Method and device for operating a motor vehicle as well as motor vehicle

Abstract

The invention relates to a method for operating a motor vehicle (1), comprising acquiring swarm speed data of several vehicles different from the motor vehicle along a trajectory (10) of the motor vehicle, wherein the swarm speed data includes speed data for a straight-ahead journey (11) and for a turning maneuver (12), determining whether the vehicle (1) wishes to turn, and, if a turning maneuver is desired, controlling the motor vehicle (1) based on the speed data for a turning maneuver (12).

Description

[0001] The present invention relates to a method and a device for operating a motor vehicle and to a motor vehicle with such a device.

[0002] Currently, swarm data is used to control a motor vehicle. However, it is not clear whether the swarm data originates from a turning maneuver or from driving straight ahead, which creates ambiguous situations.

[0003] It is therefore an object of the present invention to provide an improved method and an improved device for operating a motor vehicle as well as an improved motor vehicle.

[0004] This problem is solved by the subject matter of the independent claims. Advantageous further developments are specified in the dependent claims.

[0005] According to a first aspect, a method for operating a motor vehicle is provided.

[0006] The method according to the invention comprises the steps of detecting swarm speed data of a plurality of vehicles different from the motor vehicle along a trajectory of the motor vehicle, wherein the swarm speed data comprise speed data for straight-ahead travel and for turning travel, determining whether the vehicle has a turn intention, and, if a turn intention exists, controlling the motor vehicle based on the speed data for turning travel.

[0007] The method according to the invention serves in particular to use those swarm speed data which are relevant for a straight-ahead travel or a turning travel of the vehicle, ie to use only those swarm speed data for controlling the motor vehicle which essentially correspond to the expected trajectory of the motor vehicle.

[0008] In a first step, swarm speed data from several vehicles different from the motor vehicle are recorded along a trajectory of the motor vehicle.

[0009] In particular, speed data from a multitude of vehicles other than the motor vehicle is captured and recorded. This speed data can be transmitted from the respective vehicles to a remote data center, where it can be compiled into swarm speed data. This swarm speed data then exists for a multitude of routes, roads, or trajectories and can be retrieved from the data center as needed.

[0010] The swarm speed data are recorded in particular before the current journey in which the motor vehicle is controlled using the method according to the invention.

[0011] The swarm speed data includes speed data for both straight-ahead travel and turning travel. In this case, straight-ahead travel involves remaining on the current road or along the current trajectory, whereas turning travel involves turning from the current road into another road. In particular, straight-ahead travel does not have to be exactly straight, but rather refers in particular to a failed turning maneuver. The swarm speed data for turning travel exhibits a lower speed, particularly the average speed, than the swarm speed data for straight-ahead travel, since those vehicles leaving the current road typically decelerate before, or at the latest during, the turning maneuver, unlike those vehicles not turning.

[0012] In particular, the swarm speed data does not contain a route or trajectory; instead, it merely represents accumulations of speed values, particularly average values, for given reference points on the map. How exactly a journey can be identified as a turn or straight-ahead journey will be described later. This identification can take place either in the remote data center or in the vehicle itself.

[0013] In a further step, it is determined whether the vehicle has a turn request.

[0014] A turn request is usually announced before the turning maneuver itself and can be determined by various measures, as will be described later.

[0015] If such a turn request is detected, the vehicle is controlled for a turn based on the speed data.

[0016] In particular, the motor vehicle is a motor vehicle with one or more driver assistance functions, such as a cruise control function, in particular an adaptive cruise control function.

[0017] Swarm data is typically used as one of several sources for the driver assistance function. Additional sources may include environmental sensors, such as cameras, lidar, and / or radar systems, and / or map data, which are also used for the driver assistance function.

[0018] According to the invention, those speed data, in particular exclusively those, that indicate a turning maneuver are used to steer the motor vehicle along the turning maneuver, in particular to regulate its speed. Braking is typically applied to prevent the motor vehicle from preparing for the turning maneuver too abruptly.

[0019] The method according to the invention makes it possible for one or more driver assistance functions to act in a particularly proactive manner and to anticipate a turning maneuver in order to initiate a braking maneuver that is as comfortable as possible for the passengers of the motor vehicle.

[0020] According to a further development, if there is no desire to turn, the method further comprises the step of controlling the motor vehicle based on the speed data for driving straight ahead.

[0021] The fact that there is no turn request can be determined, in particular, by excluding the fact that a turn request is not detected. Alternatively or additionally, there are other ways to determine that there is no turn request, which will be described below.

[0022] According to this refinement, it is thus recognized that the motor vehicle should remain on the road or in its current trajectory, and thus braking is not initiated. This is achieved by using only those speed data that do not indicate a turn, in particular only those speed data, to steer the motor vehicle along the turn, in particular to regulate its speed. Braking is typically not initiated in order to avoid unnecessarily slowing the motor vehicle while traveling straight ahead.

[0023] This advanced training ensures seamless operation of a driver assistance function. In particular, it prevents the vehicle from braking unnecessarily and abruptly at one or more intersections or junctions. This enables safe driving, especially for following vehicles.

[0024] According to a further development, the control of the motor vehicle is carried out based on the speed data for a turning trip based on a discontinuity of the speed data for a turning trip.

[0025] In particular, according to this further development, a discontinuity is detected which is caused by the fact that at the turning point itself both the speed data relating to turning and the speed data relating to straight-ahead travel are present, which results in a discontinuity.

[0026] According to the invention, from the turning point onwards, only those speed data relating to a turning movement can be used as a basis, whereby the speed control during a turning movement can be adjusted accordingly and thus braked.

[0027] According to a further development, the control of the motor vehicle is carried out based on the speed data for straight-ahead travel based on a discontinuity of the speed data for straight-ahead travel.

[0028] Likewise, according to the invention, from the turning point onwards, only those speed data relating to straight-ahead driving can be used as a basis, whereby the speed control can be adjusted accordingly when driving straight ahead and thus no braking is required.

[0029] These further developments enable particularly precise and therefore comfortable control of the speed of the vehicle.

[0030] According to a further development, the distinction in speed data for straight-ahead driving and for turning is based on a comparison of road classes for straight-ahead driving and turning driving.

[0031] In particular, the speed data along a first trajectory are compared with those along a second trajectory, and a distinction is made as to whether the road along which the second trajectory runs is a road with a different class than the road along which the first trajectory runs.

[0032] For example, the road along which the first trajectory runs is a federal highway on which a maximum speed of 70 km / h or 100 km / h is regularly permitted, and the road along which the second trajectory runs is a secondary road in a residential area on which a maximum speed of 30 km / h or walking pace is regularly permitted.

[0033] This further development enables a particularly precise differentiation of the speed data.

[0034] According to a further development, the distinction in speed data for straight-ahead driving and for turning is based on a comparison of the angles of curvature of the straight-ahead driving and the turning driving.

[0035] In particular, the speed data along a first trajectory are compared with those along a second trajectory, and a distinction is made as to whether the curvature along which the second trajectory runs is a curvature that is more or less curved than the curvature along which the first trajectory runs.

[0036] For example, the curvature along which the first trajectory runs is a curvature of 0 to 5°, and the road along which the second trajectory runs is a curvature of 85° to 95°.

[0037] This further development enables a particularly precise differentiation of the speed data.

[0038] According to a further development, the distinction in speed data for straight-ahead driving and for turning is based on a comparison of target speeds for straight-ahead driving and turning driving.

[0039] In particular, the speed data along a first trajectory are compared with those along a second trajectory, and a distinction is made as to whether the speed at which the second trajectory is traveled is a speed that is greater or lesser than the speed at which the first trajectory is traveled.

[0040] This further development enables a particularly precise differentiation of the speed data.

[0041] In particular, the distinction in speed data for straight-ahead driving and for turning driving is determined or carried out in three stages, whereby first a comparison of road classes of straight-ahead driving and turning driving is carried out, followed by a comparison of curvature angles of straight-ahead driving and turning driving, after which a comparison of target speeds of straight-ahead driving and turning driving is carried out.

[0042] According to a further development, the turning request is determined based on an actuation of a motor vehicle function by a driver of the motor vehicle.

[0043] Actuation of a motor vehicle function includes, in particular, actuating an indicator in the direction of a turning road and / or positioning and / or orienting the motor vehicle in a turning lane in the direction of a turning road, for example by actuating a steering mechanism.

[0044] In contrast, a non-existent turn request is detected by the fact that an indicator is not activated, in particular not up to a certain point before the turning road, and / or by the fact that the motor vehicle positions itself and / or orients itself away from the turning road.

[0045] This further development allows a turn request to be recognized particularly precisely.

[0046] According to a further development, the turn request is determined based on the active route navigation of the vehicle.

[0047] In particular, in this further development, route navigation to a destination is active, to which the driver assistance functions have access and from which it can be concluded that a turn has been made or not, for example because the route navigation provides for and / or announces a turn.

[0048] In the same way, it can also be determined that there is no desire to turn, for example because the route navigation does not provide for and / or announce a turn, but rather remains on the current road.

[0049] This further development allows a turn request to be recognized particularly precisely.

[0050] According to a further development, the turning request is determined based on the motor vehicle actively driving in a convoy with a vehicle in front.

[0051] In particular, in this embodiment, the motor vehicle travels in a convoy consisting of at least two motor vehicles that are connected to each other or in contact with each other. This can be achieved, for example, via Car2X, in particular Car2Car, communication, whereby the current motor vehicle follows a preceding motor vehicle and the preceding motor vehicle turns itself or indicates a turn request that is recognizable to the current motor vehicle, for example, by activating a turn signal.

[0052] In the same way, it can also be determined that there is no turn request.

[0053] This further development allows a turn request to be recognized particularly precisely.

[0054] According to a further development, the turning request is determined based on the current position of the vehicle on the road.

[0055] In particular, positioning data, for example from a GPS and / or GNSS sensor, can be used to determine which side of the road or lane the vehicle is on. Camera data can also be used for this purpose.

[0056] In the same way, it can also be determined that there is no turn request.

[0057] This further development allows a turn request to be recognized particularly precisely.

[0058] In particular, the turn request is determined in the following order: first, a turn request is determined based on the activation of a motor vehicle function by a driver of the motor vehicle. If this cannot be determined, a turn request is then determined based on the motor vehicle's active route navigation. If this cannot be determined either, a turn request is determined based on the motor vehicle's active convoy with a vehicle ahead. If this cannot be determined either, a turn request is determined based on the motor vehicle's current position on the road.

[0059] For use cases or application situations that may arise during the method and which are not explicitly described here, it may be provided that, in accordance with the method, an error message and / or a request to enter user feedback is issued and / or a default setting and / or a predetermined initial state is set.

[0060] According to a further aspect, a device is provided. The device may comprise a data processing device or a processor device configured to carry out an embodiment of the method according to the invention. In particular, the device is designed to communicate with the user terminal of the user and the person and to prompt them to carry out one or more steps of the method, as described above.

[0061] For this purpose, the processor device can have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). In particular, a CPU (Central Processing Unit), a GPU (Graphical Processing Unit) or an NPU (Neural Processing Unit) can be used as the microprocessor. Furthermore, the processor device can have program code which, when executed by the processor device, is configured to carry out the embodiment of the method according to the invention. The program code can be stored in a data memory of the processor device. The processor device can, for example, be based on at least one circuit board and / or on at least one SoC (System on Chip).

[0062] According to a further aspect, a motor vehicle is provided which comprises such a device.

[0063] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0064] As a further solution, the invention also encompasses a computer-readable storage medium comprising program code which, when executed by a computer or computer network, causes the computer to carry out an embodiment of the method according to the invention. The storage medium can be provided at least partially as a non-volatile data memory (e.g. as a flash memory and / or as an SSD - solid state drive) and / or at least partially as a volatile data memory (e.g. as a RAM - random access memory). The storage medium can be arranged in the computer or computer network. However, the storage medium can also be operated on the Internet, for example, as a so-called app store server and / or cloud server. The computer or computer network can provide a processor circuit with, for example, at least one microprocessor.The program code may be provided as binary code and / or as assembly code and / or as source code of a programming language (e.g. C) and / or as a program script (e.g. Python).

[0065] The invention also encompasses combinations of the features of the described embodiments. The invention therefore also encompasses implementations that each comprise a combination of the features of several of the described embodiments, unless the embodiments are described as mutually exclusive.

[0066] With regard to the embodiments of the device, the motor vehicle and the storage medium as well as the associated advantages, reference is made to the previously described embodiments of the method and the associated advantages.

[0067] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 a schematic plan view of an embodiment of a method and a device for operating a motor vehicle.

[0068] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0069] In the figures, the same reference symbols designate elements with the same function.

[0070] Fig.1 shows a schematic view of an embodiment of a method and a device 100 for operating a motor vehicle 1. The device 100 is encompassed by the motor vehicle 1 and designed to carry out the method steps described below.

[0071] The device 100 is designed to record swarm speed data of several vehicles different from the motor vehicle along a trajectory 10 of the motor vehicle 1.

[0072] The swarm speed data includes speed data for a straight-ahead journey 11 and for a turning journey 12.

[0073] The device 100 is designed to determine whether the vehicle 1 has a turning request

[0074] The device 100 is also designed to control the motor vehicle 1 based on the speed data for a turning trip 12 when a turning request exists.

[0075] The device 100 is also designed to control the motor vehicle 1 based on the speed data for straight-ahead travel 11 when there is no desire to turn.

[0076] The device 100 is also designed to control the motor vehicle 1 based on a discontinuity of the speed data for straight-ahead travel 11 and / or turning travel 12.

[0077] The distinction in speed data for straight-ahead driving 11 and for turning driving 12 is based on a comparison of road classes for straight-ahead driving 11 and turning driving 12.

[0078] The distinction in speed data for straight-ahead travel 11 and for turning travel 12 is also based on a comparison of curvature angles of straight-ahead travel 11 and turning travel 12.

[0079] The distinction in speed data for straight-ahead travel 11 and for turning travel 12 is also based on a comparison of target speeds for straight-ahead travel 11 and turning travel 12.

[0080] The turning request is determined based on an actuation of a motor vehicle function by a driver of motor vehicle 1.

[0081] The turn request is also determined based on an active route navigation of motor vehicle 1.

[0082] The turn request is also determined based on the motor vehicle actively driving in a convoy with a vehicle not shown in front.

[0083] The turn request is also determined based on the current position of the vehicle on the road.

[0084] Overall, the examples show how methods can be provided for generating selective swarm speeds at branching points, selecting relevant trajectories, and controlling discontinuous swarm speed profiles.

Claims

[1] Method for operating a motor vehicle (1), comprising: - detecting swarm speed data of a plurality of vehicles different from the motor vehicle along a trajectory (10) of the motor vehicle, wherein the swarm speed data comprise speed data for straight-ahead travel (11) and for turning travel (12); - Determine whether the vehicle (1) has a turning intention; and - if there is a turn request: controlling the motor vehicle (1) based on the speed data for a turn (12). [2] The method of claim 1, further comprising: - if there is no desire to turn: controlling the motor vehicle (1) based on the speed data for driving straight ahead (11). [3] Method according to one of the preceding claims, wherein the control of the motor vehicle (1) is carried out based on the speed data for a turning trip based on a discontinuity of the speed data for a turning trip (12). [4] Method according to one of the preceding claims, wherein the differentiation in speed data for a straight-ahead journey (11) and for a turning journey (12) is based on a comparison of road classes of the straight-ahead journey (11) and the turning journey (12). [5] Method according to one of the preceding claims, wherein the differentiation in speed data for a straight-ahead journey (11) and for a turning journey (12) is based on a comparison of curvature angles of the straight-ahead journey (11) and the turning journey (12). [6] Method according to one of the preceding claims, wherein the differentiation in speed data for a straight-ahead journey (11) and for a turning journey (12) is based on a comparison of target speeds of the straight-ahead journey (11) and the turning journey (12). [7] Method according to one of the preceding claims, wherein the turning request is determined based on an actuation of a motor vehicle function by a driver of the motor vehicle (1). [8] Method according to one of the preceding claims, wherein the turning request is determined based on an active route navigation of the motor vehicle (1). [9] Device (100) for operating a motor vehicle (1), wherein the device (100) is designed to carry out a method according to one of the preceding claims. [10] Motor vehicle (1) comprising a device (100) according to claim 9.

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