Devices and methods for the automated movement of a motor vehicle

Abstract

A device for automated driving of a motor vehicle (1), designed to: - to record travel information (Inf_T1) about a first trajectory (T1), wherein the trajectory (T1) is manually driven by a driver; - to obtain boundary information (Inf_H1, Inf_H2), in particular by means of an environmental sensor system of the motor vehicle (1), about a passage, wherein the passage limits a path of the motor vehicle (1) by an obstacle (H1) on a first side of the motor vehicle (1) and by an obstacle (H2) on a second side of the motor vehicle (1); - to receive error information (FInf_Inf_T1) via the travel information (Inf_T1); - to determine a movement plan (P_T2) via a second trajectory (T2) to be driven automatically on the basis of the travel information (Inf_T1), the limitation information (Inf_H1, Inf_H2) and a safety distance determined based on the error information (FInf_Inf_T1).

Description

[0001] The present disclosure relates to devices and methods for automated driving of a motor vehicle, wherein a trajectory is determined on the basis of a trajectory already driven and on the basis of obstacles.

[0002] In automated driving, it must be ensured that the environment surrounding a vehicle, especially an automated motor vehicle, is free of obstacles. If the vehicle is to pass through a passage, it must not collide with obstacles in the passage. A further danger to the vehicle and its passengers arises from obstacles that were not present at the time the vehicle's sensors were measuring and therefore could not be detected. Under these conditions, a vehicle should be able to drive and be driven safely in an automated manner. Improvements in these areas are desirable.

[0003] DE 10 2017 002 731 A1 discloses a parking assistance system configured to carry out a method for operating a motor vehicle. In the method, the motor vehicle is manually guided along a first trajectory during a first parking process, which is recorded. A second trajectory is then created by adapting the first trajectory to environmental data recorded during the first parking process, in particular to obstacles and / or obstacle-free areas determined from the recorded environmental data.

[0004] Furthermore, DE 10 2010 030 208 A1 discloses a device for executing a method for assisting a driver of a motor vehicle during a driving maneuver using a driver assistance system. In the method, steering adjustments and, if necessary, longitudinal guidance are automatically performed by the driver assistance system. The driver assistance system provides standard maneuvers that are executed in the event of a possible collision with an object during the execution of a driving maneuver planned by the driver assistance system or upon request by the driver.

[0005] Furthermore, DE 10 2018 114 497 A1 discloses a driving assistance system configured to execute a method for fully or semi-autonomously traveling along a reference trajectory with a vehicle. In the method, upon detection of an obstacle in the area of the reference trajectory by at least one sensor, an avoidance trajectory is initiated. A previously traveled waypoint opposite to the vehicle's previous direction of travel is selected as the starting point of the avoidance trajectory. The vehicle is driven back to the starting point of the avoidance trajectory opposite to the vehicle's previous direction of travel and then along the avoidance trajectory in the original direction of travel past the obstacle onto the reference trajectory.

[0006] In addition, DE 10 2007 027 438 A1 discloses a method for controlling a parking assistance system for vehicles that are parked, in particular, laterally parallel to an obstacle on one or both sides in the direction of travel. Sensor data relating to distances to obstacles in the area of a parking space and the vehicle's own speed and / or steering position data are evaluated. The parking assistance system is controlled using the evaluated sensor data. Furthermore, upon automatic, semi-automatic, or driver-initiated detection of a parking space whose optimal parking position lies outside a central parking position in the parking space, an automatic, semi-automatic, or driver-initiated correction to a laterally offset parking position is performed.

[0007] One task is to improve the automated driving of a vehicle, in particular a motor vehicle.

[0008] This object is achieved by the disclosed technology, which is defined by the subject matter of the independent claims. The dependent claims relate to corresponding developments. Various aspects and embodiments of these aspects are disclosed below, providing additional features and advantages.

[0009] Some embodiments solve the specific problem of automatically reversing a motor vehicle from a parking space, e.g. a garage. In this case, a first trajectory is recorded during a non-automated entry into the parking space. This is done using the vehicle's odometry. When entering the parking space, the vehicle sensors also detect a passage which limits the roadway with an obstacle on each side of the vehicle and through which the driver manually steers along the first trajectory. Exiting the parking space is automated. For this purpose, a second trajectory of the vehicle is planned such that, knowing the uncertainties that arose when the vehicle odometry detected the first trajectory, the first trajectory is followed in the opposite direction and at the same time ensuring that no collision with an obstacle in the passage occurs.

[0010] In other embodiments for solving this specific problem, an obstacle is first detected, and later, an initially undetected second obstacle is taken into account when planning the second trajectory. For this purpose, an already existing second trajectory is adapted. In particular, an initially planned safety distance from the first obstacle is undercut in order to maintain a sufficient distance from both obstacles.

[0011] Further aspects and embodiments of these aspects are disclosed below.

[0012] A first aspect concerns a device designed to: - to record travel information about a first trajectory, wherein the trajectory is manually driven by a driver; - to obtain boundary information, in particular by means of an environmental sensor system of the vehicle, about a passage, wherein the passage limits a path of the vehicle by an obstacle on a first side of the vehicle and by an obstacle on a second side of the vehicle; - to receive error information about the travel information; - to determine a movement plan via a second trajectory to be driven automatically on the basis of the travel information, the limitation information and a safety distance determined based on the error information.

[0013] The device can in particular be designed to be installed in a vehicle.

[0014] Automated driving refers to the automated movement of a vehicle. This may or may not involve passengers in the vehicle. In particular, the vehicle can move automatically when the driver is in the vehicle seat. Alternatively, the vehicle can move automatically when the driver is outside the vehicle. In particular, the vehicle can be partially remotely controlled or at least monitored by the driver or a third party.

[0015] In addition to motor vehicles, the device can also be used in other automated vehicles, particularly motorcycles, ships, aircraft, and / or drones. This can be done on land, water, and / or in the air.

[0016] The travel information includes information about the movement of the vehicle. The travel information may, in particular, include a position, a speed, and / or other position-based information.

[0017] The position-based information includes all information based on a position of the vehicle, in particular that which can arise from temporal or spatial derivation, such as speed, acceleration, jerk or corresponding gradient-based information.

[0018] The travel information can be measured, in particular, by sensors inside or outside the vehicle. For example, the travel information can be information provided by a GPS.

[0019] A trajectory comprises in particular individual position points on a route section that has been traveled or is to be traveled.

[0020] The boundary information may, in particular, include a distance of the vehicle from the passage. Additionally or alternatively, the boundary information may include information about a part of the passage, for example, about a first obstacle on the first side of the vehicle.

[0021] An environmental sensor system can, in particular, be a sensor system of the vehicle, for example, an odometry. Additionally or alternatively, an environmental sensor system can include an external sensor system, for example, a sensor system that includes an approaching vehicle and is arranged at the passage.

[0022] The trajectory information may be subject to uncertainty. This means that the trajectory information does not provide an exact representation of the first trajectory. Rather, the trajectory information only includes one or more errors. This can be due, in particular, to the sensors used to record the first trajectory.

[0023] The error(s) can in particular be described by one or more statistical variables. For example, the travel information can describe the path of the first trajectory using a mean value and a variance. Additionally or alternatively, the travel information can map the first trajectory using a variance and / or a higher central moment. The error information can be determined by the device or provided to the device by a third party. Error information can also consist of the decision or specification to interpret the received travel information as being subject to uncertainty. This can occur in particular when the error in the travel information, e.g. the error in an odometry, is already known. Alternatively, this can also occur when the error in the travel information is not precisely known, but it is known that an error exists.

[0024] In particular, error information may also include the part of a second trajectory that has already been driven.

[0025] For example, error information can relate to the accuracy with which a sensor detects information, particularly about the passage. Additionally or alternatively, error information can relate to the passage itself. If an obstacle to the passage consists of a plant (e.g., a hedge or a tree), other error information can be derived from this. This is because the plant does not occupy a fixed, static location.

[0026] A distance to an obstacle, in particular a safety distance, can be based on the error information.

[0027] An embodiment of the first aspect relates to a device, wherein the movement planning is carried out on the basis of a detected distance to the first obstacle and / or to the second obstacle, in particular centrally through the passage.

[0028] In particular, recording the first trajectory through the passage may include a distance to the first obstacle. Additionally or alternatively, recording the first trajectory may also include the second obstacle or recording a distance to the second obstacle.

[0029] Additionally or alternatively, the first and / or second obstacles can be detected separately. Detection can be performed, in particular, by the vehicle. Additionally or alternatively, one or more obstacles can also be detected by a third party, and the information can be provided to the vehicle.

[0030] In particular, a distance of the vehicle from a first obstacle and / or a second obstacle specified by the motion planning may be less than a specified safety distance that a vehicle is supposed to maintain from an obstacle. This may be the case, in particular, if the two obstacles are so close to each other, i.e., the passage is so narrow, that the vehicle cannot maintain the safety distances to both obstacles simultaneously.

[0031] In particular, the motion planning system can plan the second trajectory so that it runs midway between the two obstacles. This allows the vehicle to drive between both obstacles while maintaining the same distance from both obstacles.

[0032] An embodiment of the first aspect relates to a device, wherein the first trajectory corresponds to a forward travel and the second trajectory to a reverse travel, or vice versa.

[0033] For example, the first trajectory may involve the vehicle entering a parking space. The second trajectory may accordingly involve the vehicle's automated exit from the parking space. For this, a motor vehicle would have to switch to the respective other driving mode. If the entry occurred in forward gear, the exit can occur in reverse gear.

[0034] According to an embodiment of the first aspect, the path of the first trajectory may substantially correspond to the path of the second trajectory specified by the motion planning.

[0035] For example, the paths of the two trajectories may be the same if the first trajectory concerns an entrance to a parking space and the second trajectory concerns an exit from the parking space.

[0036] Alternatively, the second trajectory may involve a repeated traversal of the first trajectory in the same direction. A difference between the first trajectory and the second trajectory may arise, in particular, due to a measurement error in the acquisition of the first trajectory.

[0037] Additionally or alternatively, a difference may arise between the two trajectories based on the motion planning. This is especially true because the second trajectory is based on the first obstacle and / or the second obstacle, and certain safety distances may need to be maintained.

[0038] An embodiment of the first aspect relates to a device, wherein the device is configured to receive boundary information only after the termination of the first trajectory.

[0039] For example, the boundary information may only be obtained through a clearance check during an automated journey. In this case, it can be determined that the planned automated journey needs to be replanned as a second trajectory so that the passage can be passed without a collision.

[0040] An embodiment of the first aspect relates to a device, wherein a distance initially planned within the scope of movement planning and / or a predetermined safety distance to the first obstacle is changed, in particular reduced.

[0041] In particular, a change in the distance to the first obstacle can be specified, in particular by the driver of the vehicle.

[0042] This can happen, for example, if the motion planning system suggests a second trajectory to the driver. The distance to the first obstacle may be too close for the driver. The driver can then manually increase this distance so that the second trajectory leads along the obstacle at a greater distance.

[0043] If a safety distance to the passage is exceeded, this may be due to the information that the vehicle has already "passed" through the passage on the first trajectory. Normally required safety distances may then be exceeded.

[0044] An embodiment of the first aspect relates to a device wherein a change in the distance to the first obstacle is based on the boundary information of the second obstacle.

[0045] In particular, an initially planned distance may include a safety distance. However, this safety distance may result in the vehicle being unable to maintain a required distance (e.g., a safety distance) from a second obstacle.

[0046] This can be particularly true if the second obstacle was not initially detected. For example, the second obstacle may only be discovered while driving on the second trajectory.

[0047] Accordingly, by adjusting the second trajectory, a smaller distance to the first obstacle can be maintained and thus, at the same time, a predetermined or necessary distance to the second obstacle can be realized.

[0048] An embodiment of the first aspect relates to a device, wherein the motion planning is based on a distance between the first obstacle and the second obstacle.

[0049] In particular, the movement planning may depend on a distance between the first obstacle and the second obstacle if the specified distances to be maintained between the vehicle and at least one of the obstacles (e.g. safety distances) cannot be maintained.

[0050] In particular, motion planning can be based on a weighting of both distances. For example, a weighting can be performed such that the driver's distance to an obstacle is smaller than the passenger's distance to a (different) obstacle.

[0051] Additionally or alternatively, the motion planning can include a speed for driving along the second trajectory based on the distance between the first obstacle and the second obstacle. The closer the distance between the two obstacles, the slower the vehicle can be steered through the narrow passage, for example.

[0052] An embodiment of the first aspect relates to a device configured to carry out the movement planning in such a way that a smaller distance to an obstacle of the passage is maintained on a driver's side of the vehicle than on a passenger side, or vice versa.

[0053] This can be done in particular by weighting the distances to the obstacles in the passage when these are processed in the movement planning.

[0054] In particular, a shorter distance to an obstacle can be planned on the driver's side, so that a driver in the vehicle does not have to worry about the vehicle colliding with the second obstacle on the passenger side, which is more difficult for the driver to see, during automated driving.

[0055] Such weighting can be used particularly when specified safety distances to the first and / or second obstacle cannot be maintained because the distance between the two obstacles is too small. The second trajectory can then be planned so that the vehicle passes through the two obstacles according to the specified distance ratio.

[0056] For example, such a ratio can be 1 / 2, so that the vehicle maintains a distance of 1 / 3 of the distance between the obstacles from the first obstacle and 2 / 3 of this total distance from the second obstacle. The distance to the obstacle is calculated, for example, from the vehicle's center point.

[0057] Alternatively, a vehicle can be steered along the second trajectory through the middle between both obstacles.

[0058] An embodiment of the first aspect relates to a device, wherein the second trajectory is based at least in sections on a predetermined distance from the first obstacle and / or the second obstacle.

[0059] For example, the driver can specify a distance of 30 cm to be maintained from H1. In particular, a required safety distance to the first obstacle, which is, for example, 1 m, may be undercut. In the case of a specification by the driver, the planned safety distance can be overridden or overwritten by the new specification.

[0060] Additionally or alternatively, the specified distance to an obstacle may be greater than a distance to the obstacle determined on the basis of the first trajectory.

[0061] An embodiment according to the first aspect relates to a device, wherein the recording of the travel information takes place on the basis of a manual activation, in particular by a driver of the vehicle.

[0062] For example, a driver may initiate the recording of the first trajectory, particularly because they know they are about to park their vehicle at a parking space and want the vehicle to automatically leave the parking space later, particularly via the same route they used to arrive. Manual activation can be achieved, in particular, with a key and / or a switch in the cockpit.

[0063] An embodiment according to the first aspect relates to a device, wherein the recording of the travel information takes place automatically, in particular on the basis of the limitation information, and / or on the basis of signaling.

[0064] In particular, travel information can be stored continuously so that the vehicle already has the travel information about the first trajectory when it is parked.

[0065] Signaling may, in particular, comprise electromagnetic signaling, for example, through a corresponding pulse or wirelessly transmitted information. Additionally or alternatively, signaling may involve a marking, in particular a road marking.

[0066] An embodiment of the first aspect relates to a device configured to: - first carry out the movement planning based on the first obstacle; and - then carry out the movement planning based on the second obstacle, in particular adapting it.

[0067] The second obstacle can in particular be a movable obstacle, for example a garbage can.

[0068] In particular, the second obstacle in the passage may not have been detected by the vehicle's sensors while traveling along the first trajectory. This may be due, for example, to the fact that the second obstacle was outside the detection range of the sensors and could not be observed by them or could only be observed with too much uncertainty. This may be the case, in particular, in the next embodiment.

[0069] The second obstacle information can be detected, in particular, via the vehicle's sensors. Additionally or alternatively, the second obstacle information can be transmitted, at least in part, to the vehicle via communication. This can be the case, for example, if the information about the passage was detected by a sensor external to the vehicle.

[0070] An embodiment of the first aspect relates to a device, wherein the movement planning is carried out on the basis of a free space control, in particular successively.

[0071] The clearance control can be carried out in particular in parallel with the implementation of the movement planning by the vehicle, i.e. when driving on the second trajectory.

[0072] Additionally or alternatively, clearance planning can be performed as part of the motion planning. For example, if the motion planning is performed successively, i.e., section by section for different sections of the second trajectory, then a clearance check can be performed after a section has been completed, and based on this clearance check, the motion planning for the next section of the second trajectory can then be performed.

[0073] In particular, the lane boundary can be detected on the first trajectory and / or on the second trajectory. This is particularly advantageous if the lane boundary is crossed by the second trajectory at a different radius of curvature than in the first trajectory. If the boundary information is recorded again on the second trajectory, previously unreceived information about the lane boundary can be obtained, particularly if the lane boundary has changed in the meantime. For example, an entrance gate through which the vehicle drove on the first trajectory may be closed or at least less open during automatic driving on the second trajectory. This information can be incorporated into the planning of the second trajectory.

[0074] In one embodiment, the boundary information can be obtained only when starting from the end position of the first trajectory or while executing the second trajectory. The remaining second trajectory or a new second trajectory can then be planned based on the boundary information.

[0075] An embodiment of the first aspect relates to a device, wherein the movement planning comprises a specification of a speed and / or acceleration of the vehicle.

[0076] For example, a speed can be specified based on the vehicle's distance to the first obstacle and / or the second obstacle on the second trajectory. If one of the distances falls below a specified safety distance, the specified speed is reduced. In extreme cases, the vehicle is stopped, especially until appropriate replanning has been carried out.

[0077] An embodiment of the first aspect relates to a device configured to change a second trajectory already at least partially traveled on the basis of a movement plan by driving in the opposite direction of travel such that a newly planned second trajectory can be reached.

[0078] If the vehicle is driven forward on the second trajectory, then travel in the opposite direction is considered reverse travel. If the vehicle is driven backward on the second trajectory, then travel in the opposite direction is considered forward travel.

[0079] This may be particularly necessary if a second obstacle is detected while driving on the second trajectory. In this case, it may not be possible to switch from the already planned second trajectory to a new second trajectory that adequately takes the second obstacle into account by maintaining the current driving mode (forward or reverse).

[0080] To switch to the new second trajectory, the vehicle must first switch to the other driving mode. In particular, this allows the second trajectory to be at least partially retraced in order to reach a location from which the new second trajectory can be reached.

[0081] A second aspect concerns a device adapted to: - to record travel information about a first trajectory along a roadway; - to obtain boundary information about a road boundary; - to determine a movement plan via a second trajectory to be driven automatically on the basis of the travel information and the boundary information; wherein the movement planning is based on a selection decision to maintain or not maintain a specified safety distance from the roadway boundary and in particular to maintain a driving parameter specified by the driver or to replace it with another parameter, and wherein the selection decision is based on an operating action of the driver, in particular an actuation of a brake.

[0082] In particular, a roadway can be a road. In general, a roadway can be defined solely by the trajectory, resulting in a roadway along the first trajectory traveled.

[0083] In particular, a specified safety distance can be exceeded or undershot. In this case, the motion planning can initially specify a second trajectory. This motion planning can be modified based on a selection decision. For example, the selection decision can specify a modified, second trajectory that falls below a specified safety distance.

[0084] The selection decision can be made by the driver, e.g. by entering in a graphical user interface that a safety distance to a lane boundary may be undercut.

[0085] The selection decision can also be predetermined by the system. For example, a clearance check can determine that the vehicle will pass a second obstacle, such as a parked vehicle, while following an initially planned second trajectory past the first obstacle. Based on this new information, the vehicle can make a selection decision to reduce the safety distance from the first obstacle by following a newly planned second trajectory.

[0086] An operator action can occur, in particular, during automated driving on the second trajectory. For example, the driver can apply the brakes during automated driving on the second trajectory, perhaps because they are afraid of colliding with an obstacle. A graphical menu can then be called up. The driver can enter their preference, e.g., a greater safety distance, in this menu. A new, adjusted second trajectory can then be planned based on the entered information and then followed automatically.

[0087] An embodiment of the second aspect relates to a device, wherein the selection decision comprises at least partially falling below the predetermined safety distance, in particular such that the path of the second trajectory, in particular when passing the first obstacle, is approximately the same as the path of the first trajectory, in particular if the first trajectory has fallen below a safety distance to be maintained for a second trajectory to be driven automatically.

[0088] For example, when leaving a parking space into which the motor vehicle was previously manually driven along the first trajectory, the vehicle can continue to drive along the first trajectory as far as possible, even if this results in a safety distance being exceeded. This can occur, in particular, because the driver also exceeded this safety distance while driving along the first trajectory.

[0089] Additionally or alternatively, a minimum distance to the first obstacle can also be set, even if this means that a specified safety distance is not reached.

[0090] The selection decision can be made in particular before the start of the second trajectory, at the start of the second trajectory or while driving on the second trajectory.

[0091] An embodiment of the second aspect relates to a device, wherein the selection decision is made on the basis of at least one of the following information or functions: - the travel information; - the limitation information; - map information; - an object classification; - a clearance control.

[0092] An embodiment of the second aspect relates to a device configured to determine the second trajectory on the basis of the first trajectory and / or on the basis of the lane boundary if a safety distance is not maintained.

[0093] In a further embodiment of the second aspect, the movement planning can also be carried out on the basis of a second obstacle.

[0094] For example, a garbage can may be the second obstacle encountered after a passenger car enters a parking space along a first trajectory, parked on the path of the first trajectory or in its immediate vicinity. If the passenger car were to exit automatically along a second trajectory that is essentially the same as the path of the first trajectory, the vehicle would collide with the garbage can.

[0095] If the second obstacle information was not yet available at the start of motion planning, motion planning for the second trajectory is therefore performed based on the first obstacle, for example, a parking lot gate. Therefore, when executing the second trajectory, only the first obstacle is initially considered.

[0096] As soon as the vehicle's sensors detect the garbage can as a second obstacle during automated driving on the initially planned second trajectory as part of a clearance check, and it is determined that a collision with the garbage can is highly likely if the current motion planning is followed, the motion planning can be re-executed based on the first obstacle and the second obstacle. This can be done especially if it is determined that the garbage can poses a danger to the vehicle, for example, through a collision.

[0097] Depending on the information about the garbage can, especially its position, the movement planning can be adapted so that both the first obstacle and the second obstacle are avoided without collision.

[0098] An update of the movement planning based on the second obstacle can take place before or after bypassing the first obstacle.

[0099] A third aspect relates to a method comprising the following steps: - Recording movement information about a first trajectory of the vehicle, which is manually followed by a driver; - Obtaining environmental information, in particular by means of environmental sensors of the motor vehicle, about a passage, wherein the passage limits a path of the vehicle by a first obstacle on a first side of the vehicle and a second obstacle on a second side of the vehicle; - Determination of a movement plan via a second trajectory to be driven automatically based on the movement information and the environmental information.

[0100] Embodiments of the method can be configured analogously to the embodiments of the first aspect and / or the second aspect. In particular, methods of the third aspect can be used to operate the embodiments of the first aspect.

[0101] A fourth aspect relates to a method comprising the following steps: - Recording movement information about a first trajectory that is manually followed by a driver; - Obtaining environmental information, in particular by means of a sensor system of the vehicle, which comprises obstacle information about an obstacle on a first side of the vehicle; - Determining a movement plan via a second trajectory to be driven automatically on the basis of the movement information and the environmental information, wherein the movement planning is based on a selection decision as to whether to maintain a specified safety distance from the obstacle or not to maintain it, in particular to undercut it.

[0102] Embodiments of the method can be configured analogously to the embodiments of the first aspect and / or the second aspect. In particular, methods of the fourth aspect can be used to operate the embodiments of the second aspect.

[0103] A fifth aspect relates to information or a data set of a motion planning for a second trajectory to be executed by a vehicle. This information is generated in particular using a method according to the third aspect and / or the fourth aspect.

[0104] Further advantages and features will become apparent from the following embodiments, which refer to the figures. The figures do not show the embodiments to scale. The dimensions of the various features may be enlarged or reduced accordingly, particularly for the sake of clarity of the description. The following shows, partially schematically: Fig. 1a an exemplary driving maneuver; Fig. 1b an exemplary driving maneuver; Fig. 2a-2c each show a part of an exemplary driving maneuver; Fig. 3 an example driving maneuver.

[0105] In the following description, reference is made to the accompanying drawings, which form a part of the disclosure, and in which, by way of illustration, specific aspects in which the present disclosure may be understood are shown. In the following descriptions, identical reference numerals refer to identical or at least functionally or structurally similar features.

[0106] In general, a disclosure of a described method also applies to a corresponding device for carrying out or producing the method, or to a corresponding system comprising one or more devices, and vice versa. For example, if a specific method step is described, a corresponding device may include a feature for carrying out the described method step, even if this feature is not explicitly described or illustrated. On the other hand, if, for example, a specific device is described on the basis of functional units and / or structural features, a corresponding method may include a step that carries out the described functionality or with which a corresponding structure can be produced, even if such steps are not explicitly described or illustrated.Likewise, a system can be provided with corresponding device features or with features for performing a specific method step. Features of the various aspects and embodiments described above or below can be combined with one another, unless expressly stated otherwise.

[0107] Fig. 1a and Fig. 1b illustrate the sequence of an exemplary driving maneuver of a motor vehicle 1, which is controlled by a device for automated driving of a motor vehicle, which is located in the motor vehicle. Fig. 1a shows the approach of a motor vehicle 1 to an obstacle situation, whereby the function of the device for automated driving of a motor vehicle 1 is automatically activated.

[0108] The obstacle situation relates to a passageway comprising two obstacles H1 and H2, which are detected by the motor vehicle, and through which the device receives first obstacle information Inf_H1 and second obstacle information Inf_H2 about the two obstacles H1, H2 of the passageway. While the motor vehicle 1 is manually driving along the trajectory T1 between the two obstacles H1, H2 of the passageway, the device records travel information Inf_T1 about the first trajectory T1.

[0109] If the motor vehicle 1 is at position P, the device receives error information FInf_Inf_T1, which is based on the trajectory information Inf_T1. The error information FInf_Inf_T1 can, for example, describe the deviation of the trajectory information Inf_T1 from the actual trajectory T1. This deviation or error information FInf_Inf_T1 can, for example, originate from inherent error tolerances of the device's sensors and / or from the influence of the speed of the motor vehicle 1 on the accuracy of the data.

[0110] Fig. 1b shows the second part of the process of the device for automated driving of a motor vehicle 1, which carries out the step of determining a movement plan P_T2 over a second trajectory T2 to be driven automatically on the basis of the error information FInf_Inf_T1, the first obstacle information Inf_H1 and the second obstacle information Inf_H2.

[0111] The error information FInf_Inf_T1 can be incorporated into the motion planning P_T2 by, for example, preventing a collision with obstacle H1 in the passage while traveling the second trajectory T2. In this embodiment of the device, the motion planning P_T2 is performed after weighting the distance between a first obstacle H1 and a second obstacle H2 in the passage. As a result, the trajectory T2 to be traveled automatically is offset more in the direction of the second obstacle H2 in the passage.

[0112] Fig. 2a, Fig. 2b and Fig. 2c show an exemplary situation for a further embodiment of the device for automated driving of a motor vehicle 1. In Fig. Figure 2a shows an obstacle situation that initially includes only one obstacle H1. As motor vehicle 1 approaches obstacle H1, the acquisition of all relevant information can be activated automatically or mechanically by the user of motor vehicle 1.

[0113] In a first step, the device records travel information Inf_T1 about a first trajectory T1, whereupon it receives error information FInf_Inf_T1 based on the travel information Inf_T1. Fig. 2b, the motor vehicle 1 is located at position P and the device receives first obstacle information Inf_H1 about a first obstacle H1.

[0114] During the time that the motor vehicle 1 is at position P, a second obstacle H2 appears, whereupon the device receives a second obstacle information Inf_H2 about the second obstacle H2, which is Fig. 2c. Furthermore, a motion plan P_T2 is determined via a second trajectory T2 to be driven automatically based on the error information FInf_Inf_T1, the first obstacle information Inf_H1, and the second obstacle information Inf_H2.

[0115] In this embodiment, the device is configured to determine a movement plan P_T2 that maintains a greater distance to the obstacle H2 on the driver's side than to the obstacle H1 on the passenger side.

[0116] Fig. Figure 3 shows a movement sequence of a vehicle according to an embodiment of the present invention. A driver initially drives the vehicle along a first trajectory T1 to a parking position P. In doing so, the driver steers the vehicle close to a first obstacle H1. The vehicle then automatically exits the parking position P.

[0117] For this purpose, a second trajectory T2 is planned using a device or method described here. The motion planning is initially based on the information about the first trajectory T1 and the information about the obstacle H1 that the driver passed when entering the parking position P. Trajectory T2 is initially planned on this basis.

[0118] The vehicle then begins to leave the parking position along trajectory T2. In doing so, the vehicle detects obstacle H2. This obstacle was not initially detected by the vehicle. One reason for this may be that the obstacle only reached its current position after the first trajectory T1 was completed. For example, obstacle H2 could be a garbage can or a parked vehicle. Another reason may be that the obstacle could not be detected by the vehicle's sensors when the first trajectory was completed because it was too far away from the vehicle.

[0119] While driving on the second trajectory T2, the vehicle detects obstacle H2 as part of a clearance check. It is determined that the vehicle would collide with obstacle H2 if the second trajectory T2 were to continue as planned. The second trajectory is then replanned.

[0120] The result of the replanning is an adjusted second trajectory T2*. This trajectory is planned to run through the center of the two obstacles H1 and H2, while remaining below a specified safety distance to the first obstacle. Alternatively, the second trajectory T2* can be planned to run closer to one obstacle than the other. This can be done based on driver preferences or a specified distance ratio.

[0121] As in the Fig. As can be seen in Figure 3, the newly planned trajectory T2* begins at the exit of parking position P. This means that the vehicle must drive back to the beginning of the second trajectory T2*. This is because reaching the adjusted second trajectory T2* from the current position on the (old) second trajectory T2 using the previous driving mode (forward or reverse) is not possible.

[0122] Alternatively, while driving along an initially planned second trajectory, a selection decision can be made to maintain or not maintain a specified safety distance from the lane boundary H1 and, in particular, to maintain a driving parameter specified by the driver, e.g., a distance to the first obstacle, or to replace it with another parameter, e.g., a safety distance. List of reference symbols 1 vehicle FInf_Inf_H1 Error information about the first obstacle H1 first obstacle, part of a passage H2 second obstacle, part of a passage Inf_H1 Information about the first obstacle Inf_H2 Information about the second obstacle Inf_T1 Motion information about first trajectory Inf_T2 Motion information about second trajectory P Parking position, parking space T1 first trajectory T2 second trajectory T2* adjusted second trajectory P_T2 motion planning via T2 or T2*

Claims

[1] A device for the automated driving of a motor vehicle (1), designed to: - to record travel information (Inf_T1) about a first trajectory (T1), wherein the trajectory (T1) is manually driven by a driver; - to obtain boundary information (Inf_H1, Inf_H2), in particular by means of an environmental sensor system of the motor vehicle (1), about a passage, wherein the passage limits a path of the motor vehicle (1) by an obstacle (H1) on a first side of the motor vehicle (1) and by an obstacle (H2) on a second side of the motor vehicle (1); - to receive error information (FInf_Inf_T1) via the travel information (Inf_T1); - to determine a movement plan (P_T2) via a second trajectory (T2) to be driven automatically on the basis of the travel information (Inf_T1), the limitation information (Inf_H1, Inf_H2) and a safety distance determined based on the error information (FInf_Inf_T1). [2] The device according to the preceding claim, wherein the movement planning (P_T2) is carried out on the basis of a detected distance to the first obstacle (H1) and / or to the second obstacle (H2), in particular centrally through the passage. [3] The device according to one of the preceding claims, wherein the first trajectory (T1) corresponds to a forward travel and the second trajectory (T2) to a reverse travel, or vice versa. [4] The device according to one of the preceding claims, wherein the device is configured to receive boundary information (Inf_H1, Inf_H2) only after the termination of the first trajectory. [5] The device according to one of the preceding claims, wherein a distance initially planned within the scope of the movement planning (P_T2) and / or a predetermined safety distance to the first obstacle (H1) is changed, in particular reduced. [6] The device according to one of the preceding claims, wherein a change in the distance to the first obstacle (H1) is based on the boundary information (Inf_H2) to the second obstacle (H2). [7] The device according to any one of the preceding claims, wherein the movement planning (P_T2) is based on a distance between the first obstacle (H1) and the second obstacle (H2). [8] The device according to one of the preceding claims, configured to carry out the movement planning (P_T2) in such a way that a smaller distance to an obstacle (H1, H2) of the passage is maintained on a driver's side of the motor vehicle (1) than on a passenger side, or vice versa. [9] The device according to one of the preceding claims, wherein the second trajectory (T2) is based at least in sections on a predetermined distance to the first obstacle (H1) and / or to the second obstacle (H2). [10] The device according to any one of the preceding claims, arranged to: - first carry out the movement planning (P_T2) based on the first obstacle (H1); and - then carry out the movement planning (P_T2) on the basis of the second obstacle (H2), in particular adapting it. [11] The device according to one of the preceding claims, wherein the movement planning (P_T2) is carried out on the basis of a free space control, in particular successively. [12] The device according to one of the preceding claims, wherein the movement planning (P_T2) comprises a and / or acceleration of the motor vehicle (1). [13] The device according to one of the preceding claims, configured to change a second trajectory (T2) which has already been at least partially traveled on the basis of a movement planning (P_T2) by driving in the opposite direction of travel in such a way that a newly planned second trajectory (T2*) can be reached. [14] A device for the automated driving of a motor vehicle (1), designed to: - to record travel information (Inf_T1) about a first trajectory (T1) along a roadway; - to obtain boundary information (Inf_H1) about a lane boundary (H1); - to determine a motion plan (P_T2) via a second trajectory (T2) to be driven automatically on the basis of the travel information (Inf_T1) and the limitation information (Inf_H1); wherein the movement planning (P_T2) is based on a selection decision to maintain or not maintain a predetermined safety distance from the roadway boundary (H1) and in particular to maintain a driving parameter specified by the driver or to replace it with another parameter, and wherein the selection decision is based on an operating action of the driver, in particular an actuation of a brake. [15] The device according to the preceding claim, wherein the selection decision comprises at least partially falling below the predetermined safety distance, in particular such that the path of the second trajectory (T2), in particular when passing the first obstacle (H1), is approximately equal to the path of the first trajectory (T1), in particular if the first trajectory (T1) has fallen below a safety distance to be maintained for a second trajectory (T2) to be driven automatically. [16] The device according to one of the two preceding claims, wherein the selection decision is made on the basis of at least one of the following information or functions: - the travel information (Inf_T1); - the boundary information (Inf_H1); - map information; - an object classification; - a clearance control. [17] The device according to one of the preceding three claims, arranged to determine the second trajectory (T2) on the basis of the first trajectory (T1) and / or on the basis of the lane boundary (H1) if a safety distance is not maintained. [18] A method for automated driving of a motor vehicle (1), comprising the following steps: - recording movement information (Inf_T1) about a first trajectory (T1) of the motor vehicle (1), which is manually followed by a driver; - Obtaining environmental information (Inf_H1, Inf_H2), in particular by an environmental sensor system of the motor vehicle (1), about a passage, wherein the passage delimits a path of the motor vehicle (1) by a first obstacle (H1) on a first side of the vehicle and a second obstacle (H2) on a second side of the vehicle; - Receiving error information (FInf_Inf_T1) via the travel information (Inf_T1); - Determining a movement plan (P_T2) via a second trajectory (T2) to be driven automatically on the basis of the movement information (Inf_T1) and the environmental information (Inf_H1, Inf_H2) and a safety distance determined based on the error information (FInf_Inf_T1). [19] A method for automated driving of a motor vehicle (1), comprising the following steps: - Recording movement information (Inf_T1) about a first trajectory (T1) that is manually followed by a driver; - Obtaining environmental information, in particular by a sensor system of the motor vehicle (1), which comprises obstacle information (Inf_H1) about an obstacle (H1) on a first side of the vehicle; - Determining a movement plan (P_T2) via a second trajectory (T2) to be driven automatically on the basis of the movement information (Inf_T1) and the environmental information which comprises the obstacle information (Inf_H1), wherein the movement plan is based on a selection decision as to whether to maintain or not maintain a predetermined safety distance from the obstacle (H1), in particular to undercut it, and wherein the selection decision is made on the basis of an operating action of the driver, in particular an actuation of a brake.

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