Method for evaluating safety of lane changing motor in automatic

Abstract

The invention relates to a method for assessing the safety of a lane changing maneuver in an autonomous driving operation of a vehicle (EGO) using an environment sensor system, in which the environment of the vehicle (EGO) and objects located therein are detected. According to the invention, before the start of a lane-changing maneuver of the vehicle (EGO) from the left lane (F1) to the intermediate lane (F2) or from the right lane (F3) to the intermediate lane (F2) of the multilane road part (F), the risk of collision is determined by an assumed lane-changing maneuver of another vehicle (PE1 to PE3) on the right lane (F3) or the left lane (F1), and the risk of collision is determined on the basis of the maximum lane-changing duration and the insertion time (tEM). Determining a longitudinal acceleration (ax, PE) of the further vehicles (PE1 to PE3) which results in a collision, and-based on an initial relative longitudinal speed # imgabs0 # of the vehicle (EGO) with respect to the further vehicles (PE1 to PE3) at the start of the lane changing maneuver and a relative longitudinal position # imgabs1 # of the vehicle (EGO) with respect to the further vehicles (PE1 to PE3) on the basis of a collision probability as a safety measure (S1) and a minimum distance (dx, dy) in the absence of a collision as another safety measure (S2), min) to evaluate the performance of the lane changing maneuver.

Description

Technical Field

[0001] The present invention relates to a method for evaluating the safety of a lane change maneuver in an automated driving operation of a vehicle using an environmental sensor system, wherein the vehicle's environment and objects located therein are detected based on detection signals of the environmental sensor system. Background Art

[0002] US 8,244,408 B2 discloses a method for assessing the risk associated with a driving operation of an autonomous vehicle control system. The vehicle is configured to perform an autonomous lane change maneuver and is equipped with a monitoring system. In this case, each of a plurality of objects located in the vicinity of the vehicle is monitored. The position of each object is predicted relative to a projected trajectory of the vehicle, and a collision risk level between the vehicle and each object is assessed. Summary of the invention

[0003] The object of the present invention is to provide a new method for assessing the safety of a lane change maneuver in an autonomous driving operation of a vehicle.

[0004] According to the invention, this object is achieved by a method having the features of claim 1 .

[0005] Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0006] A method for evaluating the safety of a lane change maneuver in an autonomous driving operation of a vehicle using an environmental sensor system, wherein the environment of the vehicle and objects located therein are detected by means of detection signals of the environmental sensor system, according to the present invention

[0007] - determining the risk of collision by means of a hypothetical lane change maneuver of another vehicle in the right lane or the left lane before the vehicle starts a lane change maneuver from the left lane to the middle lane or from the right lane to the middle lane of a multi-lane road section,

[0008] - based on the maximum lane change duration and the time of insertion / entry / turn-in, calculating the longitudinal acceleration of the other vehicle which would lead to a collision due to the overlap of the vehicle surfaces of the vehicle and the other vehicle,

[0009] - evaluating the execution of the lane change maneuver based on the relative longitudinal speed of the vehicle relative to the other vehicles and the relative longitudinal position of the vehicle relative to the other vehicles at the start of the lane change maneuver based on the probability of collision as a safety metric and the minimum distance without collision as a further safety metric.

[0010] In particular, the method proposes that it is possible to check before the vehicle starts a lane change whether the lane change can still be performed safely even if the vehicle is wrong in predicting the lane change maneuver with respect to other vehicles or when the lane change cannot be predicted from the context. For this reason, the collision probability is determined solely on the basis of the longitudinal acceleration, since it is not possible to predict whether another vehicle will change lanes.

[0011] By applying this method, the collision risk of vehicles can be evaluated / quantified at a tactical level for the execution of a lane change maneuver to the middle lane.

[0012] Vehicle systems for automatic, in particular autonomous driving operations can reduce the risk of collision already before the lane change maneuver by adapting their set behavior or by postponing the start of the lane change maneuver in time if both the positive and negative acceleration expenditures of the vehicle are too high and / or until the starting position for a safe lane change has improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Embodiments of the present invention are explained in more detail below with reference to the accompanying drawings.

[0014] in:

[0015] Figure 1 A road section with three lanes and two vehicles is schematically shown;

[0016] Figure 2 Two illustrations of a road section with the same initial situation and a varying longitudinal acceleration are schematically shown;

[0017] Figure 3 The derivation of the insertion moment in a particular case is schematically shown;

[0018] Figure 4 The derivation of the insertion moment in another specific case is schematically shown;

[0019] Figure 5 The derivation of the insertion moment in another specific case is schematically shown;

[0020] Figure 6 The derivation of the insertion moment in another specific case is schematically shown;

[0021] Figure 7 A diagram schematically shows the starting position limit case and its relative longitudinal velocity profile;

[0022] Figure 8 The derivation of the collision probability as a safety metric is schematically shown;

[0023] Fig. 9schematically shows a diagram of the calculation of a minimum distance between a vehicle and the nearest other vehicle in the next lane below as another safety measure, and

[0024] Fig.10 A diagram of various limit cases for calculating the longitudinal acceleration limit is schematically shown.

[0025] In all the figures, parts which correspond to one another are provided with the same reference numerals. DETAILED DESCRIPTION

[0026] Figure 1 A road section F having three lanes F1 to F3 extending in the same direction is shown. The vehicle EGO is traveling in the left lane F1 in an autonomous driving operation mode and intends to perform a lane change maneuver to the middle lane F2. In this case, a lane change trajectory T1 of the vehicle 1 from the left lane F1 to the middle lane F2 is shown.

[0027] Another vehicle PE1 is traveling in the right lane F3 and may, ie without a discernible intention, also intend to change lanes to the center lane F2. A hypothetical lane change trajectory T2 of the other vehicle PE1 from the right lane F3 to the center lane F2 is also shown. Figure 1 Also shown is a lane following trajectory ST of another vehicle PE1 which is relevant only to the right lane F3 .

[0028] For the automatic, in particular autonomous driving operation of the vehicle EGO, changing lanes is a relatively complex driving maneuver. For this reason, it is necessary to plan and implement the longitudinal and lateral movement of the vehicle EGO taking into account the environmental situation.

[0029] According to Donges and Michon, the evaluation of lane change maneuvers is performed at three levels, namely the strategic, tactical and operational levels. The following problem description refers in particular to the tactical level, which describes the attractiveness and feasibility of the lane change maneuver. Usually, autonomous lane changes at this level are only analyzed in conjunction with object information, which is assigned to the own lane (according to the Figure 1In the embodiment of the invention, the target lane ZS is the left lane F1) and the target lane ZS, i.e. the middle lane F2. However, if the predicted behavior is not related to the target lane ZS, the object information of the other vehicles PE1 to PE3 as shown in the following figure on the next lane (i.e. the right lane F3) is not taken into account, or is only indirectly considered, for example through a potential field. The number of other vehicles PE1 to PE3 is not fixed to 3, but can vary. Therefore, erroneous predictions or lane changes that are not visible from the context are not taken into account, or are only considered by general recursive trajectories. However, on a three-lane or multi-lane road section F, especially on a highway, in a lane change maneuver from the left lane F1 or the right lane F3 to the middle lane F2, it may happen that another vehicle PE1 to PE3 also decides to change to the same target lane ZS in the same time period without obvious intention. This situation is a relatively dangerous situation.

[0030] Therefore, during the lane change maneuver, there is a risk of collision with other vehicles PE1 to PE3 that may change to the middle lane F2 within the same time period.

[0031] Although the human driver of the vehicle's EGO can consider the next lane (i.e. Figure 1 The automated vehicle system evaluates the behavior of the surrounding traffic during the lane change maneuver in the case of objects, i.e. road users, on the right lane F3) in order to assess its tactical driving decisions regarding the attractiveness and feasibility thereof, but the automated vehicle system relies on a set of rules based on measurement data from the environmental sensor system to evaluate the planned tactical behavior.

[0032] In particular, there is neither a risk quantification, in particular in the form of safety metrics S1 , S2 , nor a calculation rule for a desired set behavior of an automated driving system of the vehicle ECU.

[0033] Therefore, in order to evaluate the lane change maneuver to the middle lane F2 at a tactical level by taking into account the information of objects in the next lane, namely the right lane F3, it is necessary to determine the measurement variables and parameters that allow quantifying the collision risk of these objects during the lane change maneuver. Based on this, the desired set behavior of the automated driving system can then be derived.

[0034] In the following, a method for evaluating the safety of a lane change maneuver in an autonomous driving operation of a vehicle EG using an environmental sensor system is described, wherein the environment of the vehicle EG and objects located therein are detected based on detection signals of the environmental sensor system.

[0035] For the purpose of carrying out the method, it is assumed that the lane change maneuvers of the further vehicles PE1 to PE3 are unpredictable.

[0036] exist Figure 2 , showing a road section F and the same initial situation In the two figures A1 and A2 of FIG. 1 , vehicle EGO is traveling in the left lane F1 and intends to perform a lane change maneuver to the middle lane F2 . Three other vehicles PE1 to PE3 are traveling in the right lane F3 .

[0037] The lane change maneuver of the vehicle EGO into the middle lane F2 is checked with regard to collisions by means of a hypothetical lane change maneuver of further vehicles PE1 to PE3, wherein the further vehicles PE1 to PE3 can be passenger cars or trucks. This means that each of the further vehicles PE1 to PE3 is a potential inserter of the vehicle EGO. The further vehicles PE1 to PE3 can also be other vehicles, such as motorcycles, wherein here too acceleration ranges are determined and the same principle is applied to analyze the risks associated with the lane change of the vehicle EGO.

[0038] In order to check the lane change maneuver based on a hypothetical lane change maneuver of the further vehicles PE1 to PE3, the longitudinal acceleration a is calculated by means of a linearized transverse profile, in particular based on the maximum lane change duration and the insertion time. x,PE , which leads to a collision due to the overlap of the vehicle surfaces between the vehicle EGO and one of the other vehicles PE1 to PE3. For this purpose, the corresponding longitudinal acceleration a leading to the collision is defined as x,PE The probability of occurrence also describes the collision probability or corresponds to the collision probability, because the longitudinal acceleration a x,PE Directly related to the overlap of the vehicle surface and therefore to the collision.

[0039] Based on the two safety metrics S1, S2, at the beginning of the lane change maneuver, the relative longitudinal position of the vehicle as the measured variable 1 (also called the initial distance between the vehicle center points) and the initial relative longitudinal velocity as the vehicle measurement variable 2 Conduct tactical level assessment of lane change maneuvers.

[0040] Here, the relative vertical position as follows:

[0041]

[0042] Initial relative longitudinal velocity The calculation is as follows:

[0043]

[0044] In particular, when the vehicle EGO is traveling behind the other vehicles PE1 to PE3, the initial longitudinal distance is negative. Similarly, when the vehicle EGO has a higher longitudinal speed v than the other vehicles PE1 to PE3 x,EGO,init When the relative speed Is positive.

[0045] The safety metric S1 forms the probability of a collision, and the other safety metric S2 represents the minimum distance d between the vehicle EGO and the other vehicles PE1 to PE3 if there is no threat of a collision. x,min .

[0046] The collision probability as a safety metric S1 is evaluated based on the collision probability of the expected longitudinal acceleration a from the other vehicles PE1 to PE3. x,PE The previously determined probability, based on the initial situation Geometric vehicle information based on vehicle EGO EGO , based on the geometric vehicle information l of the other vehicles PE1 to PE3 PE , based on the lane change start time of the other vehicles PE1 to PE3, the duration of the lane change maneuver and the planned longitudinal acceleration a of the vehicle EGO x,EGO,n Obtained.

[0047] The minimum distance d is evaluated as another safety metric S2 based on the minimum longitudinal distance between the bumpers closest to each other. x,min In this case, after the intersection of the lateral coordinates between vehicle EGO and at least one of the other vehicles PE1 to PE3, the minimum distance d during the entire lane change maneuver is selected. xmin .

[0048] Two security metrics S1, S2 are calculated based on the model.

[0049] By changing the longitudinal acceleration a represented by the index n x,EGO,n and / or lane change duration, the vehicle EGO can affect the collision probability and minimum distance d during the lane change maneuver. x,min .

[0050] The scenario shown in the first figure A1 has three further vehicles PE1 to PE3 as potential inserters in the middle lane F2 in their respective initial situations.

[0051] For the vehicle EGO and the first other vehicle PE1, there is a total collision probability of the vehicle EGO In the first diagram A1, the minimum distance d to the corresponding other vehicle PE1 to PE3 is x,min Applicable to longitudinal acceleration a ,x,EGO,0, the longitudinal acceleration in the total collision probability The following is set to zero.

[0052] Figure 2 The second figure A2 in the figure shows the same initial situation as shown in the first figure A1 In this case, the vehicle EGO has a changed longitudinal acceleration a x,EGO,n , so that the corresponding collision probability and the corresponding minimum distance d are generated x,min The new value of .

[0053] The vehicle EGO can therefore reduce the risk of collision already before starting the lane change maneuver or deliberately postpone the start of the lane change maneuver if the positive or negative acceleration expenditure of the vehicle EGO is too high and / or until the starting position for a safe lane change has improved.

[0054] In order to carry out the method, it is necessary to define the start and end time points of the lane change maneuver in order to distinguish the current scenario from other scenarios. These time points are determined according to methods known from the following sources:

[0055] Vasile, Laurin, Kiran Divakar, and Dieter Schramm, “Deep-Learning Basierte Verkehrsteilnehmer für Hochautomatisierte Spurwechsel (Deep learning-based prediction of the behavior of rear road users in highly automated lane changes)”, Transforming Mobility–What Next?, Proceedings of the 13th Mobility Science Forum: Springer-Verlag, Wiesbaden, 2021.

[0056] With the aid of the defined start and end time points of the lane change maneuver, the average longitudinal acceleration is determined from the real driving data set for executing the lane change maneuver based on the detected measurement data, depending on the lane change direction, in particular with respect to the faster / slower lanes F1 to F3, and the vehicle class. In addition, the probability of the average longitudinal acceleration with which the lane change maneuver is executed is determined. In this case, a probability density function pdf is generated by a frequency distribution depending on the lane change direction and the vehicle class, the integral of which describes the probability of the corresponding acceleration range. The probability density function pdf is then applied to the further vehicles PE1 to PE3 depending on the lane change direction and its vehicle class.

[0057] In addition, based on the measurement data, with the help of the start and end time points, the distance Δy from the vehicle PE1 to PE3 to the target lane center ZM is calculated. PE,ZM, the lane change direction (especially the lane change direction with respect to the faster / slower lanes F1 to F3) and the vehicle category to determine the lane change duration t PE (Δy PE,ZM ). By matching the lane center ZM with a similar distance Δy PE,ZM The lane change duration t is determined by averaging multiple lane change maneuvers PE (Δt ZM ).

[0058] With the help of the determined longitudinal acceleration, a model was developed with the help of which the corresponding initial situation The collision probability as a safety metric S1 and the minimum distance d between the vehicle EGO and the other vehicles PE1 to PE3 as a further safety metric S2 are determined, in particular calculated. x,min , and the model takes into account the vehicle EGO by changing its longitudinal acceleration a x,EGO,n possibility of impact.

[0059] The longitudinal acceleration range and its probability are used to calculate the collision probability as the safety measure S1. In this case, it is checked which longitudinal accelerations a of the respective other vehicles PE1 to PE3 x,PE This results in a collision with vehicle EGO during the lane change maneuver to the middle lane F2.

[0060] The lane change maneuver of vehicle EGO is based on the initial situation of one or more other vehicles PE1 to PE3 in the right lane F3 The evaluation is performed by using the initial distance between the center points of the two vehicles and the initial relative longitudinal velocity The two parameters are detected based on detection signals from an environmental sensor system of an automatically, particularly autonomously driven vehicle EGO.

[0061] Based on the initial situation The minimum longitudinal acceleration a of the other vehicles PE1 to PE3 is then determined x,PE,min and the maximum longitudinal acceleration a x,PE,max , for these longitudinal accelerations, in the linearized transverse profile of vehicle EGO and the further vehicles PE1 to PE3, a collision still occurs just during the lane change maneuver. Values ​​within these longitudinal acceleration limits, including the limit values ​​themselves, can also lead to a collision.

[0062] Necessary longitudinal acceleration range a of another vehicle PE1 to PE3 that causes a potential collision x,PE,min to a x,PE,max Can be subjected to longitudinal acceleration a x,EGO The influence of different longitudinal acceleration a x,EGO,n Indicated by index n.

[0063] The time period to be considered is determined by the lane change duration (SWD) t of the vehicle EGO. Ego and the maximum value t of the lane change duration of the other vehicles PE1 to PE3 max =max(t PE (Δy ZM ),t Ego ) to define.

[0064] In particular, this is so because a longer lane change duration provides more time to reduce the higher initial relative longitudinal speed by utilizing a lower acceleration difference between the vehicle EGO and at least one of the other vehicles PE1 to PE3 and distance, which represents a more dangerous situation. This situation will be described further below. In addition, the start of the time period for a possible collision to be considered is determined by the time point t of the insertion process. EM to define.

[0065] In order to determine the time t of the insertion process of the two vehicles EGO, PE1 to PE3 EM , ie the time point at which the two vehicle surfaces intersect laterally for the first time, the lateral movement of vehicle EGO and the corresponding further vehicles PE1 to PE3 are linearized. Figures 3 to 6 A calculation rule is shown respectively, and four possible situations are shown.

[0066] Assuming the lateral velocity is constant, the initial distance Δy to the target lane center ZM can be used PE,ZM To calculate the four possible time points t of the insertion process EM .

[0067] Case 1:

[0068] Figure 3 The illustrated embodiment shows possible intersection points of the resulting straight lines representing the linearized lateral movement facing the vehicle side (ZF) of the vehicle.

[0069] If the two vehicle surfaces intersect before one of the two lane change maneuvers is completed, then:

[0070]

[0071] The conditions are:

[0072]

[0073] Here, t SPThe delay in the start of the lane change of the respective other vehicle PE1 to PE3 is described. By assuming that there is a lane change maneuver that cannot be recognized in the context, the respective other vehicle PE1 to PE3 can decide at any possible time of the lane change maneuver of the vehicle EGO to also change lanes F1 to F3.

[0074] By delaying the start of the lane change of the respective other vehicle PE1 to PE3 by t SP Towards a later point in time, the time period to be considered shortens.

[0075] The initial position and initial relative velocity are calculated as follows:

[0076]

[0077]

[0078] Assume that the initial longitudinal acceleration of another vehicle PE1 to PE3 It cannot be measured exactly or only imprecisely and is assumed to be zero for the methods described here.

[0079] y ZF,EGO (t SP )=y ZF,EGO,init +v y,EGO t SP (7)

[0080]

[0081] A first possible contact point FPC between the vehicle EGO and the respective other vehicle PE1 to PE3 is at Figure 3 The same reference numerals are used in the figure.

[0082] Case 2:

[0083] If the respective other vehicle PE1 to PE3 has completed its lateral movement but is still within the considered time period (t max -t SP ) before the end of the lateral final position of the vehicle EGO, then:

[0084]

[0085] The conditions are:

[0086]

[0087] like Figure 4 As shown in the embodiment.

[0088] Case 3:

[0089] If the corresponding other vehicle PE1 to PE3 is within the considered time period (t max -t SP ) before reaching the final lateral position, but during the considered time period (t max -t SP ) still reaches the lane boundary (y SB,PE ), then:

[0090] t EM =t max -t SP (11)

[0091] The conditions are:

[0092]

[0093] Although there is no actual overlap between the vehicle surfaces, the two vehicles EGO, PE1 to PE3 staying side by side in the same lane F2 is considered dangerous and is therefore evaluated as overlapping.

[0094] Case 4:

[0095] If the corresponding other vehicle PE1 to PE3 reaches its lateral final position before the vehicle EGO reaches the lateral final position of the corresponding other vehicle PE1 to PE3, then:

[0096]

[0097] The conditions are:

[0098]

[0099] Case 4 is completed by equation (13).

[0100] The minimum longitudinal acceleration of the respective other vehicle PE1 to PE3 is determined by the following calculation rule: and maximum longitudinal acceleration In the given initial situation In this case, values ​​within these limits (including the limits themselves) will cause collisions:

[0101] Acceleration difference limit case:

[0102]

[0103] Starting position limit case (Gf):

[0104]

[0105]

[0106] in: l EGO = vehicle length of vehicle EGO,

[0107]

[0108] Figure 7 An explanation about the calculation rules is shown.

[0109] The acceleration limit is determined by the acceleration difference The relative velocity Δv is formed by this acceleration difference. x (t SP ) at the time t when the lane change ends SP or the time point t of the insertion process EM Completely eliminated.

[0110] According to the time point t SP Relative velocity Δv x (t SP ) sign, the initial limit distance of the vehicle center point can be calculated This is true for a given relative velocity Δv x (t SP ) it is necessary that the bumpers touch at the last approach point before the vehicles EGO, PE1 to PE3 move away from each other again.

[0111] If at time point t SP The distance Δx from the center of the vehicle MM (t SP ) is between the limits determined in equations (15) and (16), then it is sought that the bumpers of vehicles EGO, PE1 to PE3 come into contact with each other (Δx SS,t =0). This situation occurs if:

[0112]

[0113] After finding t, there is only one solution. If the form is ax 2 This is the case when the square root of the solution to the quadratic equation +bx+c=0 is zero. In this case, the bumper Δx SS,t The contact time t EM The calculation of is between the time of the insertion process and the end of the lane change maneuver, and for each delay t from the start time SP Perform calculations.

[0114] According to the time point t SP Relative velocity Δv x (tSP ), the number of possible cases in equations (21) and (22) changes. x (t SP ), the maximum longitudinal acceleration Determined by formula (21a), (21b) or (21c), the minimum longitudinal acceleration Only determined by formula (22d) or (22f). At negative relative speed Δv x (t SP ), the situation is correspondingly opposite, where the maximum longitudinal acceleration Determined by formula (21a) or (21c). The positive relative velocity Δv is obtained by equating formula (22d) and (22f) x (t SP ) minimum longitudinal acceleration The limiting case position of equation (17) is obtained by equating equations (21a) and (21c) to obtain the negative relative velocity Δv x (t SP ) Maximum longitudinal acceleration The limiting case position of equation (18).

[0115] Fig.10 The limiting case positions resulting from equations (15) to (18) and the respective regions resulting from equations (21a-c) and (22d-f) are shown.

[0116] Then, if Figure 8 As shown, when calculating the collision probability as the safety metric S1, the longitudinal acceleration value a determined from equations (21a) to (21c) and (22d) to (22f) is used. x,PE,min and a x,PE,max as integration boundaries. To do this, the probability density function pdf determined at an earlier point in time is integrated. The collision probability is calculated according to the delay t SP Weighted, the weight is Figure 8 The straight line shown Definition. In particular, Figure 8 The derivation of the collision probability as safety metric S1 is shown.

[0117] The reason for the weighted straight line is that the later the lane change maneuver of the respective other vehicle PE1 to PE3 is started, the less time is available to complete the lane change maneuver, thereby reducing the risk of collision. In addition, it can be assumed that as the lane change maneuver of vehicle EGO progresses, the probability of another vehicle PE1 to PE3 starting a lane change also decreases, because the probability that the movement of vehicle EGO is perceived by another vehicle PE1 to PE3 increases. The weighted single collision probabilities are then added to form the total collision probability Total collision probability It can also be calculated without a weighted straight line and used as the safety measure S1.

[0118]

[0119] exist Figure 8 In the upper region of FIG. 2 , two regions B1 , B2 are shown with different shadings. The first region B1 represents a lateral collision that may occur due to an overlap of vehicle surfaces between the vehicle EGO and the respective other vehicle PE1 to PE3 .

[0120] The lower region B2 indicates the possibility of occurrence of a longitudinal collision between the vehicle EGO and the corresponding other vehicle PE1 to PE3.

[0121] Through the straight line Form an area below it Furthermore, the last relevant starting time t for the lane change of the respective other vehicle PE1 to PE3 is determined by SP,End The last relevant starting time point t SP,End represents the point in time at which the respective other vehicle PE1 to PE3 starts its lane change maneuver and at which time there is sufficient time for the lane boundary SB of the target lane ZS to come into contact with the vehicle surface facing the vehicle EGO.

[0122] The intersection point G0 with the ordinate axis is determined by the straight line The area below obtained by request, straight line The slope Determine as follows:

[0123]

[0124] Then the total collision probability of all PEs is added (AGKol = cumulative GKol, n PE = number of potential inserters).

[0125]

[0126] Total collision probability P AGKol,PE,n can be integrated into any cost function of trajectory planning in order to calculate the optimal longitudinal acceleration a under various requirements and / or constraints regarding maneuverability, static friction coefficient, comfort requirements, legal requirements, etc. x,EGO If the calculated acceleration of the vehicle EGO, which is necessary to avoid a potential collision, has too great an adverse effect on other requirements, the lane change maneuver can also be performed at a later point in time, when the starting position for performing the safe lane change maneuver has already changed.

[0127] Fig. 9 A relative longitudinal distance curve diagram of the vehicle bumpers is shown for calculating the minimum distance d between the vehicle EGO and the corresponding other vehicle PE1 to PE3 when no collision occurs. xmin .

[0128] If no collision occurs, the minimum distance d x,min (also called minimum longitudinal distance) is used as another safety metric S2. In this case, the minimum distance d x,min Not at insertion time t EM The minimum is the maximum lane change duration t max smallest at the moment.

[0129] In particular, Fig. 9 shows the minimum distance d during the lane change maneuver x,min and the relative longitudinal velocity Δv x (t SP =0).

[0130] In this case, the delay t of the starting time point for initiating the lane change maneuver of the respective other vehicle PE1 to PE3 is SP is set to zero because when two lane change maneuvers are initiated simultaneously, most of the time is available to eliminate the relative longitudinal distance.

[0131] Depending on the initial situation The distance between two opposing vehicle bumpers at the time of the insertion and at the time of the maximum lane change duration depends on the most critical acceleration of the respective other vehicle PE1 to PE3:

[0132] Δa x,data,max,n =a x,Ego,n -a x,PE,data,max ; Δa x,data,min,n =a x,Ego,n -a x,PE,data,min (27)

[0133]

[0134] Depending on the situation, the minimum distance d x,min The minimum value of is given by:

[0135]

[0136] The method makes it possible to evaluate the safety of the EGO of a vehicle for automated driving, especially autonomous driving.

[0137] By changing the longitudinal acceleration a of the vehicle EGO x,EGO,n, the longitudinal acceleration a of another vehicle PE1 to PE3 as a potential inserter required for collision x,PE It can be moved so that it is outside the critical range determined based on real driving data. Therefore, the vehicle EGO can reduce the risk of collision before the lane change maneuver to the middle lane F2, or consciously postpone the start of the lane change maneuver, thereby increasing the safety of the vehicle EGO and the other vehicles PE1 to PE3.

Claims

1. A method for evaluating the safety of a lane change maneuver in an automated driving operation of a vehicle (EGO) using an environmental sensor system, wherein: detecting the environment of the vehicle (EGO) and objects located in the environment based on detection signals of the environment sensor system, It is characterized in that - before the start of a lane change maneuver of the vehicle (EGO) from the left lane (F1) to the middle lane (F2) or from the right lane (F3) to the middle lane (F2) of the multi-lane road section (F), determining the risk of collision with the aid of a hypothetical lane change maneuver of another vehicle (PE1 to PE3) in the right lane (F3) or in the left lane (F1), - Based on the maximum lane change duration and insertion time (t EM ), determining the longitudinal acceleration (a) of the other vehicle (PE1 to PE3) resulting from the collision due to the overlap of the vehicle surfaces of the vehicle (EGO) and the other vehicle (PE1 to PE3) x,PE ),as well as - according to the initial relative longitudinal speed of the vehicle (EGO) with respect to the other vehicles (PE1 to PE3) at the beginning of the lane change maneuver and the relative longitudinal position of the vehicle (EGO) with respect to the other vehicles (PE1 to PE3) Based on the collision probability as a safety metric (S1) and the minimum distance (d x,min ) to evaluate the execution of the lane change maneuver.

2. The method according to claim 1, It is characterized in that Two safety metrics (S1, S2) are determined based on the model by varying the longitudinal acceleration (a) of the vehicle (EGO) relative to the nearest other vehicle (PE1 to PE3). x,EGO,n ) and / or initial situation to affect the collision probability and minimum distance (d x,min ).

3. The method according to claim 1 or 2, It is characterized in that Based on the expected longitudinal acceleration (a) of the other vehicles (PE1 to PE3) x,PE ) of the previously determined probability, based on the initial situation Based on the geometric vehicle information (l EGO ) and the geometric vehicle information of the other vehicles (PE1 to PE3) Based on the starting time of the assumed lane change maneuver of the other vehicles (PE1 to PE3), the duration of the lane change maneuver and the planned longitudinal acceleration (a) of the vehicle (EGO) x,EGO,n ) to determine the collision probability as a safety metric (S1).

4. The method according to any one of the preceding claims, It is characterized in that A minimum distance (d ) as another safety metric (S2) is evaluated based on the minimum longitudinal distance from the bumper of the vehicle (EGO) to the bumper of the closest other vehicle (PE1 to PE3). x,min ), wherein, after determining that the lateral coordinates of these vehicles (EGO, PE1 to PE3) intersect, the minimum distance (d x,min ).

Images