METHOD FOR EVALUATING LANE DISCOVERIES

Abstract

Method for use with an automated driving system installed on a carrier vehicle, wherein the automated driving system comprises one or more automated driving sensors and an automated driving control unit, and the method comprises the following steps: Collection of target vehicle measurement data and lane markings from one or more automated driving sensors; Prediction of a lane-change maneuver by the carrier vehicle or by a preceding target vehicle using the target vehicle measurement data, wherein the lane-change maneuver prediction is based at least partially on a relative lateral position (x lat ) of the carrier vehicle relative to the target vehicle ahead; Determine whether the lane-changing maneuver is performed by the preceding target vehicle, by the carrier vehicle, or by the preceding target vehicle and the carrier vehicle, whereby the lane-changing maneuver determination is based at least partially on a lateral distance between the carrier vehicle and a lane marking (x rechts , x links ) based; and Rules for the acceleration of the carrier vehicle with the automated driving system during the lane maneuver, wherein the acceleration control is based at least partially on lane departure maneuver prediction and lane maneuver determination; characterized by the fact that The determination step further includes: calculating a relative lateral velocity (v lat ) between the carrier vehicle and the preceding target vehicle based on a rate of change in a multitude of relative lateral position values ​​(X) lat1 ... xlatx ) over a suitable period of time, determining the direction of the relative lateral velocity (v lat ) of the carrier vehicle relative to the preceding target vehicle, based on whether the relative lateral speed (v lat ) is a positive or negative value, and Determining whether the lane-changing maneuver is performed by the carrier vehicle, by the target vehicle, or by both the carrier vehicle and the preceding target vehicles, at least partially based on the direction of the relative lateral velocity (v). lat ).

Description

TECHNICAL AREA

[0001] The present invention relates generally to autonomous or semi-autonomous vehicle systems and in particular to a method according to the preamble of claim 1 for evaluating lane departures, as is known essentially from DE 10 2004 013 818 A1.

[0002] Essentially comparable procedures are also described in the publications DE 10 2011 102 437 A1, DE 102 05 225 A1, DE 10 2006 043 150 A1 and DE 10 2014 003 343 A1. BACKGROUND

[0003] Autonomous or semi-autonomous vehicle systems have been developed to assist drivers in operating a vehicle and / or to perform automated vehicle operation without driver intervention. These systems generally use vehicle sensors and other positioning tools to control one or more aspects of vehicle operation. While autonomous vehicle systems are still under development, many currently available vehicle systems offer autonomous or semi-autonomous driving functions, such as adaptive cruise control (ACC). ACC systems allow a driver to set a desired speed without having to reset and / or adjust the speed if a slower vehicle ahead prevents the vehicle from maintaining the set speed. However, these systems do have their drawbacks.

[0004] For example, current ACC systems can use one or more sensors to track a target vehicle ahead of the carrier vehicle and determine its relative position. While this relative position information can be useful for maintaining a safe following distance, it may not be sufficient to determine whether the carrier vehicle, the target vehicle, or both vehicles are changing lanes and how the carrier vehicle should react. With sufficient information to determine which vehicle is changing lanes or "pulling out," autonomous or semi-autonomous systems, such as ACC systems, can be operated more cost-effectively, thereby providing a better driving experience for both passengers and / or drivers. SUMMARY

[0005] According to one embodiment, a method for use with an automated driving system is provided, characterized by the features of claim 1.

[0006] According to another embodiment, a method is provided for use with an automated driving system installed on a carrier vehicle, wherein the automated driving system comprises one or more automated driving sensors and an automated driving control unit, and the method comprises the following steps: acquiring target vehicle measurement values ​​and lane marking values ​​from the one or more automated driving sensor(s); determining whether a lane departure maneuver is performed by the carrier vehicle, by a preceding target vehicle, or by the carrier vehicle and the preceding target vehicles, wherein the lane departure maneuver determination is based at least partially on a lateral distance between the carrier vehicle and a lane marking (x). rechts , x links) based; confirmation of the availability of an adjacent lane when the lane change maneuver is performed by the carrier vehicle or confirmation of the availability of a current lane when the lane change maneuver is performed by the target vehicle ahead; and controlling the acceleration of the carrier vehicle with the automated driving system during the lane change maneuver, wherein the acceleration control is based at least partially on the lane change maneuver determination and the availability confirmation of the adjacent lane or current lane.

[0007] According to another embodiment, an automated driving system is provided that is installed in a carrier vehicle and comprises: one or more automated driving sensors configured to acquire target vehicle measurements and lane marking values; and an automated driving control unit configured to predict a lane departure maneuver by the carrier vehicle or a preceding target vehicle using the target vehicle measurements, wherein the lane departure maneuver prediction is based at least partially on a relative lateral position (x lat) of the carrier vehicle relative to the preceding target vehicle; Determine whether the lane-changing maneuver is performed by at least one, the carrier vehicle, the preceding target vehicle, or the carrier vehicle and the preceding target vehicles, wherein the lane-changing maneuver determination is based at least partially on a lateral distance between the carrier vehicle and a lane marking (x rechts , x links ) based; acceleration control of the carrier vehicle with the automated driving system during the lane departure maneuver, wherein the acceleration control is based at least partially on lane departure maneuver prediction and lane departure maneuver determination. DRAWINGS

[0008] Preferred exemplary embodiments are described below in conjunction with the accompanying drawings, wherein identical designations denote identical elements and wherein: Fig. 1 shows a schematic view illustrating a carrier vehicle with an automatic driving system installed on it and a target vehicle in front of the carrier vehicle; Fig. 2A shows a schematic view illustrating a scenario of a carrier vehicle changing lanes from a lane with a first target vehicle into a lane with a second target vehicle; Fig. 2B shows a schematic view illustrating a scenario of a carrier vehicle pulling out from a lane with a first target vehicle into a lane that is clear; Fig. Figure 2C shows a schematic view illustrating a scenario of a carrier vehicle pulling out from a lane with a first target vehicle into an opposite lane; Fig. 2D shows a schematic view illustrating a scenario of a target vehicle pulling out from one lane with a carrier vehicle into a second lane; Fig. 3 shows a flowchart illustrating an exemplary procedure for use with an automated driving system, which, as in Fig. 1 system shown, installed on a carrier vehicle; Fig. 4 shows a flowchart illustrating an exemplary embodiment of a determination step of the in Fig. 3 represents the procedure shown; and Fig. Figure 5 shows a flowchart illustrating an exemplary embodiment of a control step of the process described in Fig. The procedure described in section 3 represents the process shown. DESCRIPTION

[0009] The methods and systems described herein can be used with any number of autonomous or semi-autonomous vehicle systems, such as an adaptive cruise control (ACC) system. The methods and system can be used in an exemplary embodiment to determine whether a carrier vehicle or a target vehicle is changing lanes and, accordingly, to control the acceleration and / or other driving characteristics of the carrier vehicle. As used herein, the term "changing lanes" means initiating, or at least partially beginning, a lane change or lane departure from the current lane of the vehicle in question. In general, the methods described herein include the steps of determining that a vehicle is changing lanes, determining which vehicle is changing lanes (e.g.,a target vehicle (or the carrier vehicle) and then the acceleration of the carrier vehicle in a predictable manner based on prior determinations, in an effort to reasonably mimic human driving behavior. The determination of which vehicle will change lanes is based on target vehicle sensor data and lane marking sensor data acquired by the carrier vehicle from one or more automated driving sensors. By using the target vehicle sensor data in conjunction with the lane marking sensor data, the carrier vehicle can determine not only that a vehicle is changing lanes, but also which vehicle is changing lanes and how to respond.

[0010] As with reference to Fig. Figure 1 shows a general and schematic view of an exemplary automated driving system 10 installed on a carrier vehicle 12, which can be used to improve maneuvering around target vehicles 14 (only one shown). The term “automated driving system” is not limited to fully autonomous vehicle systems and can be used with a suitably autonomous or semi-autonomous vehicle system (e.g., levels 0–4 of the National Highway Traffic Safety Administration’s (NHTSA) vehicle automation standards).Furthermore, the present system and method can be used with all types of vehicles, including conventional vehicles, hybrid electric vehicles (HEVs), extended-range electric vehicles (EREVs), battery electric vehicles (BEVs), motorcycles, passenger cars, SUVs, crossover vehicles, trucks, vans, buses, recreational vehicles (RVs), etc. These are just some of the possible applications, as the system and methods described here are not limited to those described here and in the [reference to relevant document]. Fig. The exemplary embodiments shown in 1-5 are limited and can be implemented in any number of different ways.

[0011] According to one example, the automated driving system includes 10 automated driving sensors, such as vehicle sensors 20-26, destination sensors 30-32, and lane marking sensors 34-36, as well as a control module 40, one or more braking devices 50-56, and an engine control module 60. As used herein, an “automated driving sensor” is a sensor capable of collecting information for the automated driving system that can enable better operation of one or more autonomous or semi-autonomous functions of the carrier vehicle. For example, this information may relate to the carrier vehicle, one or more destination vehicles, lane markings, other roadway characteristics or conditions, other traffic information, environmental conditions (e.g., weather), etc.

[0012] Any number of different sensors, devices, modules, and / or systems can supply an automated driving system 10 with information or input data that can be used by the present method. These include, for example, the ones described in Fig. The exemplary sensors shown in Figure 1, as well as other sensors known in the field but not shown here, are included. It should be recognized that the vehicle sensors 20-26, the target sensors 30-32, the lane sensors 34-36, and any other sensor used by the automated driving system 10 may be implemented as hardware, software, firmware, or a combination thereof. These sensors may directly detect or measure the conditions or characteristics for which they are provided, or they may indirectly evaluate these conditions or characteristics using information provided by other sensors, devices, modules, systems, etc.

[0013] Furthermore, these automated driving sensors can be electronically coupled to the control module 40 in a number of ways known in the field, such as by one or more wires or cables, a communication bus, a network, a wireless connection, etc. These sensors can be integrated into another vehicle device, module, system, etc. (e.g., sensors integrated into an engine control module (ECM), a traction control system (TCS), an electronic stability control system (ESC), an anti-lock braking system (ABS), etc.) or can be stand-alone components (as in Fig. (1 schematically represented), or can be provided according to another arrangement. It is possible that any of the various sensor readings described below may be provided by another device, module, system, etc., in the carrier vehicle 12 instead of directly by an actual sensor element. In some cases, several sensors may be used to acquire a single parameter (e.g., to provide signal redundancy or ensure safety). It should be noted that the aforementioned scenarios represent only some of the possibilities, as any suitable sensor arrangement can be used by the automated driving system 10, and the system 10 is therefore not limited to a specific sensor or sensor arrangement.

[0014] The vehicle sensors 20-26 can provide an automated driving system 10 with a variety of carrier vehicle measurements and / or other information that can be used by the present method. In one embodiment, the vehicle sensors 20-26 generate carrier vehicle measurements that are representative of the position, speed, acceleration, and / or other dynamics of the carrier vehicle 12. Some examples of said carrier vehicle measurements include a carrier vehicle speed measurement, a carrier vehicle acceleration measurement, and a carrier vehicle yaw rate measurement. The vehicle sensors 20-26 can use a variety of different sensors and sensing techniques, including those that use wheel speed, vehicle speed, accelerator pedal position, gear selection, acceleration sensors, engine speed, engine power, throttle position, and the inertial measurement unit (IMU).In the one in . Fig. In the example shown in Figure 1, individual wheel speed sensors 20-26 are coupled to each of the four wheels of the carrier vehicle and indicate the rotational speed of the four wheels separately. Technically skilled engineers will appreciate that these sensors can operate using optical, electromagnetic, or other technologies and that other vehicle measurements, such as vehicle acceleration, can be derived or calculated from the output values ​​of these sensors. In another embodiment, the vehicle sensors 20-26 determine the vehicle speed relative to the ground by directing radar, laser, and / or other signals toward the ground and analyzing the reflected signals, or by using satellite navigation data from a GPS navigation module. As mentioned above, the vehicle sensors 20-26 can be part of another device, module, system, etc., such as an anti-lock braking system (ABS).

[0015] The target sensors 30-32 also provide an automated driving system 10 with a variety of target vehicle measurements and / or other information that can be used according to the present method. In one example, the target sensor 30 generates target vehicle measurements that are representative of the respective position, speed, and / or acceleration of one or more target vehicles 14 or other target objects. These measurements can be absolute in nature (e.g., a target vehicle speed measurement or a target vehicle acceleration measurement) or relative in nature (e.g., a relative speed measurement corresponding to the difference between target and carrier vehicle speeds, or a relative acceleration measurement corresponding to the difference between target and carrier vehicle accelerations). These target vehicle measurements can relate to longitudinal measurements (e.g.,The relative longitudinal speed (how fast one vehicle is traveling compared to the others) or lateral measurements (e.g., the relative transverse speed (how quickly one vehicle drifts out of its lane compared to another)). In one example, the target sensor 30 can include a camera that captures images of a target vehicle 14 positioned in front of the carrier vehicle 12. The images can then be processed to determine the distances x. links, T and x rechts , T , to obtain information that can indicate the distance between the respective side of the target vehicle and a lane marking, such as lane markings 182 and 183. The target sensor 30 can be a single sensor or a combination of sensors and may include, among other things, a lidar system (LIDAR), a radar system, a visual device (e.g., camera, etc.), a vehicle-to-vehicle communication device, or a combination thereof.

[0016] The lane marking sensors 34-36 detect lane marking values ​​that are provided to the automated driving system 10 and can be used by the present method. In one embodiment, the lane marking sensors are cameras that capture images of the road at the sides and / or in front of the carrier vehicle, wherein lane markings may be arranged, such as the dashed lane markings shown in 182 and 183, or the solid lane markings shown in 181 and 184. Then, by processing the captured images and / or other lane marking values ​​using image processing software or firmware, one or more lane markings can be identified. In another embodiment, roadside sensors transmit wireless signals to the carrier vehicle, which can be used by the present method.Furthermore, features, attributes, measured values, measurements, and / or properties can be determined by evaluating the images and / or other lane marking measurements collected by the system 10. The processing can be performed by the processing device 44 in the control module 40, by the lane marking sensors 34-36, or by another device capable of processing the images. In one example, the lane marking values ​​include the distance between the left side of the carrier vehicle 12 and a lane marking 182, distance x. links and can be determined by image processing of images captured by sensor 34 on the left side of the vehicle 12. Similarly, the lane marking sensor 36 can determine the distance x rechts determine.

[0017] In other embodiments, distance x links and x rechts calculated with different reference points. For xlinks The aforementioned distance can be the distance between the center of the carrier vehicle 12 and the lane marking 182, or the distance between the left side of the carrier vehicle 12 and another lane marking to the left of the carrier vehicle (e.g., lane marking 181). The same applies to x. rechts compared to the right side as opposed to the left side. Furthermore, other distances can be calculated using the lane marking sensors 34-36, such as those distances between a reference point on a target vehicle and a lane marking (e.g., x). links and x rechts (where the distance refers to a target vehicle rather than the carrier vehicle). It should be noted that x links , T and x rechts , T similarly, but with regard to the target vehicle as opposed to the carrier vehicle, they can be calculated.

[0018] In addition to the foregoing, a camera or other visual device can be used in conjunction with one or more of the sensors 30-36 in various embodiments. For example, a front-facing camera could be arranged and positioned toward the center of the windshield to detect lane markings in the current lane 162, in one or more adjacent lanes 161, 163, or a combination thereof. Accordingly, the automated driving system 10 is not limited to any particular type of sensor or sensor arrangement, or to a specific technique for collecting or processing sensor readings, or to a specific method for providing sensor readings, since the embodiments described here are merely examples. The vehicle sensors 20-26, the target sensors 30-32, and the lane marking sensors 34-36 are all examples of automated driving sensors.

[0019] The control module 40 can correspond to an automated driving control unit in one embodiment. The control module 40 can include a number of electronic processing devices, storage devices, input / output (I / O) devices, and / or other known components and perform various control and / or communication-related functions. In one exemplary embodiment, the control module 40 includes an electronic storage device 42 that stores various sensor data (e.g., vehicle sensor data, target vehicle sensor data, and lane marking sensor data from automated driving sensors 20-26, 30-32, and 34-36), lookup tables or other data structures, algorithms (e.g., those that can be used in the method described below), various threshold values, etc. The storage device 42 can also store relevant vehicle 12 characteristics and background information, such as…The control module 40 can store information about braking distances, deceleration limits, maximum braking power, turning radius, temperature limits, humidity or precipitation limits, driving behavior, or other driver behavior data, etc. The control module 40 can also include an electronic processing device 44 (e.g., a microprocessor, a microcontroller, an application-specific integrated circuit (ASIC), etc.) that executes instructions for software, firmware, programs, algorithms, scripts, etc., stored in the storage device 42, and which can control and execute the processes and procedures described herein. The control module 40 can be electronically connected to other vehicle devices, modules, and systems via a suitable vehicle communication bus and interact with them as needed.These are of course only some of the possible arrangements, functions and capabilities of the control module 40, as other embodiments could also be used.

[0020] Depending on the embodiment, the control module 40 can be a standalone vehicle electronics module (e.g., an object detection controller, a safety controller, etc.) that can be integrated into or embedded within another vehicle electronics module (e.g., an integrated control unit within the device that includes the target sensors, a parking assistance control module, an electronic brake control module (EBCM), etc.), or it can be part of a larger network or system (an active safety system, a traction control system (TCS), an electronic stability control system (ESC), an anti-lock braking system (ABS), a driver assistance system, an adaptive cruise control system (ACC), a lane departure warning system, etc.), to name just a few possibilities. Accordingly, the control module 40 is not limited to any particular embodiment or arrangement.

[0021] The brake devices 50-56 can be part of a suitable vehicle braking system, including systems involving disc brakes, drum brakes, electro-hydraulic brakes, electromechanical brakes, regenerative brakes, brake-by-wire, etc. In an exemplary embodiment, the brake devices 50-56 are disc brakes and generally include a rotor, a caliper, a piston, and brake linings (not shown) and can be part of an electro-hydraulic braking (EHB) system. As is known to those skilled in the art, a tire-wheel assembly (not shown) is attached to a hub by several wheel nuts, allowing the tire, wheel, hub, and rotor to rotate together. A caliper spans the rotor and carries a brake piston, so that a pressure and friction braking force can be applied by brake linings on opposite sides of the rotor during a braking operation.The friction braking forces slow the rotation of the rotor and thus the rotation of the tire-wheel assembly and ultimately the vehicle. The brake pistons for each of the various wheels or corners can be: all controlled uniformly, controlled wheel-dependently, controlled in groups (e.g., the front wheels are controlled separately from the rear wheels), or controlled according to another known method. Again, it should be clear that the foregoing description of the brake devices 50-56 is for illustrative purposes only. The methods described here can be used with any number of different brake devices, including those found in electromechanical braking (EMB) systems or other brake-by-wire systems. For example, the brake devices 50-56 could be replaced by other suitable components, such as…Electromechanical brakes will be replaced with electric brake calipers (E-calipers), drum brakes and hybrid vehicle brakes that use regenerative braking.

[0022] The engine control module (ECM) 60 is preferably designed to control one or more aspects of the vehicle propulsion by controlling an internal combustion engine, an electric motor, a combination thereof, or another vehicle propulsion mechanism. In an exemplary embodiment, the control module 40 is connected to the ECM 60 via a communication bus. The control module 40 can then instruct the ECM 60 to increase, decrease, or maintain the drive of the vehicle's internal combustion engine 12. Additionally, or in another embodiment, the ECM 60 can be connected to and interact with the braking devices 50-56.

[0023] In the Fig. Figures 2A-2D now present several different potential problems that can occur with a carrier vehicle 12 while driving with the aid of the automated driving system 10. These problems and the corresponding description assume that the system 10 is an adaptive cruise control (ACC) system and that the carrier vehicle 12 is following a slower-moving target vehicle 14 before a lane change event occurs. The figures each show at least one target vehicle 14 located in front of the carrier vehicle 12. The arrows indicate where the vehicle (carrier vehicle in the Fig. 2A-2C and target vehicle 141 in Fig. 2D) is driving and / or intends to drive towards (i.e., the direction of a lane change maneuver). Fig. 2A-2D are used in conjunction with Fig. 1 is used to facilitate the description of the following exemplary embodiments by providing an illustrative reference to some problems where the [examples] in the Fig. The procedures described in sections 3-5 can be applied. It should be noted that the methods described in the Fig. The problems shown in 2A-2D are not limiting and represent only some of the numerous possible problems that can occur in a carrier vehicle.

[0024] In Fig. Figure 3 presents an exemplary method 200 for use with an automated driving system 10 installed on a carrier vehicle 12. The automated driving system comprises one or more automated driving sensors and an automated driving control unit, as previously described. Although the following description is primarily explained with reference to a preceding target vehicle 141, it should be noted that the following explanation is not limiting and also applies to towed and / or nearby or adjacent target vehicles.

[0025] Method 200 begins with step 210, wherein the automated driving system 10 on the carrier vehicle 12 acquires target vehicle measurement values ​​from one or more automated driving sensors. In one embodiment, the target sensors 30-32 can provide information regarding a relative lateral position between the carrier vehicle 12 and the target vehicle 141 (x lat) acquire. Additionally or alternatively, the control module 40 can receive host carrier vehicle measurement values ​​from the vehicle sensors 20-26 that are representative of or correspond to certain condition / parameter values, such as a carrier vehicle speed, a relative speed with respect to a target vehicle, a relative distance to a target vehicle, an actual target vehicle speed, and / or an identification of a lane in which a target vehicle 14 or the carrier vehicle 12 is located. These measurement values ​​and / or signals can then be stored in memory, such as in the electronic storage device 42 in the control module 40.

[0026] In step 220, the automated driving system detects 10 lane markings from one or more automated driving sensors. For example, lane marking sensors 34-36 can be used to obtain information regarding one or more lane markings, such as the distances x links and x rechts , to collect or record. The intervals x links and x rechts can be calculated as the distance between the carrier vehicle and the lane marking on the respective side of the carrier vehicle's current lane (e.g., x). links the distance between the left side of the carrier vehicle 12 and a lane marking of lane 182 and x rechts the distance between the right side of the carrier vehicle 12 and a lane marking of lane 183). Alternatively, the x links and x rechtsthe distance between another lane on the respective side and the carrier vehicle (e.g., x) links the distance between the left side of the carrier vehicle 12 and a lane marking of lane 181 and x rechts the distance between the right side of the carrier vehicle 12 and a lane marking of lane 184). In other embodiments, the distances can be the distance between the center of the carrier vehicle 12 and one or more lane markings of a lane. Other embodiments include a distance between one or more lane markings of a lane and one or more reference points of the carrier vehicle 12 and / or the target vehicle(s) 14.

[0027] In one embodiment, the lane marking sensors 34-36 can be cameras that capture images of the road surface adjacent to the carrier vehicle. The captured images can then be processed by the sensors 34-36 and / or by the processing device 44 of the control module 40 to determine information relating to one or more lane markings 18, such as distances x links and / or x rechts The results of the image processing can be used with other information, such as that collected in step 210, to make further determinations regarding the lane markings, e.g., to determine the distances x. links and x rechts to determine and / or to determine whether the target vehicle(s) is / are in the same lane as the carrier vehicle 12 or in an adjacent lane to the carrier vehicle 12.

[0028] In another embodiment, the sensors 34-36 and / or target vehicle sensors 30-32 can be cameras that capture images of one or more target vehicles 14 and / or the road near the target vehicle(s). This information can then be processed by the sensors 30-36 themselves or by the processing device 44 to determine lane marking information relating to the one or more target vehicle(s), such as the distances x links and / or x rechts, which correspond to the target vehicle(s) and one or more lane markings 18. Additionally, other information, such as the identity of the lane in which the target vehicle is located or whether the target vehicle(s) is in the same lane as the carrier vehicle, can be obtained from this lane marking sensor data. In any case, it should be clear that steps 210 and 220 can be performed in any order and / or simultaneously, and that the in Fig. The sequence shown in point 2 serves only as an example.

[0029] In step 230, the automated driving system 10 predicts a lane-change maneuver by the carrier vehicle or a preceding target vehicle using the target vehicle's measurement values. The lane-change maneuver determination is based at least partially on a relative lateral position or lateral distance of the carrier vehicle with respect to the preceding target vehicle (x lat ). In one embodiment, the relative transverse position (x lat ) in step 210 by evaluating the target vehicle measurement values ​​and / or carrier vehicle measurement values, which may be collected by sensors 20-32. For example, if the relative lateral position (x latIf the difference between the carrier vehicle and the preceding target vehicle 141 exceeds a threshold value, the automated driving system 10 can predict that a lane change maneuver will be performed either by the target vehicle 141 or the carrier vehicle 12. Additionally, a change in the relative lateral position (x) over time can be detected. lat ) can be calculated by taking multiple measured values ​​and / or sensor data from sensors 20-26 and / or 30-32. This change in the relative transverse position (x latThis can be used over time to make a more accurate prediction, as it reduces false positives that can arise from simply using a relative lateral distance. This can be particularly useful in the case where the carrier vehicle 12 and the target vehicle 141 are drifting in the same lane. Other techniques for predicting a lane-change maneuver that is at least partially based on the relative lateral position x can also be used. lat based, used, including the relative lateral velocity v lat or other parameters consisting of x lat are derived. Of course, yaw rate, steering angle, and other vehicle parameters can also be used in this lane departure prediction. After it has been determined that a lane departure prediction will occur, step 240 is executed.

[0030] In step 240, the automated driving system 10 determines whether the lane-change maneuver is performed by the carrier vehicle or by the target vehicle ahead. In other embodiments, the automated driving system can determine whether a lane-change maneuver is performed by a following target vehicle or a nearby / adjacent target vehicle. In any case, the lane-change maneuver determination can be based, at least in part, on the lateral distance between the carrier vehicle and a (x links , x rechts ) are based.

[0031] As with reference to Fig. As shown in Figure 4, a more detailed flowchart illustrates an exemplary embodiment of a determination step 240 of the in Fig. 3 of the method shown. The exemplary embodiment from step 240 illustrates steps 241-248 and begins with step 241, in which it is determined whether the relative lateral velocity (v) lat ) to the right, to the left, or in neither direction. This determination can be based on the signals collected in steps 210 and / or 220, as well as other calculations that can be derived from them or have been derived from them, such as the relative lateral position (x lat ) of the carrier vehicle relative to a target vehicle.

[0032] In a problem situation where the carrier vehicle, as in the Fig. 2A and Fig. As shown in 2B, when the vehicle veers to the left to change lanes to the left, the relative lateral speed (v) lat) of the preceding target vehicle from the perspective of the carrier vehicle to the right (i.e., if the carrier vehicle moves to the left, the target vehicle is located as shown in Fig. 1 (visible on the right side of the carrier vehicle). In the case where the target vehicle veers to the right, the relative lateral speed (v) would lat ) of the target vehicle also to the right, which is why the direction dependency of v latThis alone is insufficient to determine which vehicle is changing lanes. The same problem arises when determining whether the target vehicle is changing lanes to the left or whether the carrier vehicle is changing lanes to the right. Therefore, more information is needed to determine which vehicle is performing the change of lanes. This information can include distances and / or rates of change of distance between the carrier vehicle and one or more lane markings on the roadway near or adjacent to the carrier or target vehicle.

[0033] In one embodiment of step 241, the carrier vehicle can use the processing device 44 of the control module 40 to determine a relative lateral speed (v lat ) of a target vehicle 141. In general, the relative lateral velocity corresponds to the rate of change of the relative lateral position as a function of time (v).lat = Δx lat / Δt). For example, the vehicle can use the target vehicle measurements collected in step 210 to determine a variety of relative lateral positions (x lat, 1 , x lat, 2 , ... x lat, n ) of the carrier vehicle 12 relative to the target vehicle 141. The procedure can collect these measurements and assign a timestamp to each corresponding x lat Link the value. Then the procedure can be used with a multitude of x. lat and timestamp pairs calculate the rate of change of the relative lateral position between the carrier vehicle and the target vehicle by calculating the change in position as a function of time. This yields a relative lateral velocity, which can be positive or negative depending on the lateral direction in which the target vehicle is moving relative to the carrier vehicle (e.g., a positive x gives lat -value indicating that the target vehicle, as in Fig. (shown in Figure 1, located to the right of the carrier vehicle). To illustrate, the relative lateral speed would be zero if both vehicles were moving at the same speed either to the right or left (e.g., if both vehicles swerved). After calculating one or more relative lateral speeds, the method can determine whether the relative lateral speed (v) lat ) to the right, to the left, or in neither direction. In the latter case, this may be due to the fact that neither the carrier vehicle nor the target vehicle is changing direction, or to the fact that both the carrier vehicle and the target vehicle are changing direction.

[0034] In step 242, the distance between the carrier vehicle and the left lane marking (x) is determined. links ) with the distance between the carrier vehicle and the right lane marking (x rechts) compared. As mentioned earlier, this information can be used to help the vehicle determine whether the carrier vehicle or the target vehicle is changing lanes. For example, the carrier vehicle changing lanes to the left and the target vehicle changing lanes to the left may (and most likely will) arrive at the same result in step 241 during evaluation, so additional criteria will be needed to identify which vehicle is initiating the lane change.

[0035] In one embodiment of step 242, the distances x links and x rechts received from the lane marking sensors 34 and 36 respectively, and are, as in Fig. Figure 1 shows the distances between a reference point on the carrier vehicle 12 and the nearest lane marking on the respective side of the carrier vehicle. After these distances have been obtained, as in step 220, the two distances are compared. The distances can be compared by the processing device 44 in the control module 40. In another embodiment, step 242 uses the direction of the relative lateral velocity (from the previous step) to determine which side (left or right) is to be evaluated.

[0036] In step 243, it is determined whether the smaller of the two distances (x) links or x rechts , as determined in step 242) with a monotonical velocity and in the opposite direction of v latdecreases. As used herein, “monotonic velocity” generally means any velocity which, when evaluated over a suitable period of time, increases or decreases substantially, but not both. A suitable period of time may be the time required to begin or initiate a drifting maneuver. In a first scenario, as in Fig. As shown in Figure 2A, the carrier vehicle 12 follows a slower target vehicle 14 and moves into the left lane; therefore, the distance x links most likely less than the distance x rechts Furthermore, the distance x links from, when the carrier vehicle 12 moves into the left lane and in the opposite direction from v lat which in this case would be to the right. From the information gathered in step 220, a variety of distances x can be determined. linksThe distances can be calculated. The vehicle can then compare the distances to see if they are measured at a monotonic speed and in the opposite direction to v. lat decrease links decreased, but not in the opposite direction of v lat (e.g. in the same direction as v) lat ), this may indicate that the target vehicle is changing lanes, as shown in steps 245 to 248. If the shorter distance is covered at a monotonic speed and in the opposite direction to v lat If the value decreases, the procedure proceeds to step 244; otherwise, the procedure proceeds to step 245.

[0037] Upon reaching step 244, the procedure determines that the carrier vehicle will swerve and most likely change lanes. The information used in these determinations can be collected from a combination of sensors 20-36 (see steps 210 and 220), and the results of these determinations can be stored in the storage device 42 of the control module 40 or another storage device, together with other information relating to this determination and / or values, measurements, or calculations. This information can then be used by the carrier vehicle 12 to determine an acceleration profile according to which the carrier vehicle can then be operated.

[0038] In step 245, the vehicle determines whether x links , T or x rechts , T the smaller of the two. This step is analogous to step 242 and can be carried out in the same way. However, the two distances xlinks , T and x rechts , T calculated relative to the target vehicle 141. For example, sensor 30 can include a camera that can capture images in front of vehicle 12, which can then be used to determine the distances between the target vehicle 141 and the lane markings - e.g. x links , T is the distance between the left side of the target vehicle 141 and the lane marking 182 and x rechts , T is the distance between the right side of the target vehicle 141 and the lane marking 183. After the smaller of the two distances has been determined (e.g., in Fig. 1 x rechts less than x links , T (is) the procedure proceeds to step 246.

[0039] In step 246, it is determined whether the smaller of the two distances (x) links or x rechts, as determined in step 242) with a monotonical velocity and in the same direction as v lat This step is analogous to step 243 and can therefore be carried out in the same way. However, this step includes the position of the target vehicle 141 relative to the lane markings. For example, as in Fig. 1 shown, x rechts , T The smaller of the two distances determines whether the distance x rechts , T with a monotonical velocity and in the same direction as v lat decreases. If x here rechts , T with a monotonical velocity and in the same direction as v lat As the distance decreases, the target vehicle will most likely veer to the right. If the distance decreases with a monotonic speed and in the opposite direction of v, the vehicle will likely veer off to the right. latIf the quantity decreases, the procedure proceeds to step 247; otherwise, the procedure proceeds to step 248.

[0040] After reaching step 247, it was determined that the target vehicle swerves to the side in which, as determined in step 241, the relative lateral speed (v) lat ), is directed. For example, if it is determined that the relative velocity (v) lat ) of the target vehicle to the right and x rechts , TAs the speed decreases at a monotonous rate, the target vehicle veers to the right and most likely performs a lane change to the right. This information can also be stored in the memory device 42 of the control module 40 or in another memory device, along with other information. The procedure then proceeds to step 250. Other methods for confirming a veer by the preceding target vehicle 14 can be used, for example, by confirming that the target vehicle 14 is no longer in front of the carrier vehicle 12 with the target vehicle sensor 30.

[0041] After reaching step 248, it was observed that neither the target vehicle nor the carrier vehicle swerved. However, it is possible that both the carrier vehicle and the target vehicle swerved in the same direction. Is the relative lateral speed (v) latIf the vehicle is neither pointing to the right nor to the left, but the smaller of the two distances decreases at a monotonic rate, both the carrier vehicle and the target vehicle will swerve and most likely change lanes. In these cases, the vehicle(s) will swerve to the side towards which the distance is decreasing. For example, if x links less than x rechts If the other conditions are met, the carrier vehicle performs as described in the Fig. 2A and Fig. Figure 2B shows what is likely a left lane change. However, if the distance between vehicles does not decrease within a sufficient time at a constant speed, it is unlikely that either vehicle will change lanes.

[0042] In steps 244, 247, and / or 248, the determination of whether the carrier vehicle or target vehicle is changing lanes can be confirmed by other information received from the carrier vehicle. For example, the carrier vehicle can determine that a carrier vehicle driver has activated the turn signal of vehicle 12. Additionally, the carrier vehicle can detect that a carrier vehicle driver is turning the steering wheel, providing further information to confirm the determinations in steps 244, 247, and / or 248. Furthermore, by using sensor 30, which may be a camera or a vehicle-to-vehicle (V2V) system, the carrier vehicle 12 can receive information indicating that the target vehicle 141 is changing lanes in a particular direction, such as the activation of turn signals or other information about the target vehicle 141. Any other useful information that may be receivedInformation obtained from sensors 20-36, such as traffic or positioning information received from vehicle modules and / or via V2V connections, can be used by the carrier vehicle 12 to confirm the provisions also in step 240.

[0043] As with reference to Fig. As can be seen in section 3, the procedure in step 250, when the lane-change maneuver is performed by the carrier vehicle, confirms the availability of an adjacent lane before the carrier vehicle accelerates. The confirmation of the adjacent lane is based, at least in part, on the presence or absence of an additional target vehicle in the adjacent lane. For example, in Fig. 2A the target vehicle 142 in an adjacent lane, namely the adjacent lane into which the carrier vehicle 12 is attempting to pull out. In this case, upon reaching this step, information can be gathered in step 210 and / or step 220 concerning the presence or absence of an additional target vehicle or another object (e.g., a traffic cone).

[0044] For example, referring back to step 210, the target vehicle sensors 30-32 can not only serve to confirm that a target vehicle 141 is the preceding carrier vehicle 12, but the target vehicle sensors can, as described in Fig. In step 2A, an additional vehicle 142 is detected in an adjacent lane. In another example, in step 220, the lane marking sensors 34-36 can include cameras capable of capturing images of the adjacent lanes, with a target vehicle 142 present and able to determine through image processing that the image shows a target vehicle or object in an adjacent lane. In a third example, upon reaching step 250, the carrier vehicle 12 can actuate the target vehicle sensors 30-32 to obtain updated readings of the adjacent lane and the additional target vehicle 142. This last example may be preferred in some cases, for instance, when the vehicle has partially completed its lane change maneuver and thus has a clearer detection path in the adjacent lane into which it is changing lanes.In this case, vehicle 141 may not be as conspicuous to the target vehicle sensors with regard to the detection of a second target vehicle 142. Furthermore, the carrier vehicle can determine whether this additional target vehicle 142 is located in the adjacent lane into which the carrier vehicle is pulling out (see step 244). These steps can be performed by the processing device 44 of the control module 40 and / or by one or more sensors 20-26 and / or 30-36 contained in the vehicle. The procedure then proceeds to step 260.

[0045] In step 260, the automated driving system controls the acceleration of the carrier vehicle during the lane change maneuver. The acceleration control is based at least partially on lane change maneuver prediction (step 230), lane change maneuver determination (step 240), and / or adjacent lane confirmation (step 250). Additionally, the acceleration control can also be performed based on other information relating to the carrier vehicle 12, one or more target vehicles 14 (e.g., the presence of a vehicle ahead, a vehicle behind, an adjacent vehicle, and / or other information relating to the same), environmental influences (e.g., weather, possible road conditions due to weather), road surface factors (e.g.,gradient, inclination and / or curve of the roadway, number of lanes, dashed instead of solid lane markings, speed limit of the roadway) or other information that can be used to determine a suitable acceleration control of the carrier vehicle 12.

[0046] With reference to Fig. Figure 5 presents a flowchart illustrating an exemplary embodiment of control step 260 of the method 200. This exemplary embodiment of step 260 includes steps 261-265 and is executed after step 250. As previously mentioned, the present method can be used with any number of autonomous or semi-autonomous vehicle systems, but it is particularly well suited for adaptive cruise control (ACC) systems. Accordingly, the following description focuses on an example of step 260 in which an ACC system automatically controls acceleration while a driver controls the steering. Therefore, the following example does not address aspects such as whether or not a particular lane change should be executed, as it is assumed that the driver is in control of the steering. However, these functions could be added to the present system and method.In step 261, the procedure decides whether the carrier vehicle 12 or the preceding target vehicle will change lanes. This determination was already made in step 240, and therefore step 261 can only involve retrieving this information from memory. If it is determined that the carrier vehicle 12 will change lanes, the procedure proceeds to step 262; otherwise, the procedure proceeds to step 264.

[0047] In step 262, the automated driving system 10 determines whether the traffic in the adjacent lane into which the carrier vehicle 12 is pulling out is moving faster and / or whether the adjacent lane is clear. As used herein, reference to whether traffic in a lane is “moving faster” means that the lane in which traffic is “moving faster” contains traffic (e.g., destination vehicles) traveling along the road at a faster speed relative to the carrier vehicle 12 than the traffic in the carrier vehicle’s current lane. For example, one might in Fig. 2A states that if vehicle 142 is traveling faster than vehicle 141 relative to carrier vehicle 12, then traffic in the left lane is moving faster than traffic in the middle lane. Similarly, if vehicle 142 was in the left lane but following vehicle 12, traffic in the far left lane can still be considered to be moving faster because the following vehicle 142 is traveling at a higher speed than vehicle 12, even if the left lane is not clear.

[0048] As used herein, a lane is “clear” when there is no vehicle in the lane that is a certain distance ahead of the preceding carrier vehicle 12. For example, in Fig. Figure 2B shows the carrier vehicle intending to move into the left lane. There is no vehicle in the left lane ahead of vehicle 12, so it can be said that the left lane is clear, at least with respect to vehicle 12. Fig. 2A The carrier vehicle 12 attempts to move into the left lane, but a target vehicle 142 is already in the left lane and is ahead of vehicle 12. Therefore, this left lane is not "clear," at least with respect to vehicle 12. Even if, as determined in step 240, both the target vehicle ahead and the carrier vehicle move out of the lane, the lane is most likely not clear. In other embodiments, however, even though a lane contains another vehicle, it can still be said that the lane is clear, provided that this vehicle is not within a predetermined or determined distance from the carrier vehicle 12 (i.e., very far ahead of the carrier vehicle). In yet another embodiment, a lane into which the carrier vehicle moves out may beIt is not clear, although there is no target vehicle ahead in the lane, provided there is a target vehicle in the lane approaching from behind, as determined, for example, by the target vehicle sensor 32. It should be noted that any number of known techniques can be used to perform step 262.

[0049] In one embodiment of step 262, the automated driving system 10 can use information already collected and / or stored in memory, such as in the electronic storage device 42 or in the control module 40. In other embodiments, upon reaching this step, the vehicle can collect information via one or more sensors 20-26 and / or 30-36. In each case, the control module can use information relating to the carrier vehicle 12 and one or more target vehicles 14 to determine whether the adjacent lane into which the carrier vehicle is pulling out is clear and / or whether its traffic is moving faster. If the adjacent lane is clear and / or its traffic is moving faster, the procedure proceeds to step 265; otherwise, the procedure proceeds to step 263.

[0050] In step 264, which occurs when the target vehicle ahead pulls out or changes lanes (e.g. Fig. 2D), the procedure determines whether the current lane of the carrier vehicle is clear. This determination can be made in a manner similar to the determination(s) made in step 262. For example, the target vehicle measurements collected in step 210 can be retrieved from memory and then used to determine whether a vehicle is in front of the target vehicle 141. In another example, the procedure can use the target vehicle sensor 30 to determine whether a vehicle is in front of the carrier vehicle 12 in the current lane after the target vehicle 141 has completely changed lanes. If the lane is clear, the procedure proceeds to step 265; otherwise, the procedure terminates.In an alternative embodiment, other factors can be taken into account to determine whether the automated driving system should provide negative or positive acceleration to the carrier vehicle.

[0051] Upon reaching step 263, the carrier vehicle is provided with negative acceleration. This step occurs when the carrier vehicle changes lanes, the traffic is moving slower than vehicle 12, and / or the new lane is not clear. This problem can be addressed by considering Fig. 2A, assuming that vehicle 12 is moving faster than vehicle 142, is visualized. In this case, it is desirable to slow the speed of the carrier vehicle 12 by applying negative acceleration or negative torque. The processing device 44 in the control module 40 can perform this determination and subsequently generate control signals and / or send them to the braking devices 50-56 and / or ECM 60. Depending on certain measured values, measurements, or other information, the automated driving system 10 can determine to what extent the vehicle's speed needs to be slowed so that it does not collide with another object (e.g., a target vehicle 14) and / or that the lane transition is smooth and comfortable for the passenger(s).The information that can be considered in this determination or generation of control signals includes the speeds of vehicle 12 and the target vehicles 14, the distance(s) between the carrier vehicle 12 and the target vehicle 14, the speed limit of the roadway, the type of lane (e.g., whether it is the left lane (e.g., the passing lane), the right lane (e.g., the deceleration lane), etc.). Other information that may be useful could be road-related or other vehicle information obtained from an infotainment module, the control module 40, a telematics unit, a global positioning system (GPS), etc. It is understood that there are numerous other situations in which the automated driving system 10 can determine that negative acceleration should be applied to the carrier vehicle 12. The procedure then ends.

[0052] Upon reaching step 265, positive acceleration is provided to the carrier vehicle. This step is analogous to step 263, except that positive acceleration is provided to the carrier vehicle. This step can be performed, for example, when: (1) the carrier vehicle switches to a faster motion (see Fig. 2A, wherein the target vehicle 142 travels on the road at a higher speed than the carrier vehicle 12; (2) the carrier vehicle pulls out into a lane that is clear (see Fig. 2B); or (3) a preceding target vehicle 141 moves into another lane, so that the carrier vehicle 12 is in a free lane (see Fig. 2D). However, if it is determined that the lane marking between the current lane of the carrier vehicle and the adjacent lane into which vehicle 12 is pulling out is a solid line (as, for example, in Fig.(2C shown), no additional torque is provided. It should be noted that there are numerous other situations in which the automated driving system 10 may determine that positive acceleration should be provided to the carrier vehicle 12. The procedure then ends.

[0053] Steps 263 and / or 265 can employ any number of techniques and procedures from known autonomous or semi-autonomous driving systems to perform the deceleration and / or acceleration operations described above. For example, if the carrier vehicle swerves toward a closed lane marking (i.e., no overtaking allowed), the procedure cannot provide additional acceleration without considering other sensor readings. As another example, if the carrier vehicle begins to swerve to the left and the target vehicle 141 ahead has activated its left turn signal, this can also cause the procedure to avoid additional acceleration, thus preventing a collision between the two vehicles. Different acceleration profiles could be based on factors such as…which vehicle is pulling out, whether the carrier vehicle is overtaking another vehicle, whether the carrier vehicle is crossing a solid line, etc., are used.

Claims

[1] Method for use with an automated driving system installed on a carrier vehicle, wherein the automated driving system comprises one or more automated driving sensors and an automated driving control unit, and the method comprises the following steps: Collection of target vehicle measurement data and lane markings from one or more automated driving sensors; Prediction of a lane-change maneuver by the carrier vehicle or by a preceding target vehicle using the target vehicle measurement data, wherein the lane-change maneuver prediction is based at least partially on a relative lateral position (x lat ) of the carrier vehicle relative to the target vehicle ahead; Determine whether the lane-changing maneuver is performed by the preceding target vehicle, by the carrier vehicle, or by the preceding target vehicle and the carrier vehicle, whereby the lane-changing maneuver determination is based at least partially on a lateral distance between the carrier vehicle and a lane marking (x rechts , x links ) based; and Rules for the acceleration of the carrier vehicle with the automated driving system during the lane maneuver, wherein the acceleration control is based at least partially on lane departure maneuver prediction and lane maneuver determination; characterized by , that The determination step further includes: calculating a relative lateral velocity (v lat ) between the carrier vehicle and the preceding target vehicle based on a rate of change in a multitude of relative lateral position values ​​(X) lat1 ... x latx) over a suitable period of time, determining the direction of the relative lateral velocity (v lat ) of the carrier vehicle relative to the preceding target vehicle, based on whether the relative lateral speed (v lat ) is a positive or negative value, and Determining whether the lane-changing maneuver is performed by the carrier vehicle, by the target vehicle, or by both the carrier vehicle and the preceding target vehicles, at least partially based on the direction of the relative lateral velocity (v). lat ). [2] Method according to claim 1, wherein the collection step further comprises collecting target vehicle measurement values ​​from one or more target sensors attached to the carrier vehicle and determining the relative lateral position (x lat ) of the carrier vehicle relative to the target vehicle ahead, which is based at least partially on the target vehicle's measurement values. [3] Method according to claim 1, wherein the collecting step further comprises collecting lane marking values ​​from one or more lane marking sensors attached to the carrier vehicle, and determining the lateral distance between the carrier vehicle and the lane marking (x rechts , x links ) which is based at least partially on the lane markings. [4] Method according to claim 3, wherein each of the lane marking sensors includes a camera that captures images of a road surface adjacent to the carrier vehicle and the collection step further comprises collecting the images of the adjacent road surface from the camera and processing the images to obtain the lane marking values. [5] Method according to claim 1, wherein the prediction step further comprises predicting the commencement of the lane-changing maneuver by the carrier vehicle or the preceding target vehicle, which is based at least partially on a change in the relative lateral position (x lat ) of the carrier vehicle relative to the target vehicle ahead over a suitable period of time. [6] Method according to claim 1, wherein the determination step further comprises the use of the lane marking measurement values ​​to determine a lateral distance between the carrier vehicle and a lane marking on the left side of the carrier vehicle (x links ) to obtain and a lateral distance between the carrier vehicle and a lane marking on the right side of the carrier vehicle (x rechts ) to obtain, whereby the distances between the carrier vehicle and the lane markings on the left and right sides of the carrier vehicle (x rechts , x links) are compared to determine which distance is the smaller of the two, and to determine whether the lane-changing maneuver was carried out by the carrier vehicle, the target vehicle, or both the carrier vehicle and the target vehicles ahead, at least partially at the smaller of the two distances (x rechts , x links ) based, is carried out. [7] Method according to claim 1, wherein, when it is determined that the lane-change maneuver is performed by the carrier vehicle, the control step further comprises: Determining whether traffic in an adjacent lane is moving faster than traffic in a current lane and whether the adjacent lane is clear; and Increasing the acceleration of the carrier vehicle with the automated driving system when it is detected that traffic in the adjacent lane is moving faster than in the current lane and the adjacent lane is clear. [8] Method according to claim 8, wherein the control step further comprises determining whether the lane marking between the current lane and the adjacent lane is a solid line, and not providing any additional acceleration of the carrier vehicle with the automated driving system if the lane marking between the current lane and the adjacent lane is a solid line. [9] Method according to claim 1, wherein, if it is determined that the lane departure maneuver is performed by the target vehicle ahead, the control step further comprises determining whether a current lane is clear before increasing the acceleration of the carrier vehicle with the automated driving system. [10] Method according to claim 1, wherein the control step further comprises determining that the lane departure maneuver is performed in the same direction by both the target vehicle ahead and the carrier vehicle and does not provide any additional acceleration of the carrier vehicle with the automated driving system when the lane departure maneuver is performed in the same direction by both the target vehicle ahead and the carrier vehicle. [11] Method according to claim 1, wherein the control step further comprises determining whether a flashing signal of the preceding target vehicle is activated in the same direction as the lane-change maneuver of the carrier vehicle, and not providing any additional acceleration of the carrier vehicle with the automated driving system when the flashing signal of the preceding target vehicle is activated in the same direction as the lane-change maneuver of the carrier vehicle. [12] Method according to claim 1, wherein the control step further comprises controlling the acceleration of the carrier vehicle in a predictive manner, such that an increase in torque is requested by the automated driving system before either the carrier vehicle or the preceding target vehicle has fully completed the lane-change maneuver. [13] Method according to claim 1, wherein the automated driving system is part of an adaptive cruise control (ACC) system which automatically regulates the speed of the carrier vehicle, at least partially based on a desired speed provided by a driver.

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