Vehicle position control unit and vehicle position control method
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- SCANIA CV AB
- Filing Date
- 2018-02-26
- Publication Date
- 2026-07-09
AI Technical Summary
Conventional Lane Keeping Assistance (LKA) systems maintain a fixed lateral position within a lane, which may not align with the driver's perception of safety, leading to increased stress and fatigue due to changing road or traffic conditions.
A vehicle position control unit that dynamically adjusts the drivable area based on sensor data to exclude obstacles and safety zones, determining a target lateral position that aligns with the driver's perception of safety, using a processor and memory to control the vehicle's lateral position.
Reduces driver stress and fatigue by dynamically adjusting the vehicle's lateral position to match the driver's perception of safety, improving traffic safety by adapting to changing road and traffic conditions.
Smart Images
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Abstract
Description
Technical field
[0001] The invention relates to a vehicle position control unit configured for lane keeping assistance in a vehicle. The invention further relates to a vehicle with the vehicle position control unit and a corresponding method for vehicle position control. background
[0002] Manually steering a vehicle within the lane boundaries can be tedious for the driver, potentially reducing their attention to the traffic situation and increasing the risk of an accident. To address this issue, vehicle capabilities such as lane keeping assistance (LKA) have been developed. Conventional LKA systems typically provide lateral control, maintaining the vehicle in a fixed position relative to the lane boundaries, for example, precisely in the center of the lane. While such a fixed position may be safe for the vehicle as long as no obstacles appear in the lane, it is not necessarily perceived as safe by the driver.However, a lateral position that the driver does not perceive as safe can increase the driver's stress level and thus their fatigue level, which also impairs driving safety. A lateral position perceived as safe by the driver typically changes with changes in the road or traffic situation.
[0003] For example, when driving in the far right lane of a highway with a wide shoulder on the right, a transverse position to the right of the lane will be perceived as the most comfortable and safest. Similarly, if there is traffic in the lane(s) to the left of the vehicle, a position further to the right of the lane is likely preferred. If the shoulder disappears or an on-ramp or off-ramp appears to the right of the vehicle, a central position or a slight transverse shift will generally seem appropriate or safe to the driver. Another example is the appearance of guardrails close to the lane, for instance, on the left or right. In this case, a driver will perceive a transverse position somewhat away from the guardrails as appropriate or safe.
[0004] Therefore, there is a need for an improved vehicle position control unit and a correspondingly equipped vehicle. Objective of the invention
[0005] One objective of embodiments of the invention is to provide a solution that overcomes or reduces the disadvantages described above. Brief description of the invention
[0006] The above and other objectives are achieved by the method described here. Further advantageous embodiments of the invention are also described.
[0007] According to a first embodiment of the invention, a vehicle position control unit is provided, which is configured as a lane keeping assistant for a vehicle. The vehicle position control unit has a processor and a memory, the memory containing instructions for execution by the processor. The processor communicates with the memory. The vehicle position control unit is configured to acquire sensor data containing information about the vehicle's surroundings. The vehicle position control unit is further configured to estimate a drivable area based on the sensor data. The drivable area includes lateral boundaries that extend beyond the lane markings of the lane in which the vehicle is to be kept.The vehicle position control unit is further configured to adjust the drivable area to exclude one or more obstacle positions in the vehicle's vicinity that are indicated in the sensor data. The vehicle position control unit is further configured to determine a target lateral position (desired position in the direction of the lane width) within an overlap area of the drivable area and the lane. The vehicle position control unit is further configured to control a vehicle control unit according to the target lateral position.
[0008] At least one advantage of this design is that it improves road safety by reducing driver stress and fatigue due to the dynamically determined lateral position (position in the direction of the lane width) of the vehicle. The lateral position is perceived by the driver as appropriate and safe and adapts to changes in the road or traffic situation.
[0009] In one example of this embodiment, the vehicle position control unit is further configured to determine safety zones around one or more obstacle positions based on sensor data, the size of a safety zone depending on the sensor data. The drivable area is then adjusted so that the safety zones are excluded.
[0010] At least one advantage of this embodiment is a further improvement in road safety by reducing driver stress and fatigue due to the dynamically determined distance to obstacles, such as vehicles in an adjacent lane. This is achieved by dynamically adjusting the lateral distance to obstacles, such as guardrails or other vehicles, depending on the type of obstacle. In one example, a stationary obstacle is positioned so that it can be passed with a small clearance, while, on the other hand, another vehicle traveling in the opposite direction requires a greater lateral distance to reduce driver stress. Road safety is improved in this way as well.
[0011] According to a second embodiment of the invention, a vehicle is provided with a vehicle position control unit according to the first embodiment, a control unit configured to actuate a control unit of the vehicle according to control signals in order to steer the vehicle into a lateral position, and with a plurality of sensors configured to generate sensor data relating to the environment of the vehicle.
[0012] According to a third embodiment of the invention, a method is provided which is executed by a vehicle position control unit.
[0013] The advantages of the second and third embodiments of the invention are the same as those of the first embodiment.
[0014] The scope of the invention is defined by the claims, which are incorporated by reference into this section. A more detailed understanding of the embodiments of the invention, including further advantages, will become apparent to those skilled in the art from the following description of details of one or more embodiments. Reference is made to the accompanying figures. List of characters Fig. 1A and Fig. Figure 1B shows scenarios for determining the lateral position of a vehicle according to an embodiment of the invention. Fig. 2A and Fig. Figure 2B shows scenarios for determining the lateral position of a vehicle according to an embodiment of the invention. Fig. Figure 3 shows a vehicle with a vehicle position control unit according to an embodiment of the invention. Fig. Figure 4 shows a vehicle communicating with a sensor data server according to an embodiment of the invention. Fig. Figure 5 shows a vehicle position control unit according to an embodiment of the invention. Fig. Figure 6 shows a block diagram of a method according to one or more embodiments of the invention. Description of details
[0015] In this description and in the claims, "or" signifies OR in the mathematical sense, thus encompassing both "and" and "or," and is not to be understood as XOR (exclusive OR). The indefinite article "a" in this description and in the claims does not signify a numeral, thus not meaning "one," and can be understood as "one or more," i.e., encompassing the plural.
[0016] The Fig. 1A, Fig. 1B, Fig. 2A and Fig. Figure 2B shows scenarios for determining the lateral position of a vehicle according to exemplary embodiments.
[0017] Fig. 1A shows a first scenario with a vehicle 120 A vehicle traveling on a road is shown in the figure, pointing downwards. The road has left (171) and right (172) boundaries. These boundaries could be, for example, the edge of the road surface, guardrails, or tunnel walls. The road has at least one lane with left and right lane boundaries (161 and 162, respectively). These lane boundaries could be, for example, road markings or cones indicating the lane. Sensor data is acquired, providing information about the vehicle's surroundings. 120 For example, lane markings. Sensor data can be received from one or more sensors. 121 - 123, such as radar, lidar, a video camera, an infrared camera, GTS, or another suitable sensor regarding the environment. A drivable area can be estimated, calculated, or derived based on the sensor data. The drivable area typically initially includes lateral boundaries, e.g., left and right lateral boundaries. 151 or 152 exhibiting features beyond the left and right lane boundaries 161 or 162 The lane boundaries between which the vehicle must stop are located. The drivable area can initially be estimated by adding a fixed or dynamic edge width value to the left and right lane boundaries. 161 or 162This makes the drivable area wider than the lane, as viewed in the direction of travel. The drivable area can be further adjusted to exclude one or more positions of obstacles in the vehicle's vicinity, as indicated by sensor data. For example, an automobile 181 The vehicle is parked on the hard shoulder of the road, and the initially estimated drivable area is adjusted by removing a section to eliminate the obstacle. The drivable area now represents a clear space where the vehicle can 120 should drive. A target lateral position 190 of the vehicle in an overlap area 192 The drivable area and the lane are then determined. A target lateral position. 190 of the vehicle in the overlap area 192The drivable area and the lane are then determined. In one example, the left and right lane boundaries are defined. 161 or 162 used to define the traversable area. In one embodiment, a plurality of successive target lateral positions can be determined, thus obtaining a target lateral path. A control unit of the vehicle. 120 can be controlled based on the target lateral position 190 or the target lateral path. The control unit may include a control actuator for controlling the angle of a pair of wheels, e.g., the front wheels of the vehicle, to move the vehicle to the target lateral position. 190 bring to.
[0018] Fig. Figure 1B shows a second scenario in which a vehicle 120 driving on a road Fig. 1B heading downwards. The road, the lane, and the estimated drivable area are as shown in Fig. 1A is shown. Fig. 1B there is a second obstacle 182 on the right lane boundary 162 For example, the second obstacle is a vehicle (car). 182 , which is traveling in the same direction as the vehicle 120 , specifically between the lanes accordingly Fig. 1B. The initially estimated drivable area 192 is adjusted to eliminate the obstacle's position. The vehicle 120 It can be controlled by a driver and / or drive autonomously.
[0019] Fig. 2A shows a third scenario in which the vehicle 120 driving on the road, also here in a downward direction Fig. 2A. The road, the lane, and the drivable area are as shown in Fig. 1A is shown. Safety zones are defined based on the sensor data. 183The safety zones are determined based on one or more obstacle positions. The size of the safety zones is determined according to the sensor data. The initially estimated drivable area is then adjusted to exclude the safety zones. In one embodiment, safety zones are defined in the form of ellipses with a major axis in the direction of travel and a minor axis perpendicular to the major axis and parallel to the road surface. In one embodiment, the length of the major axis of the ellipse is determined according to the sensor data, and the minor axis is determined according to a predefined value. In another embodiment, the length of the major axis of the ellipse is determined according to the sensor data, and the length of the minor axis is determined according to a predefined scaling factor and according to the determined major axis.In one embodiment, the obstacle 182 is a car traveling in the same direction as the vehicle. 120 in the adjacent lane as shown in Fig. 2A. The size of the safety zone, e.g., the length of the main axis, is then determined according to the sensor data, which record the relative directions of movement or the relative speeds of the vehicles in relation to the vehicle. 120 Specify this. Since in this case car 182 is moving in the same direction as the vehicle. 120 The size of the safety zone is set as relatively small. In one embodiment, the size of the safety zone is determined based on the relative speed between the vehicles. 120and the obstacle and / or according to a predefined time tolerance value. In one embodiment, the size of the safety zone is determined from a relative speed of 2 meters per second, multiplied by a predefined time tolerance value of 5 seconds, resulting in a safety zone length of 10 meters. For example, a safety zone with a main axis of 10 meters and a secondary axis, which results from multiplying the length of the main axis by a scaling factor of, for example, 0.1, i.e., 0.1 x 10 = 1 meter. The initially estimated drivable area is then adjusted so that the safety zone is excluded.The size of the safety zone can also be determined based on sensor data selected from the following parameters: Is the obstacle static or in motion? Relative speed of the obstacle in relation to the vehicle? Relative direction of the obstacle's movement in relation to the vehicle? Traffic signs on the road? Road markings?
[0020] Fig. 2B shows a fourth scenario in which the vehicle 120 driving on the road, in turn Fig. 2B heading downwards. The road, the lanes and the drivable area are as shown in Fig. Shown in 1A. Here, the sensor data indicates that the car 182The vehicle moves in a direction opposite to its direction, and the safety zone is defined as relatively large. For example, the size of the safety zone is determined by multiplying a relative speed of, say, 44 meters per second by a predetermined time tolerance of 5 seconds, resulting in a safety zone dimension of 220 meters. Thus, the safety zone has, for example, a main axis length of 220 meters, and the length of the secondary axis is calculated by multiplying this by a scaling factor, e.g., 0.01 x 220 = 2.2 meters. The initially (previously) estimated drivable area 192 It will then be adjusted, excluding the safety zone.
[0021] Fig. 3 shows a vehicle 120 with a vehicle position control unit 100 According to one exemplary embodiment. The vehicle can be equipped with a vehicle position control unit. 100according to an embodiment described here. The vehicle may also have one or more environmental sensors. 121 - 123 exhibit. One or more environmental sensors can be configured to detect, register, or record initial sensor data that provides information about the vehicle's surroundings. The one or more environmental sensors 121 - 123 They may still be configured to send initial sensor data to the vehicle position control unit. Examples of environmental sensors 121 - 123 The following can be selected from an exemplary list: a radar sensor, a lidar sensor, a video camera, an infrared camera, a GPS with map, a traffic information receiver, and / or any suitable device for acquiring environmental information. In one example, the environmental sensors include 121 - 123A radar system for detecting obstacles in the vehicle's vicinity. In another example, the environmental sensors include... 121 - 123 A camera for detecting, for example, road markings or traffic signs, as well as white lines to delineate the road or lanes. The environmental sensors 121 - 123 They can have a processor connected to a transceiver for communication via wire or wirelessly. One or more environmental sensors. 121 - 123They may still have at least one optional antenna (not shown in the figures). The antenna can be coupled to the transceiver and configured to transmit and / or send and / or receive signals in a wired communication system, or to exchange corresponding signals wirelessly. The processor can be connected to the transceiver and / or a memory for communication. In one example, the processor can be a processing circuit and / or a central processing unit and / or a set of processor modules and / or a multi-processor for mutual cooperation. The one or more environmental sensors 121 - 123They may also have memory. This memory can contain instructions that can be executed by the processor to perform the procedures described here, e.g., to acquire sensor data relating to the vehicle's environment and to transmit initial sensor data to the vehicle position control unit. 100 to send. The vehicle may still have wheels W1-W4. The vehicle may still have a control unit SC configured to operate a control device of the vehicle. 120 , for example, to control the angle of a wheel pair W1-W4, such as the front wheels. In one example, the control device is controlled so that the vehicle 120 is steered into a lateral position, such as the target lateral position 190The control unit SC can include control logic and / or a processor, optional memory, and an actuator for operating the control device. The control unit SC can be configured to receive 100 control signals from the vehicle position control unit and to control an actuator controlled by the control unit according to these signals. The control unit SC can also be configured to transmit status signals from the control unit to the vehicle position control unit. 100 to send information regarding the status of the control unit SC, the actuator, or the control means. The control means can be of any type suitable for steering the vehicle, e.g., hydraulic, electric, or pneumatic for acting on the vehicle's steering wheels W1-W4.
[0022] The vehicle position control unit 100It can be communicatively connected to one or more environmental sensors. 121 - 123 or the control unit SC, e.g. via wire or wirelessly, such as a control area network (CAN) bus, Bluetooth, WiFi, etc. One or more environmental sensors 121-123 can be configured to send the initial sensor data directly to the vehicle position control unit. 100 to send or via a wired and / or wireless communication network 130 . Communication via wire or wireless can be carried out using a CAN bus, Bluetooth, WiFi, GSM, UMTS, LTE or any communication network, whether wired or wireless, which is known in the prior art.
[0023] Fig. 4 shows a vehicle 120 in communication with a sensor data server 140 according to an embodiment of the invention. The vehicle position control unit 100The vehicle may be equipped to acquire sensor data by querying sensor data from a memory. The vehicle position control unit 100 It may also be configured to alternatively or additionally acquire sensor data through computational processing of the sensor data that has been received and / or retrieved, for example from one or more environmental sensors. 121 - 123 , for example, based on a global positioning system (GPS) with a map and / or based on data stored in memory. The vehicle position control unit 100 Alternatively, or additionally, it can be set up to acquire sensor data by receiving it from the sensor data server. 140 e.g., a server and / or a multi-purpose computer. The vehicle position control unit 100It may also be set up, either alternatively or additionally, to acquire sensor data by receiving such data from another vehicle. 129 in the vicinity of the vehicle in question 120 .
[0024] Examples from the sensor data server 140 Received sensor data can relate to one or more positions of obstacles located further ahead or adjacent to the road on which the vehicle is traveling. In one example, another vehicle 129 One or more obstacle positions are detected using the onboard sensor, and the one or more positions are sent to the sensor data server. 140 transmitted.
[0025] The sensor data can be accessed from the sensor data server 140 be received directly or via a communication network 130 Wired or wireless. As a wireless communication network 130Suitable options include, in particular, Bluetooth, GSM, UMTS, LTE or LTE advanced communications network, or any other wired or wireless communications network.
[0026] Fig. Figure 5 shows a vehicle position control unit 100 according to one exemplary embodiment. The vehicle position control unit 100 It can take the form of an electronic control unit, a server, an onboard computer, a computer system mounted in the vehicle, or a navigation device. The vehicle position control unit 100 can a processor 112 exhibiting, which is equipped with a transceiver 104 It communicates, either wired or wirelessly. Furthermore, the vehicle position control unit can 100 It must have at least one optional antenna (not shown in the figure). The antenna can be connected to the transceiver. 104be paired and configured to wirelessly transmit and / or output and / or receive signals in a wireless communication system, e.g., to send / receive control signals and / or status data to / from one or more environmental sensors. 121 - 123 , the control unit SC or any other control unit or sensor. For example, the processor 112 The following can be selected: a processing circuit and / or a central processor unit and / or processor modules and / or multiple processors, which may be configured to cooperate with each other. Furthermore, the vehicle position control unit can be selected. 100 a storage 115 exhibit the memory 115It can contain instructions that can be executed by the processor to perform the procedures described here. The Processor 112 can be communicatively coupled to one or more of the following components: the transceiver 104 , one or more environmental sensors 121 - 123 and the storage 115 The vehicle position control unit 100 It can be configured to receive sensor data directly from one or more environmental sensors. 121 - 123 via the wired or wireless communication network 130 .
[0027] In one or more embodiments of the vehicle position control unit 100 can an input device 117It is intended to be equipped to receive input from an operator and to send signals corresponding to the operator's input, including the associated specifications, to the processor. 112 In one or more embodiments, the vehicle position control unit can 100 further a display device 118 exhibiting a device that is equipped to receive a display signal regarding items to be displayed, such as text or graphic representations, according to the input of the operator, from the processor device 112 and for displaying corresponding text or graphic representations. In one embodiment, the display device 118 into the input device 117 integrated and set up to receive display signals regarding objects to be displayed, from the processor setup 112and to display the corresponding objects, such as text or graphics, and / or be set up to receive inputs or instructions from an operator and to send inputs given by the operator to the processor device 112 In exemplary implementations, the processor setup 112 communicatively coupled with the storage 115 and / or a communication interface and / or the transceiver and / or the input device 117 and / or the display device 118 and / or the one or more environmental sensors 121-123. In exemplary embodiments, the interface and / or the transceiver communicates using wired or wireless communication techniques.
[0028] In exemplary embodiments, one or more storage devices can be used. 115The storage medium may be selected from the following group: RAM, hard drive, floppy disk drive, CD or DVD drive (R or RW), or other removable or built-in media or memory. In one embodiment, the vehicle position control system may be selected from the following: RAM, hard drive, floppy disk drive, CD or DVD drive (R or RW), or other removable or built-in media or memory. 100 furthermore exhibit and / or be coupled to one or more additional sensors, configured to receive and / or acquire and / or measure physical quantities relating to the vehicle 120 and to send one or more sensor signals representing the physical quantity to the processor device 112 e.g., second sensor data that reflects the relative wheel speeds of the vehicle.
[0029] Fig. Figure 6 shows a block diagram for a procedure. 600 according to one or more exemplary embodiments. The method 600 can be done via the vehicle position control unit 100to be executed, which is set up for a lane keeping assist system with regard to the vehicle. 120 . Step 610 :
[0030] The method involves, in step 610 Sensor data is collected, which contains information about the vehicle's environment. 120 As explained above, the vehicle position control unit can 100 It must be configured to acquire sensor data by retrieving such sensor data from a memory. The vehicle position control unit 100 It may be configured to alternatively or additionally acquire sensor data by calculating the same based on received or retrieved sensor data, e.g., received and / or retrieved from a global positioning system (GPS) and / or a memory, or other data and parameters relevant to the vehicle position control unit. 100 are accessible.
[0031] The vehicle position control unit 100 It may be configured to alternatively or additionally acquire sensor data by receiving such sensor data from a sensor data server. 140 e.g., a server and / or a multi-purpose computer. The vehicle position control unit 100 It may be configured to alternatively or additionally obtain sensor data by receiving such sensor data from another vehicle. 129The sensor data can relate to any combination of guardrails or fences, one or more positions of obstacles in the direction of travel ahead of the vehicle or adjacent to the lane in which the vehicle is traveling, entrances and exits, road conditions, route deviations, hard shoulder width, relative information regarding the location, speed, or direction of travel of other vehicles on the road, road markings such as lane boundary lines, cones marking temporary lane changes, traffic signs prescribing a permissible vehicle type in the lane, traffic signs prescribing the direction of traffic, traffic conditions ahead, driver preferences, or roadside ditches. Step 620 :
[0032] The procedure also includes one further step 620to estimate a drivable area from the sensor data. The drivable area has first and second lateral boundaries. 151 , 152 , which are outside the side lane boundaries 161 , 162 lie within a lane in which the vehicle must stop. In one example, the first and second lateral boundaries are 151 , 152 estimated by widening the lateral boundaries given by the sensor data 161 , 162 the lane, e.g., due to road markings, according to a predetermined offset. The extent of the area in the direction of travel of the vehicle. 20 can be limited to a predetermined distance value or to a viewing range that results from the sensor data. Step 630 :
[0033] The procedure involves one step 630To adjust the drivable area to exclude the positions of one or more obstacles located in the vicinity of the vehicle and specified by sensor data. For example, adjusting the drivable area involves removing a section of the drivable area containing one or more obstacle positions, e.g., with arc-shaped sections located at the first or second lateral boundary. 151 , 152 to start, which contain one or more positions of obstacles and then end at the same lateral boundary. Step 640 :
[0034] The procedure also includes one further step 640 to determine a target lateral position 190of the vehicle within an overlap area of the drivable area and the lane. In one example, the target lateral position corresponds to the position which the vehicle 120 The goal is to achieve the target quickly. In one embodiment, several successive target lateral positions can be defined, forming a target lateral path. An advantage of this method is a relatively smooth, jerk-free movement of the vehicle. 120 into the target lateral position. Step 650 :
[0035] The process has taken another step 650 to control the vehicle's control unit SC 120 based on the target lateral position 190 In one example, this means controlling the vehicle. 120 into the target lateral position.
[0036] At least one advantage of the above embodiment is the improvement in driving safety through a reduction in the driver's stress and fatigue levels resulting from the dynamically determined lateral position of the vehicle. The lateral position feels "natural" and safe to the driver and adapts to changing road and traffic conditions.
[0037] In one embodiment, the method further includes determining safety zones around one or more obstacle positions based on sensor data, with the size of the safety zones depending on the sensor data. Adjusting the drivable area then involves excluding the safety zones from the drivable area.
[0038] At least one advantage of this embodiment is the further improvement of road safety by reducing the driver's stress and fatigue levels as a result of dynamically determined distances to obstacles, such as other vehicles in, for example, an adjacent lane. This is achieved by dynamically adjusting the lateral distance to obstacles, such as guardrails or other vehicles, depending on the type of obstacle. For example, a stationary obstacle can be positioned so that it can be passed with a relatively smaller distance, while another vehicle... 129 , 181 , 182 , which travels in a direction that is opposite to the direction of travel of the vehicle 120 The opposite direction, with a relatively larger gap, should be maintained to avoid stress for the driver. This increases road safety.
[0039] In one embodiment, the sensor data further includes a classification of obstacles as static or moving, the relative speed of the obstacle with respect to the vehicle in question, the relative direction of the obstacle's movement with respect to the vehicle in question, traffic signs, and road markings. In one example, the sensor data includes such a classification.
[0040] In one embodiment, the control of the vehicle's control unit SC involves the use of a torque profile corresponding to the target lateral position, or the provision of a control signal to control the vehicle. 120 into the target lateral position.
[0041] At least one advantage of this embodiment is the further improvement of road safety by reducing stress and fatigue in the driver through support in the lateral positioning of the vehicle or through automatic lateral positioning of the vehicle.
[0042] In one embodiment, the target lateral position is determined within a region which, viewed in the direction of travel, lies between the lateral boundaries of the overlap area. In another embodiment, this region is further restricted according to a predetermined factor, e.g., according to the driver's preferences.
[0043] At least one advantage of this embodiment is the further improvement of road safety by reducing stress and fatigue through positioning the vehicle in such a way that it is perceived by the driver as "natural" and safe.
[0044] In one embodiment, the target lateral position is determined such that, viewed in the direction of travel, a left side of the vehicle is aligned with the left boundary of the overlap area, or a right side of the vehicle is aligned with the right boundary of the overlap area, or a longitudinal centerline of the vehicle is aligned with the center of the overlap area.
[0045] In one embodiment, a computer program is provided with instructions executable by the computer, which cause the vehicle position control unit to 100 during the execution of the instructions in a processor in the vehicle position control unit 100one of the methods described herein is executed. Any of the methods described herein for carrying out the invention can be implemented with a computer program which, when executed in the processor, causes the individual steps of the method to be carried out. The computer program is, for example, contained in a computer-readable medium as a computer program product.
[0046] According to one embodiment, a computer program product is provided with a computer-readable storage medium, wherein the computer-readable storage medium contains a computer program as described above. The memory and / or computer-readable storage medium of the type under discussion may, for example, be selected as ROM (read-only memory), a PROM (programmable ROM), an EPROM (erasable PROM), flash memory, an EEPROM (electronically erasable PROM), or a hard disk drive.
[0047] In one embodiment, a carrier is provided which contains one of the above computer programs, wherein the carrier can be: an electronic signal, an optical signal, a radio signal or a computer-readable storage medium.
[0048] In exemplary implementations, the communication network communicates 130 using wired or wireless communication technologies with at least one of the following embodiments: local area network (LAN), metropolitan area network (MAN), global mobile network (GSM), GSM enhanced data environment (EDGE), universal mobile telecommunications system, LTE (Long Term Evolution), high-speed packet access with downlink (HSDPA), wideband code division multiple access (W-CDMA), code division multiple access (CDMA), time division multiple access (TDMA), Bluetooth ® , Zigbee ®, Wi-Fi, Voice over Internet Protocol (VoIP), LTE Advanced, IEEE802.16m, WirelessMAN-Advanced, Evolved High-Speed Packet Access (HSPA+), 3 GPP Long Term Evolution (LTE), Mobile WiMAX (IEEE 802.16e ), Ultra Mobile Broadband (UMB) (formerly Evolution-Data Optimized (EV-DO) Rev. C), Fast Low-latency Access with Seamless Handoff Orthogonal Frequency Division Multiplexing (Flash-OFDM), High Capacity Spatial Division Multiple Access (iBurst ® ) and Mobile Broadband Wireless Access (MBWA) (IEEE 802.20) systems, High Performance Radio Metropolitan Area Network (HIPERMAN), Beam-Division Multiple Access (BDMA), World Interoperability for Microwave Access (WiMAX) and ultrasound communication, etc., but without limitation to these examples.
[0049] A specialist recognizes that the vehicle position control unit 100The system possesses the necessary communication means in the form of, for example, functions, devices, units, elements, etc., for implementing the described concepts. Examples of such devices, units, elements, and functions include: processors, memory, buffers, logic control circuits, encoders, decoders, rate matchers, de-rate matchers, card units, multipliers, decision units, selection units, switches, nesters, de-nesters, modulators, demodulators, input devices, output devices, antennas, amplifiers, receivers, transmitters, DSPs, MSDs, power supply units, power units, communication interfaces, communication protocols, etc., which can be optionally combined to implement the problem solutions described here.
[0050] In particular, the processor and / or processor resources within the scope of this description may optionally comprise: processor circuits, processor modules and multiple processors configured for cooperation, a central processing unit (CPU), a processor unit, a processor circuit, processors, application-specific integrated circuits (ASICs), a microprocessor, a field-programmable gate array (FPGA), or other processor logic capable of interpreting and executing instructions. The term "processor" and / or "processor resources" may thus mean processor circuits with a plurality of processor circuits, as listed above. The processor resources may further perform data processing functions relating to input, output, and processing of data, including data buffering and device control functions.
[0051] The invention is not limited to the described embodiments, but also includes embodiments within the scope of the attached independent patent claims.
Claims
[1] Vehicle position control unit (100) configured for lane keeping assistance of a vehicle (120), wherein the vehicle position control unit (100) comprises: a processor (112), and a memory (115) which contains instructions executable by the processor, wherein the processor (112) communicates with the memory (115), and wherein the vehicle position control unit (100) is configured to: Acquiring sensor data relating to the vehicle's environment (120), Estimating a drivable area based on sensor data, wherein the drivable area has lateral boundaries (151, 152) which exceed the lane boundaries (161, 162) of a lane in which the vehicle must stop, Adjusting the drivable area to exclude one or more positions of obstacles that are present in the vicinity of the vehicle according to sensor data, Determining a target lateral position (190) for the vehicle within an overlap area of the drivable area and the lane, Controlling a control unit (SC) of the vehicle (120) according to the target lateral position (190). [2] Vehicle position control unit (100) according to claim 1, wherein the vehicle position control unit (100) is further configured to: Determining safety zones around one or more obstacle positions based on sensor data, where the sizes of the safety zones depend on the sensor data, and the drivable area is adapted, excluding the safety zones. [3] Vehicle position control unit (100) according to one of the preceding claims, wherein the sensor data includes information for selecting an obstacle according to the following classification: is the obstacle fixed or moving? Relative speed between obstacle and vehicle relative directional relationship of the movement between obstacle and vehicle, road signs, and Road markings. [4] Vehicle position control unit (100) according to one of the preceding claims, configured to control a control unit (SC) of the vehicle by: Providing a torque profile according to the target lateral position, or Providing a control signal to steer the vehicle (120) into the target lateral position. [5] Vehicle position control unit (100) according to one of the preceding claims, configured to determine the target lateral position such that, in the direction of travel of the vehicle, a left side of the vehicle is aligned to a left boundary of the overlap area, or a right side of the vehicle is aligned to a right boundary of the overlap area, or a longitudinal centerline of the vehicle is aligned to the center of the overlap area. [6] vehicle, comprising: the vehicle position control unit (100) according to one of claims 1 to 5, a control unit (SC) configured to actuate control devices of the vehicle (120) in accordance with a control signal to steer the vehicle into a lateral position, a plurality of sensors (121-123) set up to generate sensor data relating to the vehicle's environment (120). [7] Method (600) performed by a vehicle position control unit (100) configured for lane keeping assistance of a vehicle (120), the method comprising: Gaining (610) sensor data regarding the vehicle's environment (120), Estimating (620) a drivable area based on sensor data, wherein the drivable area has lateral boundaries (151, 152) which exceed the lane boundaries (161, 162) of a lane in which the vehicle must stop, Adjusting (630) the drivable area to exclude one or more positions of obstacles in the vicinity of the vehicle, as indicated by the sensor data, Determining (640) a target lateral position (190) of the vehicle in an overlap area of the drivable area and the lane, and Control (650) of a control unit (SC) of the vehicle (120) based on the target lateral position (190). [8] Method (600) according to claim 7, further comprising: Determining safety zones around one or more obstacle positions based on sensor data, where the sizes of the safety zones depend on the sensor data, and Adjusting the drivable area, excluding safety zones. [9] Method (600) according to one of the preceding claims, wherein the sensor data include a classification of an obstacle according to the following classification: fixed or moving obstacle, Relative speed between obstacle and vehicle Relative direction of movement of obstacle and vehicle, road signs, and Road markings. [10] Method (600) according to any one of the preceding claims, wherein the control of the vehicle's control unit (SC) includes: Providing a torque profile according to the target lateral position, or Providing a control signal to steer the vehicle (120) into the target lateral position. [11] Method (600) according to one of the preceding claims, wherein the target lateral position is determined such that, in the direction of travel of the vehicle, a left side of the vehicle is aligned to a left boundary of the overlap area, or a right side of the vehicle is aligned to a right boundary of the overlap area, or a longitudinal centerline of the vehicle is aligned to the center of the overlap area. [12] Computer program with computer-executable instructions to cause a vehicle position control unit (100) to execute a method according to one of claims 7 to 11 when the computer-executable instructions are executed in a processor in the vehicle position control unit. [13] Computer program product comprising a computer-readable storage medium, wherein the computer-readable storage medium contains a computer program according to claim 12.