, the driving lane 22, and particularly its associated lane width S1, should be approved or disapproved (abandoned) based on environmental conditions, particularly the traffic conditions within the driving lane 22. (Refer to...) Figure 2 and Figure 3 A more detailed description of specific methods for achieving the approval of driving lane 22, and in particular lane width S1.

[0065] Therefore, the driver assistance system 2 checks whether there is at least one other driving trajectory (hereinafter also referred to as a third-party trajectory) besides the driving trajectory 10 (hereinafter also referred to as the vehicle trajectory of motor vehicle 1) within the driving lane 22. For example, in Figure 1 Another driving trajectory 12 is shown. It can be the driving trajectory followed by another motor vehicle or a third-party vehicle when traveling in the same direction as motor vehicle 1. The third-party trajectory 12 is also shown as a system of points with a large number of data points 13, similar to the trajectory 10 of this vehicle.

[0066] To check whether multiple driving trajectories 10, 12 exist within the lane boundary 23, the driver assistance system 2 uses, for example, cluster data S, known as swarm intelligence. Cluster data S is data collected from or stored in a so-called route guide from a large number of vehicles forming a vehicle cluster or convoy with vehicle 1. For example, cluster data S contains information about other vehicles that have also traveled through the corresponding lane segment of lane 20 where the vehicle is currently located. For instance, cluster data S may include the driving trajectories of such third-party vehicles.

[0067] The route guide with cluster data S can be stored, for example, on an external storage device, such as a backend server. In the current case, the external storage device is, for example, a cloud server 4 in a corresponding data storage device. The motor vehicle 1, and in particular the driver assistance system 2, can access the cluster data S from the cloud server 4.

[0068] Now according to Figure 2 A method for approving driving lane 22 is illustrated by way of example. Figure 2A schematic diagram illustrating a method flowchart with individual method steps is provided. Figure 2 For example, this method can be implemented using the driver assistance system 2 of the motor vehicle 1.

[0069] In step S10, the driving lane 22 and its lane boundary 23 are first determined based on environmental data U (in this case, sensor data provided by camera 3). As described above, the lane boundary 23 defines a first lane width S1 for lateral control of the motor vehicle 1. As described above, the first lane width S1 is used to calculate the vehicle trajectory 10 for centering control of the motor vehicle 1. The method then proceeds to step S20.

[0070] In step S20, the driving assistance system 2 checks whether there are more than one driving trajectory 10, 12 within the lane boundary 23. To this end, the driving assistance system 2 detects cluster data S and evaluates the cluster data using an appropriate method to determine whether the cluster data S contains a third trajectory 12. However, for the observed lane segment, instead of evaluating the entire driving trajectory, i.e., all data points 11, 13, only one data point 11a, 13a from driving trajectories 10, 12 is considered. Therefore, resources used for data processing, such as computing power, can be saved, and calculations can be performed particularly quickly. As the basis for selecting data points 11a, 13a, the horizontal axis 5 (y-axis in the coordinate system) of the motor vehicle 1 is considered in particular. That is, it is thus determined whether there are one or more data points 11a, 13a belonging to different driving trajectories 10, 12 along the rear axis 5 relative to its driving direction F, and the geographical coordinates of the respective driving trajectories 10, 12 are given.

[0071] In other words, on the number axis of the rear axle 5, each drivable path (driving trajectory 10, 12) is evaluated using only one point (data point 11a, 13a). Therefore, in this coordinate system, the x-value of data points 11a and 13a is 0m. These two data points 11a and 13a only have y-values ​​on the number axis of the rear axle 5 and can be assigned corresponding signs. Thus, in this embodiment, there are two data points 11a and 13a in the driving channel 22, and their distances from, for example, the origin of the coordinate system, i.e., from the data point 11a of the vehicle trajectory 10, are known. Preferably, a direction indicator regarding the driving direction can also be assigned to each data point 11a and 13a. Therefore, it can also be determined whether a third-party vehicle is moving in the same direction as or in the opposite direction to the motor vehicle 1 based on the data points 11a and 13a. The method can then continue in step S30 or step S40.

[0072] If, during the check in step S20, it is determined that a precise data point exists, for example, data point 11a of the vehicle trajectory 10, located within the driving lane 22 (N), then the method proceeds to step S30. In step S30, the driving lane 22 is approved. Approval includes using a first lane width S1 defined by the lane boundary 23 for lateral control of the motor vehicle 1. That is, the lane width S1 is used as the basis for calculating the driving trajectory 10 for centering control.

[0073] If the check in step S20 determines that there is more than one driving trajectory within driving lane 22, for example, the vehicle's trajectory 10 and a third-party trajectory 12 ("J"), then the method continues to step S40. In step S40, the determined driving lane 22 is falsified, i.e., discarded. Therefore, the first lane width S1 cannot be used for calculating the driving trajectory 10 for centering control. Instead, falsification involves determining a second lane width S2, which is different from the first lane width S1, and using it for the lateral control of vehicle 1. That is, centering control is calculated based on the second lane width S2. Therefore, lateral control is adjusted to the second lane width S2. Figure 1 As shown, the width of the second lane S2 is narrower than the width of the first lane S1.

[0074] Preferably, the second lane width S2 is adapted in such a way that traffic traveling in the same direction or in opposite directions can share the driving lane 22. That is, the driving lane allocated to motor vehicle 1 is moved into the driving lane 22. In a right-hand traffic system, when determining the second lane width S2, for example in the direction of travel F, the right lane markings are used as reference lines or auxiliary lines. That is, the right lane boundary 23 is used as the right lane boundary. The left lane boundary is set according to the determined lane width S2.

[0075] The dimensions of the corresponding lane widths S1 and S2 can be freely selected, for example, the lane width values ​​can be specified according to predetermined selection criteria based on parameters of at least two driving trajectories within the driving channel 22 or based on parameters of the driving channel 22. For example, the lane width values ​​can be stored as a function of a family of characteristic curves or a characteristic curve. This parameter can be, for example, the curvature of the driving channel 22, the distance between data points 11a and 13a, or the distance to the channel boundary 23.

[0076] Alternatively or additionally, the lane width values ​​of the corresponding lane widths S1 and S2 can be determined based on the travel direction relative to the travel direction F of the motor vehicle 1 contained in data points 11a and 13a. For example, in the same travel direction F (same-way traffic), a second lane width S2 that is wider than that in the opposite travel direction (opposite-way traffic) can be selected.

[0077] Figure 3 Exemplary illustration based on Figure 2 The extended method considers the distance d between data points 11a and 13a when calculating lane width. Regarding this, Figure 3 The corresponding method flowchart, with each individual method step, is shown again. Based on... Figure 3 In the method flowchart, steps S10 to S30 correspond to the steps based on... Figure 2 The method flowchart describes steps S10 to S30. If, during the check according to step S20, it is determined that there are more than two driving trajectories 10, 12 (“J”) within the driving lane 22, the method continues in step 50 (instead of step S30). In step S50, the distance d along the horizontal axis between data points 11a and 13a is determined. For this purpose, for example, the y-value of data point 13a is compared with the y-value of data point 11a. In this embodiment, the data points may be, for example, 2.5m apart. The method then continues in step S60.

[0078] In step S60, the width of the second lane, i.e., its lane width value, is determined or calculated based on the distance d between data points. For example... Figure 1 As shown, the driving lane of motor vehicle 1 is shifted to the right along the y-axis within the lane boundary 23, for example, so that, for example, according to the vehicle size, there is sufficient space 22 within the driving lane for motor vehicle 1 and any third-party vehicles that may appear. This, of course, also causes the driving trajectory 10 of motor vehicle 1 to shift to the right, which should be based on the route guided according to the second lane width S2.

[0079] Particularly preferably, when approving a driving lane, only the following data point 13a of a third-party trajectory is considered: which has a predetermined minimum distance from data point 11a along the rear axle 5 of motor vehicle 1. This minimum distance can be selected, for example, based on the vehicle size of motor vehicle 1. For example, the minimum distance could be 1m. Considering the minimum distance is meaningful because it is possible that the driving trajectories 10, 12 of different motor vehicles moving within the same driving lane 22 may be slightly different, even if the motor vehicles are not moving in the same-direction or opposite-direction traffic. This may occur, for example, due to environmental conditions such as road damage such as potholes in the lane, or according to the driving style or set driving mode and other driving settings of motor vehicle 1. Therefore, one or more additional driving trajectories 12 are only considered when the corresponding driving trajectory has been determined or identified as the same-direction or opposite-direction traffic of motor vehicle 1.

[0080] Overall, the embodiments illustrate a method for improving lateral control functionality based on evaluation of cluster data S.

Claims

1. A method for approving a driving path (22) for lateral control of a motor vehicle (1) by means of a driver assistance system (2), comprising the following steps: - determining, based on environmental data (U) in the environment of the motor vehicle (1), a driving corridor (22) having a corridor boundary (23), said corridor boundary defining a first lane width (S1) for lateral control of the motor vehicle (1), - checking whether more than one driving track (10, 12) is present within the corridor boundary (23), for which purpose it is determined whether, relative to the driving direction (F) of the motor vehicle, along a defined transverse axis of the motor vehicle (1), one or more data points (11a, 13a) are present which respectively belong to different driving tracks (10, 12) and which at least indicate the geographical coordinates of the associated driving tracks (10, 12), - authorizing the determined driving lane (22) based on the result of the check, the authorizing including using a first lane width (S1) defined by the lane boundary (23) for lateral control of the motor vehicle (1).

2. The method according to claim 1, characterized in that The determined driving path (22) is authorized only if the check determines that exactly one data point (11a, 13a) is present within the driving path (22).

3. The method according to any one of the preceding claims, characterized in that When it is determined according to the check that at least two data points (11a, 13a) exist in the driving corridor (22), the determined driving corridor (22) is falsified according to the result of the check, wherein the falsification includes: determining a second lane width (S2) different from the first lane width (S1) and using the second lane width for lateral control of the motor vehicle (1).

4. The method according to claim 3, characterized in that: A data point distance (d) between the at least two data points (11a, 13a) is determined along the horizontal axis, and a second lane width (S2) is determined based on the data point distance (d).

5. The method according to any one of the preceding claims 3 to 4, characterized in that The second lane width (S2) is narrower than the first lane width (S1).

6. The method according to any one of the preceding claims, characterized in that According to a predetermined selection criterion, values ​​for a first lane width (S1) and / or a second lane width (S2) are specified based on parameters of at least two driving trajectories (10, 12) within a driving corridor (22) or based on parameters of the driving corridor (22).

7. The method according to any one of the preceding claims 3 to 6, characterized in that The data points (11a, 13a) each contain information about a permissible driving direction along the associated driving trajectory (10, 12), the second lane width (S2) being additionally determined as a function of the relative relationship of the contained driving direction to the driving direction (F) of the motor vehicle (1).

8. The method according to any one of the preceding claims, characterized in that The respective driving trajectory (10, 12) or each additional driving trajectory (12) relative to the driving trajectory (10) of the motor vehicle (1) is determined by cluster data (S), wherein the cluster data (S) contains a third-party trajectory of at least one third-party vehicle that has traveled the corresponding driving corridor (22).

9. A driver assistance system (2) for lateral control of a motor vehicle (1), the driver assistance system (2) being designed to: - determining a driving corridor (22) having a corridor boundary (23) based on environmental data (U) in the environment of the motor vehicle (1), said corridor boundary defining a first lane width (S1) for lateral control of the motor vehicle (1), - checking whether more than one driving track (10, 12) is present within the corridor boundary (23), for which purpose it is determined whether, relative to the direction of travel (F) of the motor vehicle, along a defined transverse axis of the motor vehicle (1), more than one data point (11a, 13a) is present, which respectively belongs to different driving tracks (10, 12) and specifies at least the geographical coordinates of the associated driving tracks (10, 12), - authorizing the driving corridor (22) based on the result of the check, the authorizing including using the first lane width (S1) defined by the corridor boundary (23) for lateral control of the motor vehicle (1).

10. A motor vehicle (1) having a driver assistance system (2) according to claim 9.

Images