Procedure for assisted lane changes onto a hard shoulder and motor vehicle

Abstract

Method for assisted lane changing of a motor vehicle (10) onto a hard shoulder (22), comprising the process steps: detecting a trailer (16) connected to the motor vehicle (10), determining a width of the trailer (16) connected to the motor vehicle (10), determining a hard shoulder (22) adjacent to the carriageway traveled on by the motor vehicle (10), and calculating a trajectory curve (24) for changing lanes onto the hard shoulder (22) based on the determined width of the trailer (16).

Description

[0001] The invention relates to a method for assisted lane changing of a motor vehicle onto a hard shoulder and to a motor vehicle having a control unit configured to carry out the method.

[0002] Modern vehicles feature a multitude of electronic systems designed to enhance driver safety. In situations where the driver is no longer able to properly perform their driving duties due to microsleep, a medical emergency, or distraction, such driving safety systems alert the driver to the current or impending dangerous situation. More complex driving safety systems, upon detecting a lack of or inadequate driver response, independently intervene in the vehicle's operation, for example, by initiating a braking or evasive maneuver, to reduce the severity of an accident or prevent an impending accident altogether.

[0003] An example of a system for partially or fully autonomous driving of a motor vehicle is described in DE 10 2016 221 581 A1. It describes how conventional systems perform emergency interventions in the vehicle's driving operation under the assumption that the vehicle components necessary for driving are always intact. Since this is often not the case in emergency situations, the system disclosed in the cited patent detects damaged vehicle components, such as a tire blowout, and initiates an adapted emergency intervention, taking into account the impact of the component damage on driving operation, such as the tire blowout.

[0004] Furthermore, driving safety systems for motor vehicles are known that permit lane changes provided the surrounding traffic permits it. Known driving safety systems generally only permit lane changes under very specific operating conditions of a motor vehicle, which are often not met. Monitoring rear traffic is particularly problematic for motor vehicles with trailers, as the trailer disrupts and obstructs the rear detection range of the vehicle's rear sensors (rear radars). There is therefore a need for an improved driving safety system that takes into account the diverse operating conditions of a motor vehicle and enables automatic and safe lane changes by the vehicle in a wider range of situations.

[0005] The invention is based on the object of meeting this need and providing a motor vehicle with a driving safety system which reduces the risk and severity of accidents for the driver.

[0006] The object of the invention is achieved by a motor vehicle and a method according to the independent patent claims. Preferred developments are the subject of the respective dependent claims.

[0007] A first aspect relates to a method for assisted lane changing of a motor vehicle onto a hard shoulder. A trailer connected to the motor vehicle is detected and the width of the trailer connected to the motor vehicle is determined.

[0008] Preferably, the width of the trailer is detected by a first environment sensor. The first environment sensor is configured, in particular, to detect the surroundings to the rear of the vehicle. Particularly preferably, the first environment sensor comprises ultrasound-based, radar-based, and / or camera-based sensors. Examples include PDC (park distance control) sensors, rear radars, rear cameras, and cameras installed on or in vehicle mirrors, each of which is configured to detect the width of the trailer, either individually or in any combination.

[0009] Additionally or alternatively, the width of the trailer is preferably determined using a user-controlled input. For example, a user-controlled input can be recorded via the driver information display, via a control point on the multifunction steering wheel, and / or via a wireless interface using a mobile device. This allows the driver of the motor vehicle to easily store and / or select the technical specifications of the respective individual trailer or trailer model in a memory unit of the motor vehicle.

[0010] Likewise preferably, the width of the trailer is determined additionally or alternatively by means of an interface between the trailer and the motor vehicle that is set up for data transmission. In order to control trailer electronics, such as trailer lighting, the trailer is usually connected to the motor vehicle via an electrical plug. The electronic connection of the trailer to the motor vehicle can, for example, advantageously be used for data transmission and to determine the width of the trailer. Information about the trailer model of the connected trailer is preferably determined from metadata. The dimensions associated with the trailer model, such as the length and / or width of the trailer, can then be determined by comparing the determined trailer model with a database stored in a memory unit of the motor vehicle.

[0011] Due to the multitude of different trailer designs on the market, it is advantageous to determine the width of each individual trailer. Furthermore, the width of the trailer can change (increase) depending on the loading condition, for example, if the load partially extends beyond the trailer's base area. The trailer's base area, for example, corresponds to an area spanned by a length vector and a width vector of the trailer.

[0012] In addition, according to the invention, a hard shoulder adjacent to the roadway traveled by the motor vehicle is determined. The hard shoulder is preferably determined using sensor and / or map data. Sensor data is preferably acquired using a second or a plurality of environmental sensors. The second or the plurality of environmental sensors are preferably configured to detect a front and / or side vehicle environment. Particularly preferably, the second or the plurality of environmental sensors comprise ultrasound-based, radar-based and / or camera-based sensors. Examples of these are PDC (park distance control) sensors, rear and / or front radars, rear and / or front cameras and cameras installed on or in vehicle mirrors, each of which is designed to determine the hard shoulder individually or in any combination.For example, the hard shoulder can be determined based on road characteristics such as dashed and solid lane or boundary lines on motorways, expressways or country roads.

[0013] The map data preferably includes information about the currently used roadway and the hard shoulder adjacent to the roadway. The map data is preferably provided via a GPS-enabled navigation system and / or via a Car2X communication system configured to communicate wirelessly with Car2X communication systems of other vehicles.

[0014] Furthermore, according to the invention, a trajectory curve for changing lanes onto the hard shoulder is calculated on the basis of the determined width of the trailer.

[0015] The invention is based on the insight that when a motor vehicle with a trailer changes lanes, a longer path along the hard shoulder is necessary compared to a lane change of a motor vehicle without a trailer. This is due to the fact that the trailer, which is connected to the motor vehicle via a freely rotating joint, reacts with a delay to the vehicle's steering behavior. The longer path is clearly dependent on the width of the trailer. Wider trailers require a greater length of additional path than narrower trailers to be completely removed from the roadway and guided completely onto the hard shoulder.To ensure that the vehicle-trailer combination can be fully guided onto the hard shoulder during a lane change, i.e., without the trailer remaining partially on the roadway or protruding into it, thus posing an accident risk, the invention takes the additional travel into account when calculating the trajectory. In other words, a target deceleration is calculated and taken into account accordingly when calculating the trajectory. A vehicle-trailer combination that has been guided onto the hard shoulder by changing lanes according to the calculated trajectory does not pose an increased accident risk for the flowing traffic on the roadway. This advantageously increases the safety of the vehicle driver.

[0016] In a preferred embodiment, it is provided that an emergency situation of the motor vehicle or an emergency situation of a driver of the motor vehicle is detected and an emergency lane change mode is activated to carry out a lane change onto the hard shoulder. The method steps of determining the hard shoulder and calculating the trajectory curve take place in the activated emergency lane change mode. This advantageously takes into account the fact that a hard shoulder, which is also known as a shoulder, emergency lane or breakdown lane, primarily serves the purpose of providing a safe parking location for the motor vehicle in the event of an emergency or accident. The emergency situation is preferably detected via one or more sensors, such as a tire pressure sensor or an interior sensor. Particularly preferably, the driver's condition is monitored at regular intervals.For example, the interior sensor comprises a camera, an eye tracker, and / or a measuring device for monitoring the driver's medical functions and conditions. Alternatively or additionally, one or more user interfaces can be provided to detect such emergency situations. An emergency situation refers to a condition of the driver and / or vehicle that regularly prevents continued safe operation of the vehicle. Examples of driver emergency situations include a medical emergency, microsleep, or driver distraction. When the emergency lane change mode is activated, the vehicle's hazard warning lights are also preferably activated. This can alert surrounding traffic to the emergency situation, thus reducing the risk and severity of an accident.

[0017] Preferably, the speed of the motor vehicle is reduced if an emergency situation involving the driver is detected. Particularly preferably, the speed of the motor vehicle is reduced by sudden braking. Such braking jerks are intended to reactivate the driver of the motor vehicle, for example, to awaken him from a momentary slumber or to redirect his attention from his distraction back to driving the motor vehicle. If it is detected that the driver's emergency situation has been resolved or averted by the braking jerks, the emergency lane change mode is preferably deactivated. In other words, the assisted lane change is then aborted and the (reactivated) driver continues normal driving.

[0018] Preferably, depending on the presence of initial lane change conditions, a lane change onto the hard shoulder is initiated according to the trajectory curve when the emergency lane change mode is or is activated. In other words, in a motor vehicle connected to a trailer, an intervention in the driving operation is made and a lane change onto the hard shoulder is carried out in order to reduce the risk or severity of an accident. For example, the emergency lane change mode can be provided as an emergency assist lane change mode that is designed to intervene in the driving operation of the motor vehicle and take over driving tasks from the driver. In other words, in the emergency assist lane change mode, the driver no longer has to (or can) perform essential driving tasks for driving the motor vehicle themselves.

[0019] In a further preferred embodiment, it is provided that a width of the hard shoulder is determined. Preferably, the trajectory is further calculated based on the detected width of the hard shoulder. Particularly preferably, the trajectory for changing lanes onto the hard shoulder is calculated if the determined width of the hard shoulder is greater than the determined width of the trailer. Likewise preferably, a lane change onto the hard shoulder takes place according to the calculated trajectory if the determined width of the hard shoulder is greater than the determined width of the trailer. Carrying out the lane change onto the hard shoulder preferably comprises actuating a drive train for braking and / or accelerating the motor vehicle and a steering system of the motor vehicle for lateral acceleration of the motor vehicle.Preferably, the emergency lane change mode is activated under the additional condition that the determined width of the hard shoulder is greater than the determined width of the trailer. This prevents a lane change onto a hard shoulder that, due to insufficient width, does not provide a safe parking location for the vehicle and trailer combination. Consequently, the safety of the vehicle driver is increased.

[0020] The width of the hard shoulder is preferably determined using sensor and / or map data. The sensor data is particularly preferably acquired by the second or the plurality of environmental sensors already described. The width of the hard shoulder is determined, for example, based on roadway characteristics, such as the distance between a solid lane line demarcating a lane from the hard shoulder and a guardrail or a lateral end of the road. A lateral end of the road can be determined, for example, based on a material transition from road surface to non-road surface. The map data preferably includes information on the width of the hard shoulder. The map data is preferably provided by the GPS-enabled navigation system or the Car2X communication system.

[0021] In a further preferred embodiment, the width of the trailer is determined by comparing it with the width of the motor vehicle. By comparing the width of the trailer with the width of the motor vehicle, an initial rough or preliminary estimate can be easily realized that is not computationally intensive. In other words, no specific width values ​​are recorded and compared; instead, for example, it is simply determined whether the width of the trailer is greater or smaller than the width of the motor vehicle. This can be determined, for example, based on the lateral overhang of the trailer relative to the motor vehicle.

[0022] The width of the trailer preferably corresponds to a predetermined maximum value if the width of the trailer is greater than the width of the motor vehicle. Otherwise, the width of the trailer corresponds to the width of the motor vehicle if the width of the trailer is less than or equal to the width of the motor vehicle. The maximum value can correspond to a maximum width permitted for driving on the roadway or an average width of a lane less a small tolerance, for example 20 cm. The width of the motor vehicle is preferably stored in a memory unit of the motor vehicle. Determining the width of the trailer in this way is straightforward and enables quick classification of the various widths of the individual trailers.A simple and quick detection of the corresponding width of the trailer is particularly advantageous in emergency situations, where saving even a fraction of a second in a control unit's decision-making process can prevent a serious accident.

[0023] In a further preferred embodiment, a position of the currently used lane and a position of the hard shoulder are determined, and the trajectory is calculated based on the positions of the lane and the hard shoulder. Particularly preferably, a relative or absolute position of the currently used lane to the hard shoulder is determined. The position of the currently used lane and the position of the hard shoulder are preferably determined using the second or the plurality of environmental sensors and / or the GPS-enabled navigation system. Likewise preferably, it is determined whether the hard shoulder is adjacent to the currently used lane. The emergency lane change mode is preferably activated under the condition that the lane is adjacent to the hard shoulder. This increases the safety of the driver of the motor vehicle because a lane change onto the hard shoulder only takes place from a lane adjacent to the hard shoulder.This has the advantage that the lane change does not have to be made via a lane occupied by other vehicles. Changing lanes with a vehicle towing a trailer into a lane occupied by other vehicles is difficult because the trailer prevents the vehicle's surrounding sensors from detecting the traffic behind it.

[0024] In a further preferred embodiment, object and / or obstacle detection of objects and / or obstacles on the hard shoulder is performed, and the trajectory is further calculated based on detected objects and / or obstacles on the hard shoulder. Detection is preferably performed using the second or the plurality of environmental sensors. By taking the objects and obstacles on the hard shoulder into account, unsafe lane changes can be avoided, which, due to the calculated trajectory, would lead to a collision of the motor vehicle with an object or obstacle. In this respect, driver safety can be increased.

[0025] In a further preferred embodiment, it is provided that a length of the trailer and a length of the motor vehicle are determined and the calculation of the trajectory is also carried out on the basis of the lengths of the trailer and the motor vehicle. The determination of the length of the trailer can be carried out analogously to the determination of the width of the trailer. A repetitive description is therefore omitted. The length of the motor vehicle can be stored in the memory unit of the motor vehicle. Knowing the length of the combination consisting of motor vehicle and trailer advantageously makes it possible to optimize the trajectory for changing lanes onto the hard shoulder. Longer trailers can, under certain circumstances, require a greater additional distance to be completely removed from the roadway and guided completely onto the hard shoulder than shorter trailers.In other words, the trajectory for changing lanes onto the hard shoulder is preferably further optimized such that a target deceleration based on the determined lengths of the trailer and the motor vehicle (length of the vehicle combination) is taken into account when calculating the trajectory. Particularly preferably, the length of an area of ​​the hard shoulder suitable for changing lanes is determined, and the trajectory is calculated based on the area suitable for changing lanes. This makes it possible to avoid parking locations that are unsafe due to individualization of the hard shoulder. Individualization of the hard shoulder occurs, for example, when the hard shoulder section ahead is interrupted. This can occur at an exit, a construction site, damage to the hard shoulder, and the like.

[0026] In a further preferred embodiment, it is provided that the detection of the trailer takes place by means of the first environment sensor, a user-controlled input and / or by means of the interface between the trailer and the motor vehicle set up for data transmission.

[0027] In a further preferred embodiment, it is provided that a lane change mode is activated for performing an assisted lane change of the motor vehicle if no trailer connected to the motor vehicle is detected (or the absence of a trailer connected to the motor vehicle is detected) and a speed of the motor vehicle exceeds a predetermined minimum speed (first speed). By activating the lane change mode under the conditions mentioned, an undesired lane change of the motor vehicle is avoided, which represents an increased accident risk for following traffic due to the motor vehicle being too low. Those skilled in the art are aware of numerous systems for detecting the speed of a motor vehicle and for transmitting corresponding measured values ​​to a control unit of the motor vehicle, so these will not be described in more detail.

[0028] Furthermore, the emergency lane change mode is preferably activated under the additional condition that the speed of the motor vehicle falls below a predetermined maximum speed (second speed). The predetermined maximum speed (second speed) can preferably be lower than the predetermined minimum speed (first speed). Activating the emergency lane change mode under additional conditions prevents an undesired lane change of the motor vehicle onto the hard shoulder from being initiated, which represents an increased risk and severity of accidents for people or other road users in the vehicle's vicinity, particularly on the hard shoulder, due to the motor vehicle's excessive speed.

[0029] According to this embodiment, assisted lane changing of the motor vehicle is possible under various operating conditions by activating the lane change or emergency lane change mode corresponding to the operating conditions. In each lane change mode, various trigger conditions are decisive for initiating the actual lane change. Thus, these lane change modes are optimally adapted to the various operating conditions. Preferably, in lane change mode, a lane change is initiated when one or more (at least one) second lane change conditions are met.

[0030] Preferably, a lane change is initiated depending on the presence of the second lane change conditions when the lane change mode is activated or is already activated. Particularly preferably, an input from the driver of the motor vehicle to perform a lane change is detected as a second lane change condition, and a lane change is initiated based on the detected input.

[0031] Preferably, the lane change mode is provided as a travel-assist lane change mode, which is configured to assume certain driving tasks from the driver. In other words, in the travel-assist lane change mode, the driver assumes the essential driving tasks for driving the motor vehicle. Preferably, an input for performing a lane change is made via the driver information display, via a control point on the multifunction steering wheel, and / or via a wireless interface using a mobile device.

[0032] Likewise, the lane change mode is preferably deactivated if a trailer connected to the motor vehicle is detected, and / or the emergency lane change mode is deactivated if no trailer connected to the motor vehicle is detected (the absence of a trailer is detected). Appropriate deactivation of the lane change mode and the emergency lane change mode prevents a lane change from being initiated based on the incorrect lane change mode, which represents an increased risk of an accident. In a particularly preferred embodiment, it is provided that the emergency lane change mode is also activated and / or remains activated if no trailer connected to the motor vehicle is detected in order to initiate a lane change of the motor vehicle.This enables the advantageous implementation of an emergency lane change assistant, which is designed to change the vehicle's lane onto the hard shoulder both with and without a trailer.

[0033] Preferably, a turn signal of the vehicle is activated when the lane change mode and / or the emergency lane change mode is activated or is activated and when the lane change is initiated. This can alert surrounding road users of the impending lane change to reduce the risk of an accident.

[0034] It is further preferably provided that the predetermined minimum speed is 90 km / h, preferably 75 km / h, particularly preferably 60 km / h. On motorways or expressways, recommended speeds or average speeds of road users of 100 to 130 km / h are not uncommon. At a minimum speed of 90 km / h, a corresponding difference in speeds between the motor vehicle and following vehicles is so small that causing an accident by an initiated lane change is unlikely. At 75 or 60 km / h, the differences in speeds are still so small that the reaction time of following traffic to avoid a collision is generally long enough that causing an accident by an initiated lane change is unlikely.

[0035] Additionally, it is preferably provided that the predetermined maximum speed is 50 km / h, preferably 40 km / h, particularly preferably 30 km / h. Thus, an emergency lane change can be carried out safely even with a trailer mounted on the vehicle. In particular, at a predetermined maximum speed of 30 km / h, the severity of an accident can be significantly reduced. Even lower predetermined maximum speeds such as 20, 15, or 10 km / h can also preferably be provided, which significantly reduce the severity and risk of an accident with a trailer mounted.

[0036] In a further preferred embodiment, it is provided that in the lane change mode, a lane change is initiated based on information about the vehicle's surroundings detected by the first and / or second environment sensor and / or the plurality of environment sensors. Preferably, in the lane change mode, a lane change is initiated when a detected vehicle's surroundings allow an accident-free lane change. Thus, a second lane change condition relates to the vehicle's surroundings, and the presence or absence of this second lane change condition is determined based on the data detected by the environment sensor(s).

[0037] The individual method steps of the method according to the invention are further preferably embodied as one or more processes that run on one or more processors in one or more electronic computing devices and are generated when executing one or more computer programs. The computing devices are preferably designed to cooperate with other components, in particular a control unit, in order to implement the functionalities described herein. Likewise, the control unit of the motor vehicle according to the invention is preferably embodied as a central (single-part) or as a decentralized (multi-part) component.

[0038] The instructions of the computer programs are also preferably stored in a memory, such as a RAM element. However, the computer programs can also be stored in a non-volatile storage medium, such as a CD-ROM, a flash memory, or the like.

[0039] It will also be apparent to a person skilled in the art that the functionalities of several computers (data processing devices) may be combined or combined in a single device or that the functionality of a particular data processing device may be distributed among a plurality of devices in order to carry out the steps of the method according to the invention without deviating from the method according to the invention.

[0040] A further aspect of the invention relates to a computer program comprising instructions which, when the program is executed by a computer, such as a control unit of a motor vehicle, cause the computer to carry out the method, in particular a method for assisted lane changing of a motor vehicle onto a hard shoulder.

[0041] A further aspect of the invention relates to a motor vehicle. The motor vehicle comprises a sensor and / or an interface, each designed to detect a trailer connected to the motor vehicle. The sensor is preferably the first environmental sensor described above. The motor vehicle further comprises a plurality of environmental sensors designed to detect a vehicle's surroundings. The plurality of environmental sensors can comprise the first and / or second environmental sensors described above. Additionally or alternatively, the plurality of environmental sensors can correspond to the plurality of environmental sensors described above. The motor vehicle further comprises a control unit configured to carry out the method described above.

[0042] The advantages achieved with the method can be achieved analogously with the motor vehicle. The disclosed feature combinations of the method are analogously transferable to the motor vehicle. A repeated description of the features and advantages is therefore omitted.

[0043] Further preferred embodiments result from the remaining features mentioned in the subclaims.

[0044] The various embodiments mentioned in this application can be advantageously combined with one another, unless otherwise stated in individual cases.

[0045] The invention is explained below in exemplary embodiments with reference to the accompanying drawings. They show: Fig. 1 a schematic representation of a method according to the invention according to a first embodiment, Fig. 2 a schematic representation of a method according to the invention according to a second embodiment, and Fig. 3 a schematic representation of a motor vehicle according to the invention according to an embodiment.

[0046] Fig. Figure 1 shows a schematic representation of a method according to the invention according to a first embodiment. The method is suitable for assisted lane changes of a motor vehicle 10 onto a hard shoulder 22. The method according to the invention increases the safety of a driver of the motor vehicle 10.

[0047] According to the first embodiment, it is first determined whether a trailer 16 is connected to the motor vehicle 10 (method step 50). According to method step 52 in Fig. 1, an emergency lane change mode for performing a lane change onto the hard shoulder 22 is deactivated or remains deactivated if no trailer 16 connected to the motor vehicle 10 is detected (No). If, however, a trailer 16 is detected (Yes), the emergency lane change mode is activated (method step 54). Since, in this exemplary embodiment, the emergency lane change mode is activated depending on a detected trailer 16, the emergency lane change mode is referred to below as the trailer emergency lane change mode.

[0048] In this exemplary embodiment, only the activation of the trailer emergency lane change mode makes it possible to initiate a lane change onto the hard shoulder 22. Since the determinations and calculations required to initiate a lane change only take place when the trailer emergency lane change mode is activated, computing and storage capacity are conserved. The lane change onto the hard shoulder 22 can, for example, be initiated directly after activation. Alternatively, the initiation of the lane change can be linked to the fulfillment of further conditions, which will be described in more detail below. In other embodiments, it can be provided that the emergency lane change mode is activated in method step 52 (instead of deactivated) and the method steps described below are carried out analogously in order to also be able to initiate a lane change onto the hard shoulder 22 in a motor vehicle 10 without a trailer 16.

[0049] When the trailer emergency lane change mode is activated, a method step 56 is executed in which it is checked whether a driver emergency situation detected by an interior sensor 14 has been detected. If this is not the case (No), this method step 56 is repeated until an emergency situation, such as a medical emergency, a momentary driver sleepiness, or simply a driver distraction, is detected by the interior sensor 14 (Yes). Only then is method step 58 executed.

[0050] In method step 58, using a plurality of environmental sensors 18, 18', it is determined whether a lane 20 on which the motor vehicle 10 is traveling is adjacent to a hard shoulder 22. If this is not the case (No), the method returns to method step 56. If it is detected that the motor vehicle 10 is traveling in a lane adjacent to the hard shoulder 22, method step 60 is performed.

[0051] In method step 60, it is determined whether a width of the hard shoulder 22 is greater than a width of the motor vehicle 10 or a width of the trailer 16. The width of the hard shoulder 22 is detected by the plurality of environmental sensors 18, 18' by calculating a distance between the solid lane line of the lane 20 and a guardrail enclosed by the hard shoulder 22. The width of the trailer 16 is detected by an environmental sensor 18' from the plurality of environmental sensors 18, 18', which is configured to scan the rear area of ​​the vehicle. The width of the motor vehicle 10 is stored in a memory of the control unit 12 of the motor vehicle 10. After comparing the widths of the motor vehicle 10 and the trailer 16, the respective larger width, including an additional tolerance range of 20 cm, is used as the total width of the motor vehicle 10 for comparison with the width of the hard shoulder 22.If the width of the hard shoulder 22 is smaller than the overall width of the motor vehicle 10, the method returns to method step 56. If the width of the hard shoulder 22 is greater than or equal to the overall width of the motor vehicle 10, i.e., if the hard shoulder 22 offers sufficient space for the motor vehicle 10 to change lanes safely, method step 62 occurs.

[0052] In method step 62, a trajectory curve 24 for changing lanes onto the hard shoulder 22 is calculated based on the position of the lane 20 and the position of the hard shoulder 22 detected by the plurality of environmental sensors 18, 18', the width of the hard shoulder 22, the overall width of the motor vehicle 10, the overall length of the combination comprising the motor vehicle 10 and trailer 16, and the speed of the motor vehicle 10. The trajectory curve 24 is optimized to take into account a target deceleration that takes into account any additional travel required by the trailer 16, and a steering angle relative to the hard shoulder 22 that allows for the quickest and safest possible lane change.

[0053] In method step 64, a lane change of the motor vehicle 10 is initiated according to the trajectory curve 24 onto the hard shoulder 22. For this purpose, the control unit 12 controls the drive train and steering of the motor vehicle 10 according to the calculated trajectory curve 24.

[0054] Consequently, according to the invention, drivers of motor vehicles 10 with trailers 16 who get into an emergency situation can also be protected from accidents or at least the severity of an accident can be reduced by the lane change to the hard shoulder initiated by the control unit 12 in the activated trailer emergency lane change mode.

[0055] Fig. Figure 2 shows a schematic representation of a method according to the invention according to a second embodiment. Compared to the embodiment of Fig. 1, the implementation described below differs essentially in that instead of a trailer emergency lane change mode, a lane change mode is now also described, whereby the two modes and their dependence on various conditions are described.

[0056] In a first method step 100, it is determined whether the motor vehicle 10 is connected to a trailer 16. The trailer 16 is detected, for example, via an environment sensor 18' from the plurality of environment sensors 18, 18', which is configured to scan the surroundings to the rear of the vehicle. If this is not the case (No), a decision is made in a second method step 102 as to whether a lane change mode should be activated or deactivated, or remain active.

[0057] For this purpose, a second method step 102 checks whether the speed of motor vehicle 10 exceeds a predetermined minimum speed of 90 km / h. If this is not the case (No), the lane change mode is deactivated in a third method step 104 or, if deactivated, remains deactivated. However, if the speed of motor vehicle 10 exceeds the minimum speed of 90 km / h (Yes), a fourth method step 106 follows, in which the lane change mode is activated.

[0058] In the activated lane change mode, a first method step 114 is performed in which it is checked whether the vehicle surroundings detected by the plurality of environmental sensors 18, 18' allow an accident-free lane change. For example, it is determined whether objects in lane 20 and in the lane into which the lane change is to take place - for example, on the hard shoulder 22 - that could pose an accident risk during a lane change are detected by the plurality of environmental sensors 18, 18'. If the check shows that an accident-free lane change is not possible (No), the first method step 114 in the activated lane change mode is generally repeated until an accident-free lane change is determined to be possible (Yes). In this case, a lane change is initiated in a second method step 116 of the activated lane change mode.

[0059] If, however, the first method step 100 results in the detection of a trailer 16 connected to the motor vehicle 10 (Yes), a decision is made in a fifth method step 108 as to whether a trailer emergency lane change mode should be activated or deactivated or remain.

[0060] In contrast to the implementation form according to Fig. 1 is implemented in accordance with Fig. 2, in the fifth method step 108, it is additionally checked whether the speed of the motor vehicle 10 falls below a predetermined maximum speed of 30 km / h. If this is not the case (No), the trailer emergency lane change mode is deactivated in a sixth method step 110 or, if deactivated, remains deactivated. If, however, this is the case (Yes), a seventh method step 112 follows, in which the trailer emergency lane change mode is activated.

[0061] Only the activation of lane change mode or trailer emergency lane change mode makes it possible to initiate a lane change. Since the determinations and calculations required to initiate a lane change are only performed when lane change mode or trailer emergency lane change mode is activated, computing and memory resources are conserved. For example, the lane change can be initiated immediately after the respective activation. Alternatively, the initiation of the lane change can be linked to the fulfillment of other conditions.

[0062] The procedure for the activated trailer emergency lane change mode in the second implementation is the same as the procedure for the activated trailer emergency lane change mode in the first implementation. Therefore, a repetitive description is omitted.

[0063] The additional activation conditions regarding the speeds of the described lane change modes enable safe assisted lane changes of motor vehicles 10 with or without trailer 16, thereby increasing the safety of the driver.

[0064] Fig. Figure 3 shows a schematic representation of a motor vehicle 10 according to the invention according to one embodiment. The motor vehicle 10 can reduce the severity and risk of accidents for the driver of the motor vehicle 10, thus increasing driver safety.

[0065] The motor vehicle 10 has a control unit 12 configured to carry out the method according to the invention. For this purpose, the motor vehicle 10 further comprises an interior sensor 14 connected to the control unit 12 for detecting an emergency situation of a driver of the motor vehicle 10. The interior sensor 14 comprises a camera and an eye tracker, with which the current state of the driver is monitored within short time intervals, for example, at time intervals of 100 ms. This means that if the driver is no longer able to properly control the motor vehicle 10, for example because they have encountered an emergency situation such as a medical emergency, have fallen asleep at the wheel, or are simply distracted, this information is detected by the interior sensor 14 and transmitted to the control unit 12.

[0066] The motor vehicle 10 also has a plurality of environmental sensors 18, 18' connected to the control unit 12 for detecting the vehicle's surroundings. The plurality of environmental sensors 18, 18' comprises a plurality of ultrasound-based, radar-based, and camera-based sensors arranged in the front and / or rear part of the motor vehicle 10. The front environmental sensors 18 are configured to monitor the vehicle's front surroundings and a front part of the vehicle's side surroundings, while the rear environmental sensors 18' are configured to monitor the vehicle's rear surroundings and a rear part of the vehicle's side surroundings. Using the plurality of environmental sensors 18, 18', the control unit 12 detects a lane 20 traveled by the motor vehicle 10, a hard shoulder 22 and its width, a width of the trailer 16, and whether the currently traveled lane 20 is adjacent to the hard shoulder 22.

[0067] The control unit 12 is further configured to calculate a trajectory curve 24 for safely changing lanes onto the hard shoulder 22 based on the position of the lane 20 and the position of the hard shoulder 22 detected by the plurality of environmental sensors 18, 18', the width of the hard shoulder 22, the overall width of the motor vehicle 10, the overall length of the combination comprising the motor vehicle 10 and trailer 16, and the speed of the motor vehicle 10. The trajectory curve 24 is optimized to take into account a target deceleration that takes into account any additional travel required by the trailer 16, and a steering angle relative to the hard shoulder 22 that allows for the quickest and safest possible lane change.The control unit 12 is also configured to determine the width of the hard shoulder 22 based on a distance, detected by the plurality of environmental sensors 18, 18', of a solid lane line for demarcating a lane from the hard shoulder 22 to a guardrail 26. Furthermore, the control unit 12 is configured to control the drive train and steering of the motor vehicle 10 according to the calculated trajectory curve 24 and to perform a safe lane change of the motor vehicle 10 with trailer 16 onto the hard shoulder 22.

[0068] Out of Fig. 3 further shows that the scanning of the rear vehicle surroundings by the surroundings sensors 18' may be impaired due to the trailer 16 connected to the motor vehicle 10, or, for example, due to the lack of a clear rearward field of vision. Therefore, it is difficult to guarantee, particularly in the case of a motor vehicle 10 towing a trailer, that an initiated lane change can be completed without an accident. For this reason, a lane change of the motor vehicle 10 in the activated trailer emergency lane change mode is only carried out by the control unit 12 from the lane adjacent to the hard shoulder 22 to the hard shoulder 22. In the example from Fig. 3 The currently used lane 20 corresponds to the lane adjacent to the hard shoulder 22.

[0069] Consequently, according to the invention, drivers of motor vehicles 10 with trailers 16 who get into an emergency situation can also be protected from accidents or at least the severity of an accident can be reduced by the lane change initiated by the control unit 12 in the trailer emergency lane change mode. List of reference symbols 10 motor vehicle 12 Control unit 14 Interior sensor 16 followers 18 Environment sensor 20 lanes 22 hard shoulders 24 trajectory curve 50 Detecting a trailer connected to the motor vehicle 52 Deactivating the (trailer) emergency lane change mode 54 Activating the (trailer) emergency lane change mode 56 Detecting an emergency situation of a driver or motor vehicle 58 Determine whether the currently used lane is adjacent to the hard shoulder 60 Determine whether the width of the hard shoulder is greater than the width of the trailer 62 Calculating a trajectory curve for changing lanes onto the hard shoulder 64 Performing a lane change according to the calculated lane 100 first procedural step 102 second procedural step 104 third procedural step 106 fourth procedural step 108 fifth procedural step 110 sixth procedural step 112 seventh procedural step 114 first procedural step in activated lane change mode 116 second process step in activated lane change mode QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 102016221581 A1

[0003]

Claims

[1] Method for assisted lane changing of a motor vehicle (10) onto a hard shoulder (22), comprising the method steps: Detecting a trailer (16) connected to the motor vehicle (10), determining a width of the trailer (16) connected to the motor vehicle (10), determining a hard shoulder (22) adjacent to the roadway travelled by the motor vehicle (10), and Calculating a trajectory curve (24) for changing lanes onto the hard shoulder (22) based on the determined width of the trailer (16). [2] The method of claim 1, further comprising: Detecting an emergency situation of a driver or the motor vehicle (10) and activating an emergency lane change mode to carry out a lane change onto the hard shoulder (22), wherein the method steps of determining the hard shoulder (22) and calculating the trajectory curve (24) are carried out in the activated emergency lane change mode. [3] Method according to claim 1 or 2, wherein a width of the hard shoulder (22) is determined and the calculation of the trajectory curve (24) for changing lanes onto the hard shoulder (22) and / or carrying out a lane change onto the hard shoulder (22) takes place according to the calculated trajectory curve (24), provided that the determined width of the hard shoulder (22) is greater than the determined width of the trailer (16). [4] Method according to claim 3, wherein the width of the trailer (16) is determined by comparison with a width of the motor vehicle (10). [5] Method according to claim 4, wherein the width of the trailer (16) corresponds to a predetermined maximum value if the width of the trailer (16) is greater than the width of the motor vehicle (10), or corresponds to the width of the motor vehicle (10) if the width of the trailer (16) is less than or equal to the width of the motor vehicle (10). [6] Method according to one of the preceding claims, wherein a position of the currently traveled lane (20) and a position of the hard shoulder (22) are further determined and the trajectory curve (24) is further calculated on the basis of the positions of the lane (20) and the hard shoulder (22). [7] Method according to one of the preceding claims, further comprising carrying out an object and / or obstacle detection on the hard shoulder (22), wherein the calculation of the trajectory curve (24) is further carried out on the basis of detected objects and / or obstacles on the hard shoulder (22). [8] Method according to one of the preceding claims, wherein a length of the trailer (16) and a length of the motor vehicle (10) are determined and the calculation of the trajectory curve (24) is further carried out on the basis of the lengths of the trailer (16) and the motor vehicle (10). [9] Method according to one of the preceding claims, wherein the detection of the trailer (16) is carried out by means of an environment sensor (18), a user-controlled input and / or by means of data transmission via an interface between the trailer (16) and the motor vehicle (10). [10] Motor vehicle, comprising: a sensor and / or an interface, each designed to detect a trailer (16) connected to the motor vehicle (10), a plurality of environment sensors (18, 18') designed to detect a vehicle environment, and a control unit (12) which is configured to carry out the method according to one of claims 1 to 9.

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