Procedures for operating a motor vehicle

Abstract

This paper presents intelligent vehicle systems and control logic that provide automatic assistance in lane merging, methods for manufacturing and using such systems, and vehicles equipped with such systems. One method for operating a motor vehicle includes a vehicle control unit that communicates with a host vehicle tracking device to receive location data indicating the current location of the motor vehicle. Using this vehicle location data and a digital road map, the control unit assigns the motor vehicle's location to a lane and simultaneously detects a lane merging event in response to the host vehicle's location coinciding with a lane segment that merges with another lane segment at a lane merging point.In response to the detection of a lane merging event, the control unit determines a new mirror angle for a driver's side mirror and simultaneously commands a mirror actuator to move the driver's side mirror to the new mirror angle before the vehicle reaches the lane merging point.

Description

[0001] The present disclosure generally relates to motor vehicles with automated driver assistance systems. In particular, aspects of this disclosure relate to intelligent motor vehicles with control logic for executing automatic lane-keeping assistance features.

[0002] Modern vehicles, such as the contemporary automobile, can be equipped with a network of onboard electronic devices that provide automated driving capabilities to assist drivers in vehicle operation. In automotive applications, for example, one of the most recognizable types of automated driving features is cruise control. Cruise control allows a driver to set a specific vehicle speed, and the vehicle's onboard computer system will maintain that speed without the driver using the accelerator or brake pedals. Next-generation adaptive cruise control (ACC) is an automated driving feature that regulates vehicle speed while simultaneously managing the following distance between the guest "ego" vehicle and a leading "target" vehicle.Another type of automated driving feature is Lane Change Assist (LCA), which uses target detection and distance sensors to track approaching vehicles in adjacent lanes and warns the driver when they signal that they intend to merge into a neighboring lane. Intelligent Parking Assist Systems (IPAS), lane keeping assist and automated steering systems (Auto Steer systems), electronic stability control (ESC) systems, and other advanced driver assistance systems (ADAS) are also available in many modern automobiles.

[0003] Lane merging events are a regular part of the daily operation of a motor vehicle, generally characterized by two lanes merging into a single lane. In addition to the merging of multiple parallel lanes into one, a lane merging event is a common occurrence for drivers attempting to enter a high-speed highway via a sharply angled on-ramp. The merging maneuver is implicitly performed by the driver of the entering vehicle locating and tracking any first vehicle directly ahead on the on-ramp, while simultaneously attempting to locate and track any approaching vehicles in the far right acceleration lane of the highway.The driver then coordinates the merging of the guest vehicle in front of or behind approaching vehicles in the acceleration lane, without advancing into the lane itself. In addition to the typical challenges of attempting to locate and track multiple target vehicles simultaneously across multiple lanes, lane merging can be further complicated by adverse weather, poor road surface conditions, traffic, and other factors. Furthermore, less-than-optimal highway on-ramps can make it challenging for a merging driver to see the fast-moving vehicles on the main highway using the driver's side mirror or by looking over their shoulder into the blind spot.

[0004] DE 102011 085 643 A1 relates to a method for adjusting an external mirror for a motor vehicle and an arrangement therefor, wherein a control device coupled to the external mirror is provided, by which road data provided by a road recognition device is received and wherein the control device calculates mirror adjustment information from the received road data.

[0005] DE 100 16 222 A1 relates to a method and a device for the electrical adjustment of the exterior mirrors of motor vehicles, whereby it is proposed that when changing lanes, the angle at which the lane change is made is measured and the exterior mirrors are temporarily adjusted accordingly.

[0006] DE 60 2005 000 360 T2 concerns the adjustment of a side mirror angle so that vehicles driving on the lane giving right of way can be checked with the side mirror.

[0007] JP 2024 - 82 778 A relates to a side mirror control device configured to determine an intersection angle between the driver's own lane and the other lane and to control the direction of the mirror surface so that the driver can see the other lane using the side mirror.

[0008] US 2013 / 0342926A1 describes a method for adjusting a vehicle mirror between a standard mirror angle setting and a dynamic mirror angle setting.

[0009] DE 10 2016 003 438 A1 relates to a driver assistance system and a driver assistance procedure, wherein, based on a recorded image, it is determined whether a current vehicle is on an intersection, and wherein a control unit automatically changes the vehicle's lane when it is determined that the current vehicle is on the intersection and when no obstacle is detected on the lateral or rear side of the vehicle.

[0010] It can be considered an objective to provide an alternative method for operating a motor vehicle, which can improve an automated lane-merging aid for a visiting vehicle. This objective is achieved by the subject matter of claim 1.

[0011] This document describes intelligent vehicle systems with associated control logic for providing automated lane merge assistance, methods for manufacturing and operating such systems, and motor vehicles equipped with such systems. As a non-restrictive example, an onboard vehicle navigation system can actively determine when a visiting vehicle is approaching a lane merge point, such as the end of a highway on-ramp; an in-vehicle lane merge assist (LMA) system can automatically adjust a rearview mirror and / or a side mirror (collectively, the "driver's mirrors") to help the driver better monitor the traffic flow ahead of the merge point.The LMA system can operate in a variety of different modes, including a simple "fixed" LMA mode that automatically adjusts a driver's mirror to a preset wide-angle view, which can be selected by the driver or calibrated to the visiting vehicle. The LMA system can also operate in an advanced "dynamic" LMA mode that intelligently performs a driver's mirror adjustment to provide an optimal view, based, for example, on the context of the merging location, vehicle speed, driver preference, and other factors. An adaptive "continuous" LMA mode performs successive mirror angle adjustments and, if desired, intelligently displays conflicting vehicles using a side blind spot indicator, based, for example, on the visiting and target vehicle speeds, trajectories, and relative locations.

[0012] Aspects of this disclosure are directed toward intelligent vehicle control systems and ADAS control logic for providing automated lane-keeping assistance features. One example presents a method for operating a "guest vehicle" comprising a vehicle body, a driver's side mirror attached to the vehicle body, and a mirror actuator coupled to the driver's side mirror.

[0013] The inventive method for operating a motor vehicle comprising a vehicle body, a driver's side mirror mounted on the vehicle body, a mirror actuator coupled to the driver's side mirror, and a vehicle control unit connected to the mirror actuator, comprises: receiving, via the vehicle control unit, location data from a guest vehicle tracking device indicating the location of the motor vehicle; mapping, via the vehicle control unit, the location of the guest vehicle onto a vehicle lane using the location data and a digital road map; detecting, via the vehicle control unit, a lane-merging event in response to the guest vehicle's location coinciding with a first lane segment merging with a second lane segment at a lane-merging point; determining, via the vehicle control unit, a new mirror angle for the driver's side mirror in response to the detection of the lane-merging event.Instruct, via the vehicle control system, that the mirror actuator move the driver's mirror to the new mirror angle before the vehicle reaches the lane merging point; and receive, via the vehicle control system, from a sensor array mounted on the vehicle body, sensor data indicating an approaching vehicle in the second lane segment; instruct, via the vehicle control system, that simultaneously with the mirror actuator moving the driver's mirror to the new mirror angle, a driver feedback system issue an audible, visual, and / or haptic cue indicating that the approaching vehicle is approaching in the second lane segment; determine, via the vehicle control system using the sensor data, a target location of the approaching vehicle relative to the vehicle's host vehicle location;Calculating a second new mirror angle in real time based on the target location relative to the guest vehicle's location; and instructing, via the vehicle control system, that the mirror actuator move the driver's mirror to the second new mirror angle before the vehicle reaches the lane merging point.

[0014] According to one embodiment, the method comprises, in any order and in any combination with any of the options and features disclosed above and below: receiving, e.g., by a resident or remote microcontroller, a central processing unit, a control module, a programmable logic device, an integrated circuit (IC) device, or a network of processors / controllers / modules / devices / etc. (collectively, "vehicle control"), from a wirelessly capable guest vehicle tracking device, location data indicating a real-time location of the guest vehicle; mapping, e.g., via the vehicle control using the location data and a stored digital road map, the guest vehicle's location onto a roadway; capturing, e.g.,via the vehicle control system, a lane-merging event in response to the guest vehicle's real-time location matching a lane segment merging with an adjacent lane segment at a lane-merging point; determining, e.g., via the vehicle control system in response to the detection of the lane-merging event, a new mirror angle for the driver's mirror; and instructing, e.g., via the vehicle control system, the mirror actuator (e.g., a bidirectional electric motor, a rotary actuator, a pneumatic cylinder, etc.) to move the driver's mirror to the new mirror angle before the guest vehicle reaches the lane-merging point.

[0015] As an application of the method according to the invention, computer-readable media (CRM) are provided which contain instructions executable by the control unit for providing lane-merging assistance to drivers of motor vehicles. In one example, a non-volatile CRM stores instructions that can be executed by a vehicle control unit of a motor vehicle comprising a vehicle body, a driver's side mirror attached to the vehicle body, and an electric mirror motor that is communicatively connected to the vehicle control unit and coupled to the driver's side mirror for drive purposes.These CRM-stored instructions, when executed, cause the vehicle control system to perform operations that include: receiving location data from a wireless guest vehicle tracking device in the vehicle, indicating a guest vehicle location; mapping the guest vehicle location onto a vehicle lane using the received location data and a stored digital road map; detecting a lane-merging event in response to the guest vehicle location coinciding with a first lane segment of the vehicle lane merging with a second lane segment at a lane-merging point; determining, in response to the detection of the lane-merging event, a new mirror angle for the driver's side mirror; and instructing the mirror motor to move the driver's side mirror to the new mirror angle before the vehicle reaches the lane-merging point.

[0016] As an application of the method according to the invention, intelligent motor vehicles with automated lane-fitting assistance features are provided. As used herein, the terms "vehicle" and "motor vehicle" can be used interchangeably and synonymously to encompass any relevant vehicle platform, such as passenger cars, commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATVs), motorcycles, agricultural equipment, aircraft, spacecraft, e-bikes, etc. In an example, a motor vehicle comprises a vehicle body with a passenger compartment, several road wheels attached to the vehicle body (e.g., via corner modules coupled to a unibody or body-on-frame chassis), and other standard original equipment.A drive unit, which may be a traction motor and / or an internal combustion engine assembly, is located within the vehicle body and drives the road wheel(s) to propel the vehicle. Also mounted on the vehicle body is a mirror assembly comprising a side and / or rear-view mirror and a control-automated mirror actuator, which is driven by the driver's mirror.

[0017] Continuing the discussion of the example above, the vehicle also includes a resident or remote vehicle controller programmed to communicate with a wireless-enabled guest vehicle tracking device to receive location data from it, indicating a real-time location of the guest vehicle. Using this location data and a stored digital road map, the vehicle controller maps the vehicle's real-time location onto a vehicle roadway and simultaneously detects a lane-merging event in response to the vehicle's location and trajectory matching a roadway lane segment that merges with an adjacent lane segment at a lane-merging point on the vehicle roadway.In response to the detection of a lane-entry event, the vehicle control system determines a new mirror angle for the driver's side mirror and then commands the mirror actuator to move the driver's side mirror to the new mirror angle before the vehicle reaches the lane-entry point.

[0018] According to one embodiment, determining a new mirror angle may involve retrieving a user-selected or vehicle-calibrated mirror angle from a resident storage device of the host vehicle, and then setting the new mirror angle as the user-selected or vehicle-calibrated mirror angle. According to another embodiment, determining a new mirror angle may involve determining a relative angle between the two merging lane segments and then calculating the new mirror angle in real time based on that relative angle.According to one embodiment, determining a new mirror angle comprises determining the respective relative angles between a series of arcuately spaced lane positions of an arcuate lane segment and the adjacent lane segment, and then calculating a series of new mirror angles based on the respective relative angles between the adjacent lane segment and the arcuately spaced lane positions of the arcuate lane segment. In this case, the mirror actuator is instructed to move the driver's mirror sequentially to the new mirror angles before the vehicle reaches the lane merging point.

[0019] According to one embodiment, the vehicle control system instructs a resident driver feedback system of the motor vehicle to issue an audible, visible and / or haptic cue to alert the driver to the control-automated movement of the driver's mirror, simultaneously with the mirror actuator moving the driver's mirror to the new mirror angle.

[0020] According to one embodiment, the vehicle control system communicates with a resident vehicle sensor array to receive sensor data indicating an approaching vehicle in the second lane segment. In this case, the vehicle control system can instruct a driver feedback system to issue an audible, visual, and / or haptic cue alerting the driver that the approaching vehicle is nearing the second lane segment, while simultaneously causing the mirror actuator to adjust the driver's mirror to the new mirror angle. According to another embodiment, the vehicle control system uses the received sensor data to determine a target location of the approaching vehicle relative to the vehicle's real-time location of the guest vehicle, and then calculates a second new mirror angle in real time based on the target location of the approaching vehicle relative to the real-time location of the guest vehicle.In this case, the vehicle control system can instruct the mirror actuator to move the driver's mirror to the second new mirror angle before the vehicle reaches the lane merging point.

[0021] According to one embodiment, the vehicle control system determines whether the new mirror angle exceeds a predefined maximum permissible mirror angle. If so, the control system can instruct the mirror actuator to move the driver's mirror to the predefined maximum permissible mirror angle. According to another embodiment, the vehicle control system determines whether the visiting vehicle has reached the lane merging point and / or merged into the second lane segment after the driver's mirror has been moved to the new mirror angle. If so, the vehicle control system can instruct the mirror actuator to move the driver's mirror to a preset standard position.In one embodiment, the vehicle control system responds to the failure to detect a lane-entry event by determining whether the driver's side mirror is in a preset standard position. If it is not, the vehicle control system can then instruct the mirror actuator to move the driver's side mirror to the preset standard position. In another embodiment, before adjusting the driver's side mirror for a lane-entry event, the vehicle control system responds to the detection of a lane-entry event by first determining whether a lane-entry assist mode is active. In this case, the instruction to the mirror actuator to move the driver's side mirror to the new mirror angle can also occur in response to the LMA mode being active.

[0022] According to one embodiment, the guest vehicle tracking device is an onboard geolocation device (e.g., GPS transceiver or cellular trilateration module) mounted on the vehicle body and / or a portable computing device (e.g., smartphone, plug-in navigation device, or tablet computer) located inside the vehicle body and communicatively connected to the vehicle control system. In this case, the vehicle control system can determine whether the onboard geolocation device is present in the guest vehicle, functioning properly, and / or otherwise available to wirelessly receive the vehicle location data. If this is not the case, the control system can then determine whether the portable computing device is available to wirelessly receive the location data.The instruction of the mirror actuator to move the driver's mirror can also be made in response to confirmation that at least one is available from the on-board geolocation device or portable computer device.

[0023] According to one embodiment, the digital road map is an onboard road map stored in a resident storage device of the motor vehicle (e.g., a Geographic Data File (GDF) map or a Shared Data Access Library (SDAL) map stored by an in-vehicle telematics unit), a plug-in road map stored in a storage device of a portable computer device that is communicatively connected to the vehicle control system (e.g., a mobile Apple® Maps or Google® Maps application running on a smartphone), and / or an online road map that can be wirelessly retrieved by the vehicle control system from a remote storage device (e.g., ONSTAR® Maps+ Navigation).In this case, the vehicle control system can determine whether the onboard road map is readily accessible to, retrievable by, and / or otherwise available to the guest vehicle to map the guest vehicle's real-time location onto the vehicle's roadway. If this is not the case, the vehicle control system can, in response, determine whether the plug-in road map is available to map the guest vehicle's location onto the vehicle's roadway; if this is also not the case, the control system can, in response, determine whether the online road map is available to map the guest vehicle's location onto the vehicle's roadway. Furthermore, the mirror actuator can be instructed to move the driver's mirror in response to the determination that at least one of the onboard road maps, the plug-in road map, or the online road map is available. Fig. Figure 1 is a partially schematic side view illustration of a representative motor vehicle with an automated driver mirror system and a network of in-vehicle controls, detection devices and communication devices for providing automatic lane-fitting assistance according to aspects of the present disclosure. Fig. Figure 2 is a schematic illustration of a representative vehicle lane merging aid (LMA) system according to aspects of the present disclosure. Fig. 3A and Fig. 3B are flowcharts illustrating a representative vehicle control protocol for executing automated lane-fitting assistance features, which may correspond to non-volatile, memory-stored instructions executable by a resident or remote microcontroller, central processing unit, control module, programmable logic circuit or other integrated circuit (IC) device or network of circuits / modules / microcontrollers / IC devices (collectively, “Control”) according to aspects of the present disclosure.

[0024] Referring to the drawings, in which the same reference numerals in the different views refer to the same features, it is stated in Fig. Figure 1 shows a representative motor vehicle, generally designated 10, which is presented herein for discussion as a sedan-style, electrically powered automobile. The automobile 10 shown—hereafter referred to simply as the “motor vehicle” or “vehicle”—is merely an exemplary application with which aspects of this disclosure can be implemented. Similarly, the implementation of the present concepts using a driver-side vehicle side mirror while crossing a highway on-ramp should be considered a non-limiting implementation of disclosed features. Thus, it is understood that aspects of this disclosure can be implemented using any available driver-side mirror assemblies, can be performed for any lane-merging event, and can be incorporated into any logically relevant type of motor vehicle.Furthermore, only selected components of the motor vehicle and vehicle LMA system are shown and described in detail herein. Nevertheless, the vehicles and systems discussed below may include numerous additional and alternative features and other available peripheral hardware for performing the various procedures and functions of this disclosure.

[0025] The representative vehicle 10 from Fig. 1 is originally equipped with a vehicle telecommunications and information (“telematics”) unit 14 that communicates wirelessly, e.g., via a cellular network, satellite service, wireless modem, etc., with a remotely located cloud computing host service 24 (e.g., OnStar®). Some of the other vehicle hardware components 16, which are generally in Fig. The hardware components shown in Figure 1 include, as non-limiting examples, an electronic video display device 18, a microphone 28, audio speaker(s) 30, and various user input controls 32 (e.g., buttons, knobs, pedals, switches, touchpads, touchscreens, etc.). These hardware components 16 partially function as a human-machine interface (HMI), enabling a user to communicate with the telematics unit 14 and other components located in and away from the vehicle 10. For example, the microphone 28 provides occupants with a means of inputting verbal commands; the vehicle 10 may be equipped with an embedded speech processing unit that uses audio filtering, processing, and analysis modules.Conversely, the loudspeaker 30 provides an audible output to a vehicle occupant and can either be a standalone loudspeaker intended for the telematics unit 14 or can be part of an audio system 22. The audio system 22 is connected to a network interface 34 and an audio bus 20 to receive analog information, which it reproduces as sound, via one or more loudspeaker components.

[0026] A network connection interface 34 is communicatively coupled to the telematics unit 14. Suitable examples of such interfaces include twisted-pair / fiber optic Ethernet switches, parallel / serial communication buses, local area network (LAN) interfaces, controller area network (CAN) interfaces, and the like. The network connection interface 34 enables the vehicle hardware 16 to send and receive signals to each other and to various systems both on board and outside the vehicle body 12. This allows the vehicle 10 to perform various vehicle functions, such as modulating the powertrain output, activating friction and regenerative braking systems, controlling the vehicle steering, and other automated functions.For example, the telematics unit can exchange signals with a powertrain control module (PCM) 52, an advanced driver assistance system (ADAS) module 54, an autonomous domain control unit (ADCU) 56, a steering control module (SCM) 58, a brake system control module (BSCM) 60 and various other vehicle ECUs, such as a transmission control module (TCM), an engine control module (ECM), a sensor system interface module (SSIM), an electronic battery control module (EBCM), etc.

[0027] With further reference to Fig. 1 The telematics unit 14 is an onboard computing device that provides a mix of services, both individually and through its communication with other networked devices. This telematics unit 14 can generally consist of one or more processors 40, each of which can be implemented as a discrete microprocessor, an application-specific integrated circuit (ASIC), or a dedicated control module.The vehicle 10 can offer centralized vehicle control via a central processing unit (CPU) 36, which is operationally coupled with a real-time clock (RTC) 42 and one or more electronic storage devices 38, each of which can take the form of a CD-ROM, a magnetic disk, an IC device, a solid-state drive (SSD), a hard disk drive (HDD), a flash memory, a semiconductor memory (e.g., various types of RAM or ROM), etc.

[0028] Long-range communication (LRC) capabilities with remote, external (off-board) devices can be provided by one, more, or all of a cellular chipset / component, a navigation and location chipset / component (e.g., a global positioning system (GPS) transceiver), or a wireless modem, all shown together at 44. Wireless short-range connectivity can be provided by a short-range communication (SRC) device 46 (e.g., a Bluetooth® unit or a near-field communication (NFC) transceiver), a dedicated short-range communication (DSRC) component 48, and / or a dual antenna 50.The communication devices described above can provide data exchanges as part of a periodic transmission in a vehicle-to-vehicle (V2V) communication system or a vehicle-to-everything (V2X) communication system, e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), vehicle-to-cloud (V2C), etc.

[0029] The CPU 36 receives sensor data from one or more sensing devices, which may employ, for example, photo-capture, radar, laser, ultrasonic, optical, infrared, or other suitable technologies, including short-range communication technologies (e.g., DSRC) or ultra-wideband (UWB) radio technologies, to perform an automated driving (AV / ADAS) operation or a vehicle navigation service. According to the example shown, the automobile 10 may be equipped with one or more digital cameras 62, one or more range sensors 64, one or more vehicle speed sensors 66, one or more vehicle dynamics sensors 68, and any necessary filtering, classification, fusion, and analysis hardware and software for processing raw sensor data.The vehicle speed sensor(s) 66 can be of the type of mechanical or electromagnetic transmission shaft sensor or electronic wheel speed sensor for detecting vehicle speed. The vehicle dynamics sensor(s) 68 can be of the type of single-axis or three-axis accelerometer, angular velocity sensor, inclinometer, steering angle sensor, brake sensor, inertial measurement unit (IMU), etc., for detecting longitudinal and lateral acceleration, yaw, roll and / or pitch rates, steering angle, and other dynamics-related parameters. The type, placement, number, and interoperability of the distributed arrangement of in-vehicle sensors can be individually or collectively adapted to a given vehicle platform to achieve a desired level of automated vehicle operation.

[0030] To propel the motor vehicle 10, an electrified powertrain can be operated to generate traction torque and deliver it to one or more of the vehicle's drive wheels 26. The powertrain is in Fig. 1 is represented by a rechargeable energy storage system (RESS), which may be in the form of a chassis-mounted traction battery pack 70 operationally connected to an electric traction motor (M) 78. The traction battery pack 70 generally consists of one or more battery modules 72, each containing a group of battery cells 74, such as lithium-class, zinc-class, nickel-class, or organosilicon-class cells of the pouch, can, or cylindrical type. One or more electric machines, such as traction motor / generator (M) units 78, draw electrical power from the battery pack 70 and optionally supply electrical power to it. A power inverter module (PIM) 80 electrically connects the battery pack 70 to the motor(s) 78 and modulates the transfer of electrical current between them.The battery pack 70 can include an integrated electronics package, such as a wireless cell monitoring unit (CMU) 76, which enables in-module management, cell detection, etc.

[0031] During the operation of motor vehicle 10—also referred to herein as the “guest vehicle” or “ego vehicle”—the driver may need to perform a lane-merging maneuver when traveling in a lane (e.g., a highway on-ramp) that intersects and merges with an adjacent lane (e.g., a highway acceleration lane). For many lane-merging events, the guest vehicle lane is not parallel to the adjacent lane it is merging with, such as a precise or S-shaped highway off-ramp that intersects a highway roadway or a major urban intersection at an oblique angle. These lane topologies can reduce lateral visibility and therefore make it difficult for drivers to coordinate the guest vehicle's merge in front of and behind approaching target vehicles in the adjacent lane.Differences in elevation between the guest vehicle lane and the adjacent roadway lane can further exacerbate limitations in visibility and conscious perception for drivers.

[0032] This paper presents intelligent vehicle systems and control logic for providing automated lane-merging (LMA) features to facilitate lane-merging maneuvers at merging intersections. An in-vehicle LMA system can automatically adjust a rearview mirror and / or one or both side mirrors (collectively, the "driver's mirrors") of the approaching vehicle to help the driver better monitor the traffic flow in the adjacent lane before reaching the merging point. A location-based activation trigger for the LMA system can utilize multiple data sources to perform real-time vehicle geolocation and road mapping, including onboard, online, and plug-in devices. The LMA system can be configured into different operating modes for varying levels of convenience, such as: (1) Fixed LMA mode: the LMA system performs a single adjustment of the driver's mirror alignment during a lane-merging event; the set "new" mirror angle can be preset by the manufacturer / LMA system or selected by the driver / owner; (2) Dynamic LMA mode: the LMA system performs a single adjustment of the driver's mirror alignment during a lane-merging event; the new mirror angle can be determined during the runtime of the LMA logic based on the relative angle between the guest vehicle lane and the adjacent lane; and (3) Continuous LMA mode: the LMA system performs multiple adjustments of the driver's mirror alignment; the mirror alignment can be adjusted continuously or intermittently while the guest vehicle performs the merging maneuver, depending on the real-time position of the guest vehicle and the geometry of the guest vehicle lane.

[0033] Each of the operating modes listed above can be enhanced with improved blind spot detection and warning features of the vehicle. For example, a side blind spot indicator can be activated if there is a potential conflict between the merging vehicle and an approaching target vehicle in the adjacent lane. For some applications, a side blind spot area can be dynamically defined based on the geometry of the merging location.

[0034] Fig. Figure 2 presents an example of a vehicle lane-entry assistance system 100 with which aspects of this disclosure can be implemented. According to the illustrated example, the vehicle LMA system 100 comprises a guest vehicle tracking module 102 for receiving real-time or near-real-time geodetic location data of the guest vehicle, a digital road map module 104 for mapping the location of the guest vehicle onto a vehicle roadway, and a vehicle localization module 118 that translates the received geodetic and map data into a live guest vehicle position, orientation, and speed relative to a drivable surface. The vehicle tracking module 102, the road map module 104, and the localization module 118 can be embedded software applications running on an in-cabin driver feedback device 106, such as the center stack telematics unit 14. Fig. 1, are operated, or can each be a dedicated microcontroller operating within an embedded vehicle control network.

[0035] The guest vehicle tracking module 102 can take a variety of different form factors, such as an onboard geolocation device 108 mounted within the vehicle passenger compartment (e.g., GPS transceiver or cellular trilateration module), or it can be a plug-in computer device 110 located within the passenger compartment and connected to the guest vehicle via a wired or wireless connection (e.g., smartphone, plug-and-play navigation device, tablet computer, laptop computer, etc.). The digital road map module 104 can be implemented as an onboard road map 112 stored in a resident storage device of the guest vehicle (e.g., a GDF or SDAL map stored by an in-vehicle telematics unit). The road map module 104 can also be a plug-in road map 114, which can be accessed from a portable computer device that is connected to the guest vehicle via a wired / wireless connection (e.g.mobile Apple® Maps or Google® Maps application running on an occupant's smartphone), and / or an online road map 116 that can be accessed wirelessly by the guest vehicle from the internet (e.g. OPENSTREETMAP®) or a remote storage device (e.g. ONSTAR® Maps+ Navigation).

[0036] The vehicle LMA system 100 from Fig. 2 can use a vehicle localization module 118, which is implemented as an embedded navigation software application or a discrete navigation service module, to provide real-time geodetic positioning and geolocation mapping services to obtain road topography, traffic, and speed limit information associated with the vehicle's current location. A component synchronization module 120 can coordinate automated lane-merging assistance features with other vehicle subsystems, such as a blind-side warning system, a haptic driver warning system, an LCA system, etc. A feature control module 122 can act as a centralized control node to control and coordinate the execution of the LCA system with the various other ADAS features of the guest vehicle. A vehicle occupant, be it the vehicle driver, owner, passenger, etc.The LMA system can use a feature setting HMI module 124 to selectively activate and deactivate the LMA system, set user preferences within the LMA system, select one of the available LMA system operating modes, etc. The LMA system 100 communicates with a mirror actuator controller 126 to control the operation of a mirror actuator 130 (e.g., a bidirectional electric motor, a rotary actuator, a pneumatic cylinder, etc.) within a driver mirror assembly 128 to modulate a mirror yaw angle and / or a mirror pitch angle of a driver side mirror 132.

[0037] Referring to the flowcharts from Fig. 3A and Fig. 3B will be an improved method or control protocol for providing automated lane merging assistance for a guest vehicle, such as the Automobile 10 from Fig. 1, using a resident ADAS system, such as the vehicle LMA system 100 from Fig. 2, generally described at 200 according to aspects of the present disclosure. Some or all of the in Fig. 3A and Fig. The operations illustrated in 3B and described in more detail below may be representative of an algorithm corresponding to non-volatile, processor-executable instructions that may be located, for example, in main, auxiliary, or remote memory (e.g., resident vehicle storage device(s) 38 and / or remote cloud hosting service database 24). Fig. 1) are stored. These instructions can be executed, for example, by a microcontroller, a processing unit, a programmable logic circuit, a dedicated control module, or another module or device or network of controllers / modules / devices (e.g., vehicle CPU 36 and / or BO server-class computer of the cloud hosting service 24) to perform one or all of the functions described above and below that are associated with the disclosed concepts. It is understood that the order of execution of the illustrated operation blocks can be changed, additional operation blocks can be added, and some of the operations described herein can be modified, combined, or eliminated.

[0038] Procedure 200 can be used at start terminal block 201. Fig. 3A begins with stored, processor-executable instructions to initialize a lane-merging assistance procedure to support a driver during a lane-merging event. This routine can be executed in real time, near real time, continuously, systematically, sporadically, and / or at predefined time intervals, for example, every 10 or 100 milliseconds while the vehicle is in use. Fig. 1. Initialized. As yet another option, terminal block 101 can be initialized in response to a user command prompt (e.g., input via telematics input controls 32), a resident vehicle control prompt (e.g., from CPU 36), or a send request signal received from a centralized back-office (BO) vehicle service system (e.g., from cloud host service 24). As a non-restrictive example, procedure 200 can be automatically initialized upon detection that the guest vehicle is entering a highway on-ramp, off-ramp, or other lane segment known to merge with another non-parallel lane segment. Upon completion of some or all of the steps described in the Fig. 3A and Fig. In the control processes shown in 3B, the procedure 200 can move to the final terminal block 209 and temporarily end, or it can optionally loop back to terminal block 201 and run in a continuous loop.

[0039] During the transition from terminal block 201 to the ONBOARD GPS decision block 203, procedure 200 can determine whether an onboard geolocation device (e.g., telematics GPS transceiver) is both present in the guest vehicle in question and functioning properly (e.g., "available") to wirelessly receive real-time vehicle geolocation data. As a non-restrictive example, feature control module 122 can be used. Fig. 2. Ping the onboard geolocation device 108 and perform a diagnostic check to determine if the geolocation device 108 is powered on and actively receiving geolocation data. If an onboard geolocation device is unavailable (Block 203 = NO), Procedure 200 may, in response, execute Plug-in GPS Decision Block 205 to determine if a wireless portable computing device (e.g., a BLUETOOTH®-paired smartphone) is communicatively connected to the guest vehicle and available to wirelessly receive vehicle geolocation data. For example, Feature Control Module 122 may attempt to pair with the Plug-in Computing Device 110 and retrieve cellular trilateration data from it.If a plug-in geolocation device is also deemed unavailable (block 205 = NO), procedure 200 can, in response, set a system error flag in resident memory at the NO-GPS error procedure block 207; procedure 200 can then proceed to terminal block 209 and temporarily terminate, or it can loop back to decision block 211 and attempt to retrieve a suitable map. Instead of executing decision blocks 203 and 205 sequentially, procedure 200 can execute the two if / then conditional statements concurrently, or, in at least some applications, it can omit both decision blocks 203 and 205 if the LMA system has already confirmed that guest vehicle location services are available.

[0040] After determining that either an onboard geolocation device is available (Block 203 = YES) or a plug-in geolocation device is available (Block 205 = YES), Procedure 200 may, in response, execute ONBOARD MAP decision block 211 to determine whether an onboard map (e.g., telematics-stored open road map) is readily accessible and retrievable (e.g., "available") to the guest vehicle in question in order to map a guest vehicle location onto a vehicle lane. If an onboard digital map is not available (Block 211 = NO), Procedure 200 may in response execute PLUG-IN MAP decision block 213 to determine whether a plug-in lane map (e.g., smartphone-stored Apple® Maps or WAZE® mobile application) is available to map a guest vehicle location onto a vehicle lane.If a plug-in digital map is unavailable (block 213 = NO), procedure 200 can respond by executing the ONLINE MAP decision block 215 to determine if an online road map (e.g., ONSTAR® Maps+ Navigation or Google® Maps Online Mapping Service) is available to map a guest vehicle's location onto a vehicle lane. If an online road map is also unavailable (block 215 = NO), procedure 200 can respond by setting a system error flag in resident memory at the NO MAP error procedure block 217; procedure 200 can then temporarily terminate at terminal block 209. Instead of executing decision blocks 211, 213, and 215 sequentially, procedure 200 can execute these three if / then conditional statements concurrently.It is also provided that procedure 200 may omit decision blocks 211, 213 and 215 entirely if the LMA system has already confirmed that a road mapping service is available.

[0041] After confirming that an onboard road map is available (Block 211 = YES), a plug-in road map is available (Block 213 = YES), or an online road map is available (Block 215 = YES), Procedure 200 can, in response, execute the guest vehicle location subroutine 219 to locate the guest vehicle on a map. For example, the vehicle location module 118 from Fig. 2. Location data received by the guest vehicle tracking module 102 (e.g., GPS geodetic reference coordinates) and map data retrieved by the digital road map module 104 (e.g., open-source spatial database) are used to map the real-time location of the guest vehicle onto a guest road segment. After the side connector (A) from Fig. 3A to side connector (A) from Fig. 3B executes procedure 200, then the FEATURE-ENABLED decision block 221 to determine whether a lane-entry assist mode is enabled on the guest vehicle. For example, the vehicle feature control module 122 may... Fig. 2 communicate with the feature setting HMI module 124 to query whether the driver has selectively activated or deactivated the vehicle LMA mode.

[0042] If LMA mode is not activated (block 221 = NO), procedure 200 can be used for STANDARD POSITION decision block 223. Fig. 3B advance to determine whether the driver's side mirror is currently aligned in a preset standard position or not. The side mirror 132 of the driver's side mirror assembly 128 from Fig. Procedure 2 can, for example, have three available positions: (1) a default position: a mirror angle selected by a driver / owner / user and stored in memory for normal driving scenarios; (2) a ramp position: a preset or actively selected mirror angle or a series of mirror angles for performing a lane-entry maneuver; and (3) a maximum position: a maximum permissible mirror angle determined by the mechanical limits of mirror assembly 128. If the driver's mirror is positioned in the default position (block 223 = YES), procedure 200 can loop back to procedure block 219 or decision block 221. Conversely, procedure 200 can exit Fig. 3B responds to a determination that the driver's mirror is not positioned in the standard default position (Block 223 = NO) by moving the driver's mirror to the standard position at MIRROR DEFAULT procedure block 225. According to the example shown from Fig. 2. The feature control module 122 can transmit a command signal to the mirror actuator control 126, requesting movement of the side mirror 132 to the standard position; the mirror actuator control 126 can simultaneously command the mirror actuator 130 to rotate the side mirror 132 to the corresponding mirror preset pitch and yaw angles. At this interface, the procedure 200 can deactivate the lane-fitting support mode at the LMA-OFF procedure block 227 (e.g., the feature control module 122 sets the feature status in the HMI module 124 to "off") and loop back to block 219 or block 221.

[0043] After confirming that LMA mode is activated (Block 221 = YES), procedure 200 can proceed to MERGING EVENT decision block 229. Fig. 3B advances to determine whether the guest vehicle experiences a lane-merging event or not. As an example, and not limited to, the feature control module 122 can be used. Fig. 2 communicate with the vehicle localization module 118 to determine the vehicle location and movement path during operation of the automobile 10. Fig. 1. To actively track the guest vehicle's real-time location to determine when it aligns with a lane segment (“guest lane”) that merges with an adjacent, non-parallel lane segment (“destination lane”) at a detected lane-merging point. A common example involves driving scenarios where the guest vehicle crosses a highway on-ramp and attempts to merge into the adjacent highway acceleration lane before the on-ramp ends. In response to a determination that the guest vehicle is not undergoing a lane-merging event (Block 229 = NO), Procedure 200 can be executed in response to Decision Block 223 from Fig. Loop 3B and perform the operations described above with respect to blocks 223, 225 and 227.

[0044] After detecting a lane merging event (block 229 = YES), procedure 200 can react by executing the LANE EXIT decision block 231 to determine whether the guest vehicle has merged into the adjacent destination lane or has reached the merging point of the guest and destination lanes and therefore left the guest lane. Continuing with the in Fig. 1 and Fig. In two illustrated examples, the feature control module 122 can communicate with the vehicle localization module 118 to determine whether the ego vehicle 10 has already performed a lane-merging maneuver or has reached / passed the terminal end of the on-ramp and is therefore now driving in the target lane. In response to a determination that the guest vehicle has left the guest lane (block 231 = YES), the procedure 200 can respond to decision block 223. Fig. Loop 3B and, if necessary, perform the operations described above with regard to blocks 223, 225 and 227.

[0045] With further reference to Fig. 3B can execute procedure 200, the set-setting-continue decision block 233, after concluding that the guest vehicle in question has not left the guest lane (block 231 = NO). As a non-restrictive example, the feature control module 122 can issue a visual or audible prompt to the driver to authorize the execution of the LMA support features and / or to select a desired operating mode for the vehicle LMA system 100. The touchscreen input controls 32 from Fig. 1. User-selectable soft-touch buttons can be displayed to activate or deactivate LMA; if activated, the telematics unit 14 can then display user-selectable soft-touch buttons to select fixed mode, dynamic mode, or continuous mode. Alternative system configurations may only prompt the user to activate / deactivate LMA, only prompt the user to select a desired operating mode, or omit decision block 233 entirely, for example, in situations where the driver has already activated LMA and an operating mode has already been selected.

[0046] If the user selects not to continue the LMA mirror adjustment (Block 233 = NO), Procedure 200 can respond by executing RAMP POSITION decision block 243 and determining whether the driver's mirror is currently aligned in the lane-entry (ramp) position. If it is (Block 235 = YES), Procedure 200 can loop back to decision block 221 and determine whether lane-entry assist mode is enabled. If the driver's mirror is not currently aligned in the lane-entry (ramp) position (Block 235 = NO), Procedure 200 can respond by executing the new mirror angle subroutine 237 and either retrieving a predefined "new" lane-entry (ramp) position or calculating a specific "new" lane-entry (ramp) position for the driver's mirror.After confirming the occurrence of a lane-merging event, the feature control module 122 can, for example, retrieve a default mirror angle for the driver's mirror, which can be a user-selected mirror angle or a vehicle-calibrated mirror angle stored in the resident cache. Alternatively, the feature control module 122 can communicate with the road map module 104 to derive road topography data in order to derive a relative angle between the visiting vehicle and target lane segments. The feature control module 122 can then retrieve a lookup table that lists a series of relative angles associated with the respective new mirror angles; from this lookup table, the feature control module 122 selects the new mirror angle that corresponds to the relative angle from the visiting vehicle to the target.As a further option, the feature control module 122 can calculate a new mirror angle as a mathematical difference between the relative angle of the guest vehicle to the destination and a current angle of the driver's mirror.

[0047] If the user selects to continue the LMA mirror adjustment (block 233 = YES), procedure 200 can proceed to the new mirror angle subroutine 239 and calculate a series of new lane merging (ramp) positions. To perform continuous LMA mode, for example, for an arc-shaped guest lane segment, feature control module 122 can be used. Fig. 2. Determine a series of respective relative angles between a series of arc-spaced lane positions of the arc-shaped guest lane segment and the adjacent target lane segment. The feature control module 122 then calculates a series of new mirror angles, each based on a respective relative angle between the adjacent lane segment and one of the arc-spaced lane positions of the arc-shaped lane segment. Once calculated, the feature control module 122 can coordinate with the mirror actuator control 126 to control the operation of the mirror actuator 130 to move the driver's side mirror 132 sequentially to each of the new mirror angles in the series of new mirror angles before the guest vehicle 10 reaches the lane merging point. The new mirror angle determination can be context-based and therefore derived from road geometry information from map databases (e.g., 2D geometry, 3D elevation, etc.).), guest vehicle movement path, real-time speed, preset speed limits, destination lane traffic, etc.

[0048] With further reference to Fig. 3B can advance procedure 200 from subroutines 237 and 239 to the MAX POSITION decision block 241 to determine whether the retrieved, calculated, or otherwise determined "new" lane-entry (ramp) position(s) of the driver's mirror exceeds a predefined maximum permissible mirror angle ("maximum position"). In response to a determination that the new mirror angle(s) exceeds the predefined maximum permissible mirror angle (block 241 = YES), procedure 200 can execute the USE MAX procedure block 243, set the new mirror angle to the maximum position, and instruct the mirror actuator to move the driver's mirror to the predefined maximum permissible mirror angle at the SET MIRROR signal output block 247.On the other hand, if the feature control module 122 confirms that the new mirror angle(s) does not exceed the predefined maximum permissible mirror angle (block 241 = NO), the procedure 200 can execute the USE NEW procedure block 245, set the new mirror angle to the specified "new" lane-entry (ramp) angle, and then command the mirror actuator to move the driver's mirror to the lane-entry (ramp) angle at the SET MIRROR signal output block 247.

[0049] After executing the LMA mirror adjustment feature at signal output block 247, procedure 200 can activate the lane threading support mode at the LMA-ON procedure block 249 (e.g., feature control module 122 sets the feature status in HMI module 124 to "on") and temporarily terminate at the END terminal block 209. Before exiting the Fig. 3A and Fig. The automated LMA control protocol shown in 3B can be used, for example, in procedure block 249 of procedure 200. Fig.3B determine whether the guest vehicle in question has reached the guest vehicle-to-destination lane merging point and / or has merged into the destination lane after the driver's mirror has been moved to the new mirror angle. If both cases are true, procedure 200 can automatically instruct the mirror actuator to move the driver's mirror back to the preset default position (i.e., once the lane merging event is complete, the guest vehicle returns the driver's mirror to its original position).As a further option, the procedure 200 can supplement the automated repositioning of the driver's mirror to the new mirror angle at signal output block 247 by coordinating the feature control module 122 with the component synchronization module 120 to control the activation of a resident driver feedback system of the guest vehicle to output an audible, visual and / or haptic cue that alerts the driver to the control-automated movement of the driver's mirror (i.e., so that the driver knows that their mirror is being moved by the LMA system 100 when they are performing a lane-merging maneuver).

[0050] During a lane-merging event, the procedure can provide 200 processor-executable instructions to the ADAS module 54 to coordinate with the SSIM to receive sensor data from the vehicle's in-vehicle sensor array (e.g., cameras 62, area sensors 64, etc.) to detect and track any approaching vehicles in the target lane segment. When the LMA mirror adjustment feature is executed (e.g., at signal output block 247) and the driver's mirror is moved to the new mirror angle, the feature control module 122 can coordinate with the component synchronization module 120 to control the activation of a resident driver feedback system to provide an audible, visual, and / or haptic cue alerting the driver that one or more target vehicles are approaching in the target lane.In this case, the sensor data can be used via the feature control module 122 to derive a specific target location for each approaching target vehicle relative to the guest vehicle. The feature control module 122 can then calculate one or more (second) new mirror angles in real time based on the target location(s) of the approaching target vehicles relative to the real-time location of the guest vehicle. The guest vehicle can then automate the movement of its driver's mirror to one or more new mirror angles before the guest vehicle reaches the lane merging point.

[0051] Revealed features can be used outside of lane-merging events. For example, vehicle-automated driver mirror movement can assist in a variety of different vehicle reversing maneuvers, such as backing out of a driveway or parking space where a different viewing angle is needed compared to a conventional setting (e.g., the driveway is at an angle to the road). Another example might involve a reversing maneuver where there is a target object of interest (e.g., an obstacle, pedestrian, etc.); the guest vehicle can automatically adjust one or more mirror positions to improve visibility (e.g., an animal is near the reversing vehicle).

[0052] Aspects of this disclosure may, in some embodiments, be implemented by a computer-executable program of instructions, such as program modules, generally referred to as software applications or application programs, executed by any of the controllers or controller variants described herein. In non-limiting examples, software may include routines, programs, objects, components, and data structures that perform specific tasks or implement specific types of data. The software may provide an interface to enable a computer to respond according to an input source. The software may also cooperate with other code segments to initiate a variety of tasks in response to data received in conjunction with the source of the received data.The software can be stored on any of a variety of storage media, such as CD-ROM, magnetic disk and semiconductor memory (e.g., various types of RAM or ROM).

[0053] Furthermore, aspects of this disclosure can be implemented with a variety of computer system and computer network configurations, including multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, mainframes, and the like. Additionally, aspects of this disclosure can be implemented in distributed data processing environments where tasks are performed by resident and remote processing devices connected by a communication network. In a distributed data processing environment, program modules can reside in both local and remote computer storage media, including storage devices. Therefore, aspects of this disclosure can be implemented in a computer system or other processing system in conjunction with various hardware, software, or a combination thereof.

[0054] Each of the methods described herein may include machine-readable instructions for execution by: (a) a processor, (b) a controller, and / or (c) any other suitable processing device. Each algorithm, software, control logic, protocol, or method disclosed herein may be executed as software stored on a tangible medium, such as, for example, flash memory, solid-state drive (SSD), hard disk drive (HDD), CD-ROM, digital versatile disk (DVD), or other storage devices. Alternatively, the entire algorithm, control logic, protocol, or method and / or parts thereof may be executed by a device other than a controller and / or implemented in firmware or dedicated hardware in an available manner (e.g.,Implemented by an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field-programmable logic device (FPLD), discrete logic, etc.). Although specific algorithms can be described with reference to the flowcharts and / or workflow diagrams presented herein, many other methods can alternatively be used to implement the exemplary machine-readable instructions.

Claims

[1] Method (200) for operating a motor vehicle (10) comprising a vehicle body (12), a driver's mirror (128) attached to the vehicle body (12), a mirror actuator (130) coupled to the driver's mirror (128) and a vehicle control system (36) connected to the mirror actuator (130), the method comprising: Received, via the vehicle control (36), from a guest vehicle tracking device, location data indicating a guest vehicle location of the motor vehicle (10); Mapping, via the vehicle control (36), using location data and a digital road map, the guest vehicle's location onto a vehicle lane; Detect, via the vehicle control (36), a lane merging event in response to the guest vehicle location matching a first lane segment merging with a second lane segment at a lane merging point; Determine, via the vehicle control (36), in response to the detection of the lane-entry event, a new mirror angle for the driver's mirror (128); Instruct, via the vehicle control system (36), that the mirror actuator (130) move the driver's mirror (128) to the new mirror angle before the vehicle (10) reaches the lane merging point; and Receiving, via the vehicle control system (36) from a sensor arrangement attached to the vehicle body (12) of the motor vehicle (10), sensor data indicating an approaching vehicle in the second lane segment; Instruct the vehicle control system (36) to simultaneously with the mirror actuator (130) moving the driver's mirror (128) to the new mirror angle, a driver feedback system to issue an audible, visible and / or haptic indication that the approaching vehicle is approaching in the second lane segment; Determine, via the vehicle control (36) using the sensor data, a target location of the approaching vehicle relative to the guest vehicle location of the motor vehicle (10); Calculating a second new mirror angle in real time based on the target location relative to the guest vehicle's location; and Instruct, via the vehicle control (36), that the mirror actuator (130) move the driver's mirror (128) to the second new mirror angle before the vehicle (10) reaches the lane merging point. [2] Method (200) according to claim 1, comprising determining the new mirror angle: Retrieving a user-selected mirror angle or a vehicle-calibrated mirror angle from a resident storage device (38) of the motor vehicle (10); and Setting the new mirror angle as the user-selected mirror angle or the vehicle-calibrated mirror angle. [3] Method (200) according to claim 1, comprising determining the new mirror angle: Determine, via the vehicle control (36), a relative angle between the first track segment and the second track segment; and Calculating the new mirror angle in real time based on the relative angle between the first and second track segments. [4] Method (200) according to claim 1, wherein the first track segment is an arc-shaped track segment, and wherein determining the new mirror angle comprises: Determine, via the vehicle control (36), the respective relative angle between a series of arcuately spaced track positions of the arcuate track segment and the second track segment; and Calculating several new mirror angles based on the multiple relative angles between the second track segment and the arc-spaced track positions of the first track segment, wherein the instruction of the mirror actuator (130) includes instructing the mirror actuator (130) to move the driver's mirror (128) sequentially to the new mirror angles before the motor vehicle (10) reaches the lane merging point. [5] Method (200) according to claim 1, further comprising instructing, via the vehicle control (36), simultaneously with the mirror actuator (130) moving the driver's mirror (128) to the new mirror angle, a driver feedback system of the motor vehicle (10) to output an audible, visible and / or haptic indication indicating a control-automated movement of the driver's mirror (128). [6] Method (200) according to claim 1, further comprising: Determine, via the vehicle control (36), whether the new mirror angle exceeds a predefined maximum permissible mirror angle, wherein the instruction of the mirror actuator (130) includes the instruction of the mirror actuator (130) to move the driver's mirror (128) to the predefined maximum permissible mirror angle in response to a determination that the new mirror angle exceeds the predefined maximum permissible mirror angle. [7] Method (200) according to claim 1, further comprising: Determine, via the vehicle control unit (36), after instructing the mirror actuator (130) to move the driver's mirror (128) to the new mirror angle, whether the motor vehicle (10) has reached the lane merging point and / or has merged into the second lane segment; and Instructing the vehicle control unit (36), in response to a determination that the motor vehicle (10) has reached the lane entry point and / or has merged into the second lane segment, that the mirror actuator (130) moves the driver's mirror (128) to a preset standard position. [8] Method (200) according to claim 1, further comprising: Determine, via the vehicle control (36) in response to the failure to detect the lane-entry event, whether the driver's mirror (128) is in a preset standard position; and Instruct the vehicle control unit (36) in response to a determination that the driver's mirror (128) is not in the preset standard position to move the mirror actuator (130) to the preset standard position.

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