Device and method for supporting the formation of an emergency lane

Abstract

Device (1) for supporting the formation of an emergency lane, comprising at least one evaluation and control unit (2), wherein the evaluation and control unit (2) is configured to provide control data for a steering system (5) in order to assist or automatically drive at least partially along a trajectory of an emergency lane, wherein the device (1) is configured to obtain historical data from other vehicles on the currently driven road section, wherein a decision is made on the basis of the historical data as to whether an emergency lane must be formed, characterized in that the trajectory of the emergency lane is determined on the basis of the historical data, wherein the historical data includes at least an average speed (V S) include, wherein the evaluation and control unit (2) is designed in such a way that the formation of an emergency lane is decided on the basis of the actual speed (V) and the deviation of the actual speed (V) from the historical data.

Description

[0001] The invention relates to a device and a method for supporting the formation of an emergency lane.

[0002] German patent DE 10 2016 011 544 A1 discloses a method for operating a vehicle with at least one driver assistance device for semi-autonomous or autonomous operation of the vehicle, wherein traffic-relevant information is acquired by means of the driver assistance device. When a predicted traffic jam is determined, the vehicle is guided, depending on the acquired traffic-relevant information, to form and maintain an emergency lane on a roadway. At least one piece of traffic-relevant information is acquired regarding... - the applicable traffic regulations of an area and / or country in which the vehicle is currently located, - the roadway and / or lane used by the vehicle, - the speed of at least one road user ahead, - a traffic flow and / or a traffic jam ahead of the vehicle.

[0003] Preferably, the vehicle receives traffic-relevant information via vehicle-to-vehicle communication.

[0004] From DE 10 2015 224 106 A1, a driver assistance system for a vehicle for the at least partially automatic formation of an emergency lane is known, comprising at least one electronic control unit. The control unit is also configured for the functions of a traffic jam assistance system and includes a function module that deactivates the function of the traffic jam assistance system, which typically prevents changing to an adjacent lane and / or typically initiates lane centering, when the control unit receives defined information for this purpose. It is provided that the function module can only be activated below a predetermined vehicle speed threshold. Furthermore, it is provided that the function module is configured such that the vehicle follows the target object when it is in a lane that must be vacated for an emergency lane, and when the target object ahead is steering in at least a direction relevant for forming an emergency lane.

[0005] Another procedure for supporting an emergency lane is known from WO 2013 / 189633 A1.

[0006] A generic device for supporting the formation of an emergency lane is known from DE 10 2017 206 343 A1.

[0007] From DE 10 2018 121 312 A1, a driver assistance system for at least partially automated operation of a vehicle is known, comprising at least one sensor for capturing and providing environmental sensor data and a control unit connectable to the at least one sensor, which is configured to determine and cyclically update a special situation trajectory, to determine from the environmental sensor data whether a special situation exists, and to generate a control signal for the vehicle according to the currently existing special situation trajectory.

[0008] The invention is based on the technical problem of creating an alternative device to support the formation of an emergency lane and providing a suitable method.

[0009] The solution to the technical problem is achieved by a device having the features of claim 1 and a method having the features of claim 6. Further advantageous embodiments of the invention are set forth in the dependent claims.

[0010] The device for supporting the formation of an emergency lane comprises at least one evaluation and control unit, wherein the evaluation and control unit is configured to provide control data for a steering system to assist or automate the driving of at least part of an emergency lane trajectory. The evaluation and control unit can provide control data for both lateral and longitudinal guidance. The device is configured to receive historical data from other vehicles on the currently driven road segment. Based on this historical data, a decision is made as to whether an emergency lane needs to be formed, and the trajectory is determined. This historical data can also be referred to as swarm data, which has been recorded over a certain period of time, for example, days, weeks, or months.The advantage is that this historical data is more consistently available than, for example, C2C data.

[0011] The historical data includes at least one average speed, and the evaluation and control unit is designed to decide whether to form an emergency lane based on the vehicle's own speed and its deviation from the historical data. Preferably, an integral over time is calculated, making the method more robust and preventing singular deviations from distorting the result. An emergency lane is formed if the vehicle's own speed is less than a first threshold and its deviation from the average speed is less than a second threshold. The historical data can include average speeds for normal driving and traffic jams. If the vehicle's own speed then falls below a threshold (e.g.,If the vehicle's speed is 60 km / h, its current speed is compared to historical data for the traffic jam. This historical data can also include a time-of-day-dependent average speed.

[0012] In another embodiment, the historical data includes at least a partial representation of the emergency lane's trajectory. This allows the historical data to contain the trajectories of other vehicles that have driven along this lane in the past when forming an emergency lane. Due to the limited transmission frequency of vehicle data, the portion of the trajectory that changes from a central position in the lane to the emergency lane position, for example, is missing. This portion is then determined by the evaluation and control unit, if necessary. This embodiment can also be used independently of the preceding embodiment, in which case the need to form an emergency lane is determined from other data and / or transmitted from an external source.

[0013] In another embodiment, the evaluation and control unit is designed such that, based on the regulations applicable to the current road section, the trajectory is followed fully or partially assisted or automatically, as described in DE 10 2016 011 544 A1. For example, if the automated crossing of lane markings is not legally permitted, the vehicle is driven to the lane marking with assistance or automation, and the driver is prompted to cross the lane marking manually. It can also be provided that the driver is prompted to manually complete the entire partial trajectory up to the point of crossing the lane marking, after which the trajectory of the emergency lane can be followed with assistance or automation.

[0014] In another embodiment, the device is designed in such a way that user confirmation is requested for the assisted or automated departure of the trajectory.

[0015] In another embodiment, the device has at least one camera, wherein the evaluation and control unit is designed to locate itself on a digital map using selected image data.

[0016] The historical data is preferably transmitted to the device from a backend.

[0017] Regarding the procedural details, full reference is made to the preceding statements.

[0018] The invention is explained in more detail below with reference to preferred embodiments. The figures show: Fig. 1 a schematic block diagram of a device to support the formation of an emergency lane, Fig. 2 a schematic, exemplary representation of the actual speed and a historical average speed, Fig. 3 a schematic representation of historical trajectories and Fig. 4 A schematic representation of the partial trajectories for forming an emergency lane.

[0019] In the Fig. Figure 1 shows a schematic block diagram of a device 1 for supporting the formation of an emergency lane. The device 1 comprises an evaluation and control unit 2, at least one camera 3, an input and output unit 4, a steering system 5, and actuators 6 for controlling the longitudinal dynamics of the vehicle. An external backend 10 is also shown, in which historical data from other vehicles (swarm data) are stored. The historical data includes average speeds of the other vehicles and their trajectories T1 and T2, where at least one trajectory T1 describes a normal journey and at least one trajectory T2 describes the formation of an emergency lane in the past (see Figure 1). Fig. 3) This includes Fig. Three trajectories, T1 and T2, are shown for four lanes, FB1-FB4. Vehicle 50 is located on the upper lane, FB1, where the upper lane marking, FBM, is a solid line that cannot be crossed by automated vehicles in some countries. Additionally, vehicles F currently traveling on the road are schematically represented as rectangles, with only one vehicle F being marked with a reference symbol. These vehicles F should not be confused with the vehicles that provided the historical data.

[0020] The evaluation and control unit 2 receives data from at least one camera 3, the vehicle's own speed V, and position data P, which originates, for example, from a satellite-based navigation system. As long as the vehicle's own speed V is greater than a first threshold value S1 (see Fig. 2) If a traffic jam is not expected and an emergency lane does not need to be formed, it is likely that one will need to be formed. However, if the vehicle's speed V falls below the threshold S1, there is a probability that an emergency lane will need to be formed. Using the position data P, a kind of rough localization takes place, whereby selected features of the surroundings (landmarks) are captured by camera 3 to achieve a very precise, especially lane-specific, localization on a digital map. The evaluation and control unit 2 then requests historical data from backend 10 for the currently driven road segment. Backend 10 then transmits at least an average speed V. S on this section of the route for the event of a traffic jam. In the evaluation and control unit 2, the vehicle's own speed V is then compared to the average speed V. SThe comparison takes into account a tolerance interval ΔV. For this purpose, for example, an integral over time between t1 and t0 is calculated, whereby a traffic jam is assumed if the value is less than a threshold S2. |∫t0t1V−(Vs+ΔV)dt| <S2

[0021] If, however, the deviation is greater than S2, no statement about congestion can be made based on the historical data.

[0022] If, however, the deviation was smaller than the threshold S2, the trajectory T2 is additionally requested from backend 10, or backend 10 has already calculated the trajectory T2 with the average speed V. S transmitted.

[0023] It should be noted that even if the deviation is greater than the second threshold S2, the formation of an emergency lane can still be detected if the evaluation and control unit 2 receives traffic jam information from another external source (e.g. another vehicle, infrastructure or the backend 10).

[0024] It may now be provided that the driver is informed visually and / or audibly about the formation of an emergency lane, which is done via input / output unit 4. It may also be provided that the driver must confirm the assisted or automated formation of an emergency lane via input / output unit 4.

[0025] Furthermore, the evaluation and control unit 2 uses the position data to determine the traffic regulations applicable to the current road segment, namely whether a lane marking may be automatically crossed or not. This step can be performed beforehand.

[0026] Assuming there are no legal restrictions, the evaluation and control unit 2 can calculate a trajectory T3, T4, by means of which the motor vehicle 50 is guided onto the trajectory T2 (see Fig. 4) This data is then transferred to the steering system 5 and the motor vehicle 50 is assisted or automatically steered onto trajectory T2 and subsequently kept on it.

[0027] If, however, there is a legal restriction regarding crossing the lane marking FBM, trajectories T3 and T4 are also calculated, and trajectory T3 is followed either assisted or automatically. Furthermore, the driver receives information that they must follow trajectory T4 manually. Trajectory T4 and the request for manual steering input can be displayed graphically on the input / output unit 4, for example. After the driver has manually followed trajectory T4, trajectory T2 can then be followed either assisted or automatically. Preferably, counter-torques typically present in the steering system 5 when crossing the lane marking can be deactivated, and even supporting torques can be provided. Reference symbol list 1 Device 2 Evaluation and control unit 3 cameras 4 Input and output unit 5 Steering system 6 Actuators 10 Backend 50 motor vehicles FB1-FB4 Lane FBM Road Marking S1, S2 threshold T1-T4 trajectory V Own speed V S average speed

Claims

[1] Device (1) for supporting the formation of an emergency lane, comprising at least one evaluation and control unit (2), wherein the evaluation and control unit (2) is configured to provide control data for a steering system (5) in order to assist or automate at least part of a trajectory of an emergency lane, wherein the device (1) is configured to obtain historical data of other vehicles on the currently driven section of road, wherein a decision is made on the basis of the historical data as to whether an emergency lane needs to be formed, characterized by , that the trajectory of the emergency lane is determined based on historical data, whereby the historical data includes at least an average speed (V) S) include, wherein the evaluation and control unit (2) is designed in such a way that the formation of an emergency lane is decided on the basis of the actual speed (V) and the deviation of the actual speed (V) from the historical data. [2] Device according to claim 1, characterized by that the historical data at least partially show the trajectory (T2) of the emergency lane. [3] Device according to any of the preceding claims, characterized by , that the evaluation and control unit (2) is designed in such a way that, based on the regulations applicable to the current road section, the trajectory (T3, T4, T2) is followed fully or partially assisted or automated. [4] Device according to any of the preceding claims, characterized by , that the device (1) is designed such that user confirmation is requested for the assisted or automated departure of the trajectory (T3, T4, T2). [5] Device according to any of the preceding claims, characterized by that the device (1) has at least one camera (3), wherein the evaluation and control unit (2) is designed to locate itself on a digital map using selected image data. [6] Method for supporting the formation of an emergency lane for a motor vehicle (50), by means of an evaluation and control unit (2) which provides control data for a steering system (5) in order to assist or automate at least part of a trajectory of an emergency lane, wherein the evaluation and control unit (2) receives historical data of other vehicles on the currently driven section of road, wherein a decision is made on the basis of the historical data as to whether an emergency lane needs to be formed, characterized by , that the trajectory is determined based on the historical data, where the historical data includes at least an average speed (V)S ) include, whereby the formation of an emergency lane is decided based on the vehicle's own speed (V) and the deviation of the vehicle's own speed (V) from historical data. [7] Method according to claim 6, characterized by that the historical data at least partially show the trajectory (T2) of the emergency lane. [8] Method according to one of claims 6 or 7, characterized by , that, based on the regulations applicable to the current section of road, the trajectory (T3, T4, T2) will be driven fully or partially assisted or automated.

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