Method for determining a driving corridor for a motor vehicle

Abstract

The invention relates to a method for determining a driving corridor (9, 23) for a motor vehicle (1), comprising: determining a first driving corridor (9) extending in a direction of travel (14) of the motor vehicle (1) over a first track segment (5); determining a second driving corridor (23) for a second track segment (5), wherein for the second driving corridor (23) a distance (24) between a swarm trajectory (6) on the lane (2) and a first edge (10) of the driving corridor (23) is maintained as in the first driving corridor (9); checking whether a width (25) of the second driving corridor (23) lies within a predetermined width range; if this is the case, maintaining the second driving corridor (23) for the second track segment (5); and in particular if this is not the case, shifting the first edge (10) at least until the width (25) of the second driving corridor (23) is within the specified width range.

Description

[0001] The invention relates to a method for determining a driving corridor for a motor vehicle. Furthermore, the invention relates to a motor vehicle for implementing such a method.

[0002] A motor vehicle may have a driver assistance system which is designed, for example, to keep the motor vehicle in a lane of a road on which the motor vehicle is traveling. To operate the driver assistance system, information about a lane boundary profile, which describes a profile of at least one lane boundary of the lane, is typically evaluated in order to determine a driving corridor on the lane in which the motor vehicle is to remain. This information can, for example, be captured and provided by a camera of the motor vehicle. However, in an area in which markings and / or a lane edge are only visible on one side of the lane, this information is often of poor quality compared to road courses with markings and / or edges on both sides.This prevents reliable and stable driving with the driver assistance system in the lane because the driving corridor is unreliable.

[0003] To better identify or predict the driving corridor, swarm data from swarm vehicles can be used, which can, among other things, describe a swarm trajectory on the lane. A swarm trajectory is, for example, a driving trajectory on the lane along which the swarm vehicles have traveled, at least on average. Swarm data should therefore be used to determine the driving corridor for a motor vehicle. The determined driving corridor can then be used by the driver assistance system, for example, to implement stable central guidance within the driving corridor.

[0004] DE 10 2019 213 185 A1 discloses a method for lateral guidance of a vehicle. The method comprises acquiring environmental data of the vehicle and obtaining stored environmental data acquired by a plurality of other vehicles traveling the same route. The stored environmental data is checked for plausibility using the acquired environmental data, and the vehicle is guided laterally based on the validated environmental data.

[0005] DE 10 2021 127 070 A1 discloses a method for determining a target trajectory of an at least partially automated motor vehicle on a single-lane roadway with potential oncoming traffic using an assistance system. The surroundings of the motor vehicle are recorded, and swarm data on a potentially drivable trajectory on the roadway are obtained. A target trajectory is then determined by shifting the potentially drivable trajectory so that a specified minimum distance from a boundary marking is maintained by the target trajectory.

[0006] DE 10 2021 129 258 A1 shows a method for checking the plausibility of at least a partial section of a driving trajectory for a vehicle.

[0007] DE 10 2021 203 484 B3 discloses a method for creating a guidance trajectory for a first motor vehicle, comprising: receiving swarm data for a route section, which represents at least one movement trajectory of at least one second motor vehicle passing through this route section, and determining a distance from the at least one movement trajectory represented by the swarm data to a determined roadway edge for the route section. The at least one movement trajectory is then used to determine the guidance trajectory for the first motor vehicle.

[0008] It is the object of the invention to provide a solution by means of which a sensible driving corridor for a motor vehicle can be determined.

[0009] The object is achieved by the subject matter of the independent patent claims. Possible embodiments of the invention are specified in the dependent claims, the following description, and the figures.

[0010] A first aspect of the invention relates to a method for determining a driving corridor for a motor vehicle. The driving corridor comprises an area on a lane in which the motor vehicle is traveling, which the motor vehicle is not supposed to leave in order to remain in the lane. The lane is part of a road. The lane can alternatively be referred to as a lane of the road. The driving corridor is used, for example, to be able to carry out lateral control of the motor vehicle by means of a driver assistance system, such as a lane keeping assistant or a lane guidance assistant. Viewed in a transverse direction, the driving corridor is spatially delimited on a first side and an opposite second side by a driving corridor boundary. The respective driving corridor boundary is referred to below as the respective edge of the driving corridor. The driving corridor therefore has a first edge and an opposite second edge.The transverse direction corresponds to the transverse direction of the lane.

[0011] The method comprises determining a first driving corridor for the motor vehicle in the lane in which the motor vehicle is traveling. The driving corridor extends over a first route segment of the lane, viewed in a direction of travel of the motor vehicle. At a current point in time, the motor vehicle is, for example, spatially in front of the first driving corridor or at a beginning of the driving corridor. The driving corridor is determined by applying a driving corridor determination criterion. The driving corridor determination criterion is, for example, an algorithm and / or comprises at least one rule, the application of which can determine, for example, the first and second edges of the first driving corridor. For this purpose, the driving corridor determination criterion can, for example, recognize different types of driving corridors, i.e., driving corridor types, which differ from one another, for example, in at least one feature.This feature can, for example, relate to a configuration of the first and / or second edge and / or a width of the driving corridor, i.e., a distance between the two edges. By applying the driving corridor determination criterion, it is possible, for example, to determine which driving corridor type is suitable for the driving corridor. It can also be determined where the driving corridor should be positioned relative to the lane and / or the motor vehicle and / or how it should be aligned there.

[0012] The method comprises determining a second travel corridor for a second route segment. This is done by reapplying the travel corridor determination criterion. The second route segment differs at least partially from the first route segment. For example, the second route segment can connect to the first route segment, i.e., be spatially adjacent. An end of the first route segment can thus, for example, at least partially overlap with a beginning of the second route segment. Alternatively or additionally, the second travel corridor can be determined at a different time than the first travel corridor. The travel corridor can, for example, be determined at predetermined time intervals, i.e., it can be determined continuously.For example, the first driving corridor for the first route segment can be determined at a first point in time and the second driving corridor for the second route segment can be determined at a different second point in time. A time interval between the two points in time is, for example, 1 second, 5 seconds or, in particular, 10 seconds. Shorter or longer time intervals or time intervals between the stated values ​​are possible. If the motor vehicle is currently stationary, the two route segments can coincide, so that the first and second driving corridors for the first route segment are determined. If, however, the motor vehicle is currently moving, the two route segments can partially overlap or differ from one another, so that driving corridors for two different route segments are determined.

[0013] For the second driving corridor, the distance between a swarm trajectory on the lane and the first edge of the driving corridor is the same as in the determined first driving corridor. The distance is therefore constant compared to the corresponding distance in the determined first driving corridor. The distance is therefore maintained unchanged. The swarm trajectory can alternatively be referred to as a target trajectory or an averaged driving trajectory on the lane. The swarm trajectory can, for example, be determined or have been determined by evaluating swarm data recorded and provided by several swarm vehicles. The first edge of the driving corridor can, for example, be the edge to the left of the vehicle in the direction of travel in right-hand traffic. The opposite edge can then be formed, for example, by a road edge, such as a side marking, and / or a road edge. In left-hand traffic, this can be the other way around, for example.

[0014] For example, there may be a situation where information on the course of the lane boundary recorded by the camera only exists for the second edge, but this information is missing for the first edge. The first edge is therefore not necessarily dependent on a recorded lane boundary there, but rather on the swarm trajectory. Regardless of whether the second driving corridor is of the same type as the first driving corridor, for example, the course of at least the first edge is retained and thus initially remains unchanged compared to the first driving corridor. At the opposite second edge, the second driving corridor can, for example, run differently than the first driving corridor. For example, it can run closer to the center of the lane or further away from the center of the lane compared to the first driving corridor.The first and second travel corridors may be of the same travel corridor type or may differ at least partially from each other. It is possible that the first and second travel corridors differ at least partially from each other at least at the second edge.

[0015] The length of each route segment in the direction of travel depends, for example, on the current speed of the motor vehicle and / or the aperture angle of a camera of the motor vehicle, which camera records and provides images of the motor vehicle's surroundings at least in a front area of ​​the motor vehicle. Typically, the faster the motor vehicle is traveling, the larger the route segment. Therefore, the route segment can be defined, for example, as a time window, i.e., it can extend over a length that is traveled within the time window. The time window can, for example, comprise 0.5 seconds, 1 second, 1.5 seconds, 2 seconds, 3 seconds, or in particular 5 seconds. Time windows between the aforementioned time windows are possible. The route segment therefore varies in size depending on the speed.For example, with an aperture angle of 120 degrees, the camera's aperture angle can only image a route segment that begins later, compared to, say, a camera with a 180-degree aperture angle. The length of the route segment can therefore be shorter with smaller aperture angles than with larger aperture angles. This is intended to prevent part of the route segment from already being outside the camera's detection range. The area to be evaluated is delimited, for example, by two lines arranged perpendicular to the direction of travel of the vehicle, which in turn are applied depending on the speed and / or the camera's aperture angle. This means that the route segment is selected in such a way that the driving corridor can always be determined meaningfully.

[0016] The method includes checking whether the width of the determined second driving corridor lies within a predefined width range. For this to be the case, the width can be specified to lie between a minimum track width and a maximum track width. If the width is then at least the minimum track width or at most the maximum track width, it lies within the predefined width range. Otherwise, it lies outside the predefined width range. The minimum track width and the maximum track width, for example, are each predefined limit values. The minimum track width and the maximum track width are different from one another. For example, the minimum track width can be 2.4 meters and the maximum track width 3 meters. Alternative values ​​for these two limit values ​​are possible. Limit values ​​are therefore known that specify how narrow or how wide the driving corridor may be.The width is, for example, the average width of the travel corridor viewed over the respective route segment.

[0017] If it is determined that the width of the determined second driving corridor lies within the specified width range, i.e., for example, between the minimum lane width and the maximum lane width, the determined second driving corridor is retained for the second route segment. For example, it was determined here that the width of the second driving corridor is greater than or equal to the minimum lane width and less than or equal to the maximum lane width. If this is the case, the determined second corridor is not changed and is retained as it was determined. If, for example, the second edge of the second driving corridor is further away from the center of the lane than the second edge of the first driving corridor, the driving corridor is widened when changing from the first to the second driving corridor because the second driving corridor is retained.

[0018] This allows the course of the driving corridor to be maintained at the first edge across multiple route segments. This results in a particularly stable design of the driving corridor, which is not repeatedly shifted at both edges when, for example, the driving corridor type changes, but is kept constant at least at the first edge. This stabilization of the driving corridor, at least at the first edge, for at least the first and second route segments, ensures that a sensible driving corridor is always determined for the vehicle.

[0019] According to the invention, an overall driving corridor for the motor vehicle is divided into individual route segments, and each newly determined driving corridor is compared with the previously determined driving corridor by performing the described check regarding the width of the driving corridors. This method is particularly useful when, for example, a lane boundary is visible and / or detected only on one side of the lane. Ultimately, this provides a driving corridor that moves back and forth on the lane as little as possible, thus providing a robust and reliable driving corridor for the motor vehicle.

[0020] The invention also includes embodiments which provide additional advantages.

[0021] One embodiment comprises determining, if the width of the determined second travel corridor lies outside the predefined width range, a shifted second travel corridor by shifting the first edge of the second travel corridor at least until the width lies within the predefined width range. The determined shifted second travel corridor is then retained, i.e., adopted, for the second route segment. Thus, if, for example, it is determined that the width of the determined second travel corridor is smaller than the minimum lane width or larger than the maximum lane width, the first edge of the travel corridor is shifted at least until the width of the second travel corridor lies between the minimum lane width and the maximum lane width.For example, if it is determined that the second edge is so far from the first edge that its width exceeds the maximum lane width, the first edge is moved toward the second edge to reduce its width. This causes the travel corridor to diverge toward the second edge. This can be applied analogously for a width smaller than the minimum lane width; for example, the first edge can be moved away from the second edge to widen the travel corridor.

[0022] The travel corridor can be shifted continuously or gradually from the first travel corridor to the second travel corridor, meaning that the respective shifted edge preferably changes over a transition area rather than abruptly. The transition area can, for example, be 1 percent, 5 percent, 10 percent, 20 percent, or 3 percent of the length of the route segment. Lengths between these are possible.

[0023] The method thus demonstrates how, depending on the situation, a relatively small shift in the edges of the first travel corridor to the second travel corridor is tolerated, but if the spatial shift exceeds the limit values, the travel corridor is modified at the first edge. Thus, if there has indeed been a significant change in the travel corridor from the first route segment to the second route segment, the shifting of the first edge is permitted, so that the edges are adjusted whenever necessary.

[0024] An advantageous embodiment provides that the driving corridor determination criterion is applied to the swarm trajectory, a lane boundary profile, and / or a swarm lane boundary profile. The lane boundary profile describes a profile of a lane boundary of the lane in the direction of the second edge of the driving corridor. The lane boundary profile is determined by evaluating camera data that describe the surroundings of the motor vehicle. The lane boundary profile can therefore alternatively be referred to as a camera track. The lane boundary can be formed, for example, by the edge marking and / or the road edge, i.e., for example, by a transition between a roadway and its surroundings. At the transition, for example, a road surface can end and border on surrounding vegetation, a wall, and / or a curb.The camera data describing the surroundings of the motor vehicle are preferably acquired using a camera device of the motor vehicle, in particular using a front camera and / or a surround-view camera of the motor vehicle, and are provided, for example, to the control device that carries out the method. For this purpose, the camera data are transmitted, for example, from the camera device to the control device within the motor vehicle.

[0025] The swarm lane boundary path also describes the path of the lane boundary toward the second edge. However, the swarm lane boundary path is or was determined by evaluating swarm data. The swarm lane boundary path can therefore alternatively be referred to as the swarm lane or swarm roadside. The swarm trajectory is preferably also determined from the swarm data and / or additional swarm data. This provides information about where motor vehicles typically travel in the lane and where the lane boundary is located on one side of the lane according to camera data and / or swarm data. This information is evaluated by applying the driving corridor determination criterion to determine the respective driving corridor. Based on this information, the respective driving corridor can be determined reliably and accurately.

[0026] A further embodiment provides that by applying the driving corridor determination criterion, a shape and / or a position on the lane of the first edge and the second edge is determined. For example, different shapes of the respective edge may be possible, which, for example, correspond to a course of the swarm trajectory, the lane boundary course, and / or the swarm lane boundary course, i.e., run at least partially parallel to it or at least partially correspond to it. Alternatively or additionally, different positions of the respective edge are possible, in particular relative to the swarm trajectory, the lane boundary course, and / or the swarm lane boundary course.This makes it clear that the first and second lanes can, in principle, differ in the shape and / or position of their respective edges, for example, although they do not initially differ in the position of the first edge, as the distance between the swarm trajectory and the first edge is kept constant. This makes it clear that differences can exist between the two lanes, which is why checking the width is particularly useful in order to detect and correct any undershoots of the minimum lane width or exceedances of the maximum lane width.

[0027] Furthermore, one embodiment provides that when applying the driving corridor determination criterion, the respective driving corridor is selected from a list of several possible driving corridors depending on the situation. The list of several possible driving corridors is stored, for example, in a memory unit, which is included, for example, in the control device of the motor vehicle or is designed as a separate component of the motor vehicle. The several possible driving corridors differ from one another in the shape and / or position of the first edge and / or the second edge on the lane. For example, up to six or more different driving corridors can be specified. These can differ from one another, for example, in the following ways: - at the first edge a reflection of the lane boundary line and at the second edge the lane boundary line; - at the first edge a shift of the swarm trajectory and at the second edge the lane boundary course; - at the first edge the displacement of the swarm trajectory and at the second edge the swarm lane boundary course; - at the first edge, the shift of the swarm trajectory and at the second edge, a shift of the swarm lane boundary course up to a point of the lane boundary course at which a distance between the lane boundary course and the swarm lane boundary course is maximum; - at the first edge, a shift of the swarm lane boundary line and at the second edge, the shift of the swarm lane boundary line up to the point of the lane boundary line at which the distance between the lane boundary line and the swarm lane boundary line is maximum; - at the first edge, the shift of the swarm trajectory and at the second edge, a shift of the swarm trajectory up to the point of the lane boundary line at which the distance between the lane boundary line and the swarm lane boundary line is maximum.

[0028] Alternative or additional design options for the edges of the travel corridor are possible. Thus, numerous options for corridor formation are possible.

[0029] Furthermore, one embodiment provides that the width of the first travel corridor corresponds to a predefined target lane width that is smaller than the maximum lane width and larger than the minimum lane width. In the above example, the target lane width corresponds to 2.7 meters, for example. A width other than the specified width, for example, any width between 2 meters and 3.5 meters, is possible. The first travel corridor therefore has a predefined width, which makes it clear how, for example, the position of the respective edge of the travel corridor can be determined depending on the selected travel corridor type.

[0030] According to another embodiment, when applying the driving corridor determination criterion, an adjacent lane and / or an opposing path traveling in the opposite direction to the swarm trajectory is taken into account. The opposing path runs on the adjacent lane. In particular, the distance between the swarm trajectory on the lane and the first edge is specified depending on the adjacent lane and / or the opposing path. Thus, an adjacent lane, i.e., the adjacent lane on which the opposing path is preferably located, is evaluated. This makes it possible to specify how far the driving corridor may or should extend in the direction of the adjacent lane or the opposing path. Furthermore, the target lane width, the minimum lane width, and / or the maximum lane width can be selected depending on the adjacent lane and / or the opposing path.For example, if there is sufficient space between the swarm trajectory and the opposing path, the target lane width can be increased from 2.7 meters to, say, 3.7 meters. This ultimately allows a situation-dependent distance between the swarm trajectory on the lane and the first edge to be selected, in particular a situation-dependent target lane width, minimum lane width, and / or maximum lane width.

[0031] In a preferred embodiment, the respective driving corridor is only determined if a plausibility check of the swarm trajectory has been performed using a lane boundary profile and / or a swarm lane boundary profile for the respective segment and results in a plausibility check value that lies within a predefined value range. The lane boundary profile or the swarm lane boundary profile are defined as already described. A check is therefore performed to determine whether the swarm trajectory fits the lane boundary profile and / or the swarm lane boundary profile sufficiently well. Only if this is the case will the determined plausibility check value lie within the predefined value range.This check is performed, for example, before the driving corridor determination criterion is applied to the swarm trajectory, the lane boundary line, and / or the swarm lane boundary line to determine the first and second driving corridors. Thus, it is first checked whether any meaningful results for determining the driving corridor are expected, which would be expected if the plausibility check was successful. Only then, for example, are the subsequent procedural steps carried out. This ensures that the determined driving corridor is particularly meaningful.

[0032] In connection with the plausibility check, one embodiment provides for a distance and / or angle criterion to be applied to quantify the plausibility check, i.e., to calculate the plausibility value. For example, in the respective route segment, distances at the beginning and end of the route segment between, for example, the swarm trajectory and the lane boundary line and / or the swarm trajectory and the swarm lane boundary line are determined and compared with a predetermined limit value. This can be done for lane boundary lines and / or swarm lane boundary lines on both sides of the swarm trajectory. The limit value can vary depending on whether, for example, a plausibility check of the swarm trajectory is carried out with respect to a lane boundary line located to the right of the swarm trajectory or with respect to a lane boundary line located to the left of the swarm trajectory.Likewise, different threshold values ​​can be specified for the plausibility check of the swarm trajectory with the swarm lane boundary line, particularly depending on whether the swarm lane boundary line is located to the left or right of the swarm trajectory. These different, or at least partially identical, threshold values ​​are encompassed by the distance criterion. The angle criterion relates to an angle between, for example, the swarm trajectory and the lane boundary line and / or between the swarm trajectory and the swarm lane boundary line if these two were each to pass through a common point. A respective threshold angle is then specified, with which the respective angle is compared.

[0033] As an alternative to a limit value and / or limit angle, a value range for the distance or angle can be specified. The plausibility check of the swarm trajectory is preferably carried out with regard to a lane boundary line lying to the left in the direction of travel, a lane boundary line lying to the right in the direction of travel, a swarm lane boundary line lying to the left in the direction of travel, and a swarm lane boundary line lying to the right in the direction of travel, with a value being determined in each case during the plausibility check. The individual values ​​can be summed. The summed value is then, for example, the plausibility value. This allows a reliable check to determine whether the swarm trajectory, the lane boundary line and / or the swarm lane boundary line are suitable for further evaluation. An alternative or additional plausibility check is possible.

[0034] Furthermore, one embodiment provides that at least the distance criterion takes into account an oncoming path on an adjacent lane that is converging with the swarm trajectory, so that at least one limit distance specified by the distance criterion is increased by a distance between the swarm trajectory and the oncoming path. It is therefore possible to take the oncoming path into account in connection with the plausibility check. Limit values, for example for the plausibility check of the swarm trajectory with respect to the swarm lane boundary course or the lane boundary course, can depend, for example, on whether the oncoming path was detected or not and / or on the location of the oncoming path. An offset can now be specified for the respective limit value, which can depend on the distance of the oncoming path from the swarm trajectory on the lane.This also ensures that any adjacent lane and the opposite path, if present, are taken into account sufficiently and sensibly.

[0035] 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.

[0036] A further aspect of the invention relates to a motor vehicle configured to carry out the method described above. The motor vehicle is preferably configured as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0037] The invention also includes the control device for the motor vehicle. The control device can have a data processing device or a processor device that is configured to carry out an embodiment of the method according to the invention. 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 that is configured to carry out the embodiment of the method according to the invention when executed by the processor device. 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).

[0038] The invention also includes further developments of the motor vehicle according to the invention that have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments are not described again here.

[0039] 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 or computer network 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, for example, as a so-called app store server and / or cloud server on the Internet. 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).

[0040] 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.

[0041] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 is a schematic representation of a motor vehicle with a driving corridor for the motor vehicle; and Fig. 2 shows a schematic representation of a signal flow graph of a method for determining a driving corridor for a motor vehicle.

[0042] 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.

[0043] In the figures, the same reference symbols designate elements with the same function.

[0044] Fig. 1 shows a motor vehicle 1 traveling in a lane 2 of a road 3. Lane 2 can alternatively be referred to as a traffic lane. Here, lane 2 is bordered to the right of motor vehicle 1 in a direction of travel 14 by a solid line as a road marking 4. Here, a center line is also drawn in with dashed lines on the opposite side of lane 2; this center line is intended solely to indicate its expected position. In the following, it is assumed that, for example, no road marking 4 is arranged or recognizable there. For this reason, it is assumed in the following that no data on the course of a lane boundary is known on this side of lane 2, here in the direction of travel 14.

[0045] In front of motor vehicle 1 is a first route segment 5, for which a swarm trajectory 6, a lane boundary 7, and a swarm lane boundary 8 are plotted. Swarm trajectory 6 is, for example, a target trajectory determined by evaluating swarm data. In this case, it runs along lane 2. Lane boundary 7 describes a lane boundary of lane 2, specifically the path of ground marking 4 to the right in the direction of travel 14. Lane boundary 7 is determined by evaluating camera data describing the surroundings of motor vehicle 1. The camera data can, for example, be obtained from a camera 15, such as a front camera and / or a surround view camera of motor vehicle 1, and evaluated to form lane boundary 7.The swarm lane boundary course 8 was determined by evaluating swarm data and also describes the course of the lane boundary.

[0046] For the first route segment 5, a first driving corridor 9 is shown, which extends in the direction of travel 14 of the motor vehicle 1 over the entire first route segment 5. This has a first edge 10 and an opposite second edge 11. Furthermore, a distance between the first edge 10 of the driving corridor 9 and the swarm trajectory 6 is shown as Y. Init In addition, the distance of the motor vehicle 1 to the swarm trajectory 6 is shown as Y DP (t). The distance between the motor vehicle 1 and the second edge 11 of the travel corridor 9 is here indicated as Y Flex (t) is shown. Y Init together with Y DP (t) together form the distance Y A (t).

[0047] There may also be an adjacent lane 12 of road 3, on which a counter path 13 runs, which is convergent to the swarm trajectory 6. The counter path 13 may, for example, also have been determined using swarm data.

[0048] The motor vehicle 1 can have the camera 15. It can have a control device 16 in which a driver assistance system 17 is provided, i.e., by means of which the driver assistance system 17 can be implemented. The driver assistance system 17 can, for example, be designed to keep the motor vehicle 1 in the lane 2 based on the driving corridor 9. The driver assistance system 17 is, for example, a lane keeping or lane guidance assistant.

[0049] Fig.2 shows a method for determining a driving corridor 9, 23 for the motor vehicle 1. The method is preferably carried out by means of the control device 16 of the motor vehicle 1. In a method step S1, the first driving corridor 9 of the lane 2 is determined. The first driving corridor 9 extends in the direction of travel 14 over the first route segment 5 and is determined by applying a driving corridor determination criterion 20.

[0050] The driving corridor determination criterion 20 can be applied to the swarm trajectory 6, the lane boundary profile 7, and / or the swarm lane boundary profile 8. The lane boundary profile 7 describes the profile of the lane boundary of lane 2 in the direction of the second edge 11 of the driving corridor 9, 23. The swarm lane boundary profile 8 also describes this lane boundary. By applying the driving corridor determination criterion 20, a shape and / or a position on lane 2 of the first edge 10 and the second edge 11 of the driving corridor 9, 23 can be determined. For this purpose, the driving corridor 9, 23 can be selected depending on the situation from a list 21 of several possible driving corridors 9, 23. These differ from one another in the shape and / or position of the first edge 10 and / or the second edge 11 on the lane 2.Six different driving corridors 9 are drawn here as examples, which are labeled with the letters A, B, C, D, E and F. The individual edges 10, 11 of the driving corridor 9, 23 each depend, for example, on the swarm trajectory 6, the lane boundary course 7 and / or the swarm lane boundary course 8. Which of these six different shapes and / or positions of the driving corridor 9, 23 is selected can, for example, depend on how reliable or plausible the swarm trajectory, the lane boundary course 7 and / or the swarm lane boundary course 8 were assessed to be. For example, the driving corridors 9, 23 according to A and B are only selected if the lane boundary course 7 is sufficiently reliable. However, if this has been classified as less trustworthy, for example, the driving corridor 9, 23 can be designed according to C.

[0051] A method step S2 comprises determining a second driving corridor 23 for a second route segment 5, wherein the second route segment 5 differs at least partially from the first route segment 5 and / or the second driving corridor 23 is determined at a different time than the first driving corridor 9. The second driving corridor 23 is determined by reapplying the driving corridor determination criterion 20. For the second driving corridor 23, a distance 24 between the swarm trajectory 6 on the lane 2 and the first edge 10 of the second driving corridor 23 is also kept constant compared to the determined first driving corridor 9. In the example outlined here, this results in a greater width 25 of the second driving corridor 23 compared to the width 25 of the first driving corridor 9.

[0052] A check is now carried out to determine whether the width 25 of the determined second driving corridor 23 lies within a predefined width range. For example, it is always within the predefined width range if it is smaller than a minimum track width 26 or larger than a maximum track width 27. In the case outlined here as Example G, this is the case, i.e., it is determined here that the width 25 of the second driving corridor 23 is greater than or equal to the minimum track width 26 and / or less than or equal to the maximum track width 27. In Example G, the width 25 is therefore within the predefined width range. For this reason, the determined second driving corridor 23 is retained for the second route segment 5, i.e., in a method step S3, the second driving corridor 23 is retained unchanged and transmitted, for example, to the driver assistance system 17.

[0053] Another example H is sketched here with a different width 25 of the second driving corridor 23. Here, the latter has a width 25 that lies outside the specified width range, for example, because it is greater than the maximum track width 27. For this reason, for example, in a method step S4, the first edge 10 of the driving corridor 23 is shifted at least until the width 25 of the second driving corridor 23 is again within the specified width range, that is, here between the minimum track width 26 and the maximum track width 27. This is sketched here as a shifted second driving corridor 28 for method step S2.

[0054] It can be provided that the width 25 of the first driving corridor 9 corresponds to a predetermined target lane width 22, which is smaller than the maximum lane width 27 and larger than the minimum lane width 26. It can further be provided that when applying the driving corridor determination criterion 20, the adjacent lane 12 and / or the opposing path 13 are taken into account, wherein in particular the distance 24 between the swarm trajectory 6 on the lane 2 and the first edge 10 is predetermined depending on the adjacent lane 12 and / or the opposing path 13.

[0055] In a method step S5, a plausibility check of the swarm trajectory 6 can be performed with the lane boundary profile 7 and / or with the swarm lane boundary profile 8 for the respective route segment 5. If a plausibility value determined in this process lies within a predetermined value range, method steps S1 and S2 are carried out, i.e., only then is the respective driving corridor 9, 23 actually determined and checked with regard to the width 25. The plausibility check can include a distance and / or angle criterion to quantify the plausibility check. Furthermore, at least the distance criterion can take into account an opposing path 13 on the adjacent lane 12 approaching the swarm trajectory 6, so that at least one limit distance specified by the distance criterion can be increased by a distance between the swarm trajectory 6 and the opposing path 13 (this distance is not sketched here).

[0056] Overall, the examples demonstrate a method for situation-induced adaptation of swarm data and a plausibility check with extension for road edges (road edge, referred to here as the lane boundary of lane 2). To select how the driving corridor 9, 23 can be designed, the type of corridor formation (driving corridor type, for example, taken from list 21) is selected depending on the situation. The selection is controlled by priorities. The selection is based on "evaluations of the camera track to the swarm track", "evaluation of the camera track to the swarm track", and the evaluation of the "swarm track to the swarm trajectory 6" (drivable path). The distance to the camera track (lane boundary course 7) or to the swarm track (swarm lane boundary course 8) is specified with Y. Flex (t). Using the nominal track width 22, which is defined as S Sollcan be described, a position relative to the swarm trajectory 6 is initially determined and set. The following formula applies at time t0: yInit=SSoll−yDP(t0)+yFlex(t0)

[0057] First, the track width B Spur (t), that is, the width 25, is determined using the following formula: BSpur(t)=yInit+yDP(t)−yFlex(t)

[0058] If for B Spur (t) it holds that S Min ≤ B Spur (t) ≤ S Max applies, Y Init not changed. However, B Spur (t) < S Min will be y Init changed. Applies B Spur (t) > S Max will be y Init also changed. It can be changed with a transition limit so that y Init does not change abruptly.

[0059] In connection with the plausibility check, it should be emphasized: The swarm data are plausible up to element j if: - Each element i ≤ j of the swarm trajectory 6 to the left lane boundary 7 up to a lateral distance S max * plausibly low, otherwise for distances > S max * is plausibly high; and - Each element i ≤ j of the swarm trajectory 6 is at least half a vehicle width of the motor vehicle 1 to the right of the left lane boundary line 7; - Each element i ≤ j of the swarm trajectory 6 has a lateral distance of at most S SpurMax * is to the right of the left lane marking 7; - Each element i ≤ j of the swarm lane boundary course 8 to the left of the lane boundary course 7 is plausible.

[0060] All of these criteria must be met. max * and S SpurMax * are separate applications for the roadside case and differ from a plausibility check of lane markings.

[0061] The swarm data are plausible up to element j if: - Each element i ≤ j of the swarm trajectory 6 to the left lane boundary line 7 is plausibly high; - Each element i ≤ j of the swarm trajectory 6 is at least half the vehicle width of the motor vehicle 1 to the right of the left lane boundary line 7; - Each element i ≤ j of the swarm trajectory 6 has a lateral distance of at most s MaxFall3 * to the right of the left lane marking 7. All criteria must be met.

[0062] The above criteria apply analogously to a lane boundary line 7 and / or swarm lane boundary line 8 arranged to the right of motor vehicle 1. In the above criteria, “left” can then be replaced by “right”.

[0063] The application of S max * and S SpurMax* can be further extended, depending on whether a swarm trajectory 6 in the opposite direction is present in the swarm data on the opposite lane (opposite path 13). In this case, the parameters S max * and S SpurMax * for example, be used with an offset that depends on the distance of the counter path 13 to the swarm trajectory 6.

Claims

[1] Method for determining a driving corridor (9, 23) for a motor vehicle (1), comprising: - determining (S1) a first driving corridor (9) for the motor vehicle (1) on a lane (2) on which the motor vehicle (1) is traveling, wherein the driving corridor (9) extends in a direction of travel (14) of the motor vehicle (1) over a first route segment (5) and is determined by applying a driving corridor determination criterion (20); - determining (S2) a second driving corridor (23) for a second route segment (5), wherein the second route segment (5) differs at least partially from the first route segment (5) and / or the second driving corridor (23) is determined at a different time than the first driving corridor (9), by re-applying the driving corridor determination criterion (20), wherein for the second driving corridor (23) a distance (24) between a swarm trajectory (6) for the lane (2) and a first edge (10) of the driving corridor (23) is kept the same as in the determined first driving corridor (9); - checking whether a width (25) of the determined second travel corridor (23) lies within a predetermined width range; and - only if this is the case, maintaining (S3) the determined second travel corridor (23) for the second route segment (5). [2] Method according to claim 1, wherein if the width (25) of the determined second travel corridor (23) lies outside the predetermined width range, a shifted second travel corridor (28) is determined by shifting the first edge (10) of the second travel corridor (23) at least until the width (25) lies within the predetermined width range, and the determined shifted second travel corridor (28) is maintained for the second route segment. [3] Method according to one of the preceding claims, wherein the driving corridor determination criterion (20) is applied to the swarm trajectory (6), a lane boundary course (7) which describes a course of a lane boundary of the lane (2) in the direction of a second edge (11) of the driving corridor (9, 23) which is opposite the first edge (10) and is determined by evaluating camera data which describe an environment of the motor vehicle (1), and / or a swarm lane boundary course (8) which likewise describes the course of the lane boundary in the direction of the second edge (11) but was determined by evaluating swarm data. [4] Method according to one of the preceding claims, wherein by applying the driving corridor determination criterion (20) a shape and / or a position on the lane (2) of the first edge (10) and the opposite second edge (11) is determined. [5] Method according to claim 3, wherein when applying the driving corridor determination criterion (20), the respective driving corridor is selected depending on the situation from a list (21) of several possible driving corridors (9, 23), which differ from each other in the shape and / or position of the first edge (10) and / or the second edge (11) on the lane (2). [6] Method according to one of the preceding claims, wherein the width (25) of the first travel corridor (9) corresponds to a predetermined target lane width (22) which is smaller than a maximum lane width (27) and larger than a minimum lane width (26). [7] Method according to one of the preceding claims, wherein when applying the driving corridor determination criterion (20) an adjacent lane (12) and / or an opposing path (13) coming towards the swarm trajectory (6) is taken into account, wherein in particular the distance (24) between the swarm trajectory (6) on the lane (2) and the first edge (10) is predetermined as a function of the adjacent lane (12) and / or the opposing path (13). [8] Method according to one of the preceding claims, wherein the respective driving corridor (9, 23) is only determined if a plausibility check (S5) of the swarm trajectory (6) with a lane boundary course (7) and / or a swarm lane boundary course (8) for the respective route segment (5) has been carried out and results in a plausibility check value which lies within a predetermined value range. [9] Method according to claim 8, wherein the plausibility check comprises applying a distance and / or angle criterion to quantify the plausibility check, wherein in particular at least the distance criterion takes into account a counter path (13) on an adjacent lane (12) approaching the swarm trajectory (6), so that in particular at least one limit distance predetermined by the distance criterion is increased by a distance between the swarm trajectory (6) and the counter path (13). [10] Motor vehicle (1) designed to carry out a method according to one of the preceding claims.

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