Method and assistance system for controlling a motor vehicle in the context of lane changes and appropriately equipped motor vehicle

Abstract

The invention relates to a method (1) for controlling a motor vehicle in the context of a lane change. If a lane change from a currently occupied exit lane to a destination lane is deemed appropriate (S2), a decision is made based on the behavior of other road users in the vicinity of the motor vehicle (S3) as to whether a control signal for automated support or execution of the lane change is issued or suppressed. In the former case, several abort conditions are then evaluated (S4). Depending on which of the abort conditions are met, either a vehicle system for supporting or executing the lane change is deactivated (S6c) or a control signal for the motor vehicle to return to the exit lane is issued (S6b). The invention also relates to a correspondingly configured assistance system and a motor vehicle with such a system.

Description

[0001] The present invention lies in the field of automotive engineering and relates to a method and a corresponding assistance system for controlling a motor vehicle, particularly in the context of lane changes. The invention also relates to a correspondingly equipped motor vehicle.

[0002] Modern vehicles are increasingly equipped with functions and systems to assist drivers in controlling the vehicle, or at least to enable semi-automated driving and the execution of driving maneuvers. The behavior of these functions or systems can be dependent on various predefined conditions. However, this can currently lead to less than comfortable and safe driving in all situations, indicating a continued need for improvement.

[0003] For example, DE 10 2008 042 304 A1 describes a method for providing a recommendation to perform an overtaking maneuver. This method involves a second vehicle approaching a first vehicle along a route, using route information from the first vehicle to provide the recommendation. The overtaking maneuver is discouraged if the route information indicates that the first vehicle will soon leave the route.

[0004] German patent DE 10 2012 214 979 A1 describes a traffic flow assistant for a vehicle with environmental sensors that detect traffic-relevant objects in the lane in which the vehicle is traveling and in at least one adjacent lane. Gaps in traffic are detected, and these gaps are predicted based on the driving dynamics parameters of the objects. Depending on the resulting possibilities for a lane change and an optimization strategy, a signal for lane selection is then generated.

[0005] US Patent 2019 / 0315362A1 describes a device for controlling a vehicle's lane change. During the lane change control process, this device determines whether a condition for interrupting the lane change procedure occurs. If so, it determines whether to interrupt the lane change procedure or return the vehicle to its original lane.

[0006] US 2019 / 0135290A1 describes a computer-implemented procedure for determining whether a lane change by an autonomous vehicle should be interrupted. Based on data indicating at least one changed object relative to the autonomous vehicle, the procedure determines whether the autonomous vehicle can complete the lane change. In response, a motion plan is generated that directs the autonomous vehicle to abort the lane change.

[0007] CN 1 15 195 741 A describes a method for controlling a motor vehicle in which, in response to a cancellation of a lane-change command, the lateral penetration distance of the vehicle from an initial lane to an initial target lane is determined. Based on this, a current target lane is determined, which may be either the initial lane or the initial target lane. If there is no obstacle within a specified safety zone adjacent to the vehicle in the current target lane, the vehicle is controlled to move into the current target lane. If, however, an obstacle is present, the vehicle is braked.

[0008] DE 100 12 737 A1 describes a device for the automated execution of a lane change, in which position detection, trajectory planning, lateral and longitudinal guidance as well as monitoring devices work together so that lane changes can be carried out automatically or semi-automatically and can also be aborted in case of danger.

[0009] DE 10 2023 205 927 A1 describes a vehicle control device that takes into account the direction of movement of other vehicles when changing lanes and decides on this basis whether the lane change should be continued or aborted in order to avoid unnecessary or risky abortions.

[0010] DE 10 2017 213 211 A1 describes a method for aborting an already initiated lane change, in which first and second environmental data are evaluated to decide whether the lane change is continued or aborted, especially for commercial vehicles with trailers.

[0011] However, these approaches do not guarantee optimal vehicle behavior or support in all situations or scenarios.

[0012] The object of the present invention is to enable comfortable and safe support or execution of lane changes by a motor vehicle.

[0013] This problem is solved by the subject matter of the independent claims. Further possible embodiments of the invention are disclosed in the dependent claims, the description, and the figures. Features, advantages, and possible embodiments set forth in the description for one of the subject matter of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as of any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the dependent claims.

[0014] The method according to the invention can be used to control or operate a motor vehicle or at least an assistance or vehicle system of a motor vehicle, particularly in the context of actual or potential lane changes, i.e., corresponding lane-changing maneuvers. The method can be applied automatically or semi-automatically during operation, i.e., while the motor vehicle is driving.

[0015] In a process step of the method according to the invention, the respective driving situation of the motor vehicle is recorded or monitored, in particular continuously, i.e., repeatedly or at regular intervals. This can, for example, mean or include monitoring operating data or an operating state of the motor vehicle and / or monitoring the respective environment of the motor vehicle and / or monitoring other road users in the respective environment of the motor vehicle. Other road users can, for example, be other vehicles and / or their drivers.

[0016] Operating data or operating status can include, for example, position, speed, acceleration, navigation rate, and / or the operating status of vehicle equipment or systems, such as turn signals, steering, brakes, or the like. Monitoring the environment can include, for example, monitoring the type of environment (e.g., road type or classification), lane markings, applicable traffic rules or signs, road curvature or curve radii, and / or other similar factors.Monitoring other road users can, for example, involve monitoring their positions, speeds, accelerations, directions of travel, the operational status of their turn signals, their actual and / or anticipated behavior, and / or similar information. The actual and / or anticipated behavior of other road users may be estimated based on their movement and / or operational states and / or determined based on data received, for example, via a Car2X data connection, such as CAMs (Cooperative Awareness Messages).

[0017] Based on the respective driving situation, i.e., corresponding driving situation data, an evaluation is then carried out to determine whether, in the current driving situation, a lane change of the motor vehicle from an exit lane currently being driven on to or into a neighboring destination lane is sensible according to at least one predefined criterion, which is referred to here as the driving situation criterion.

[0018] For example, it can first be determined whether system-based, i.e., automatic, support or execution of a lane change is fundamentally possible or permissible in the respective driving situation. This can involve checking or evaluating whether the vehicle is operating within a predefined ODD (Operational Design Domain) for a corresponding vehicle system that supports or executes lane changes. This can be done, in particular, based on static environmental characteristics. Such static environmental characteristics can be independent of other road users or their behavior. Examples of static environmental characteristics include the type of road, the vehicle's speed, the presence and, if applicable, the type of lane markings, the road's alignment, locally applicable traffic rules or signs, and / or similar factors.

[0019] If assisting or performing a lane change is generally permissible or possible, further driving situation data specific to the respective time or period can be evaluated to determine whether the lane change is generally advisable. This might be the case, for example, if the vehicle is in an outer or outermost lane (i.e., in a right-hand traffic system, in a right-hand or rightmost lane), if, according to navigation route guidance and / or an MPP (Most Probable Path) calculation or similar, leaving the currently traveled road, for example via an interchange or by turning, is not imminent, and there is no reason independent of other road users for a deliberate or...This applies if the vehicle is intentionally driving slowly and, at the same time, for example, due to a correspondingly slow-moving vehicle ahead in the exit lane, the vehicle's current speed is significantly below a desired speed or a locally permitted maximum speed, while an adjacent inner lane (the left lane in right-hand traffic systems) is clear. A reason for the vehicle's slow speed, independent of other road users, could be, for example, a relatively low charge level in the traction battery or a relatively low remaining fuel quantity, or indicated by a correspondingly low set or target speed set manually by the driver or by a longitudinal control system of the vehicle.The desired speed might, for example, correspond to a manually set target speed, be learned from the driver's previous behavior, or something similar. Likewise, there may be other cases or situations in which a lane change is sensible or can be considered sensible. Therefore, dynamic environmental factors can also be taken into account, at least in part, when determining or evaluating whether a lane change is sensible.

[0020] If it has been determined that a lane change is advisable, and only then, the behavior of other road users in the vicinity of the vehicle is evaluated with regard to at least one predefined condition, referred to here as the behavioral condition. Dynamic environmental characteristics may also be considered, or even exclusively so. Based on this evaluation, a decision is then made as to whether a control signal is generated and output to support or execute the lane change, i.e., the corresponding lane-change maneuver. Depending on its design, such a control signal can be configured to support the driver in a lane change that is at least partially manual, or to initiate or execute a lane-change maneuver that is at least partially automated. In any case, this is a control signal that is not intended to abort or...can be used for the termination treatment of a lane change, and therefore differs in every case from such a termination control signal.

[0021] Previously known approaches may stipulate that, at least when a lane change is both fundamentally possible and advisable, a corresponding automated lane change suggestion is always issued. However, this is not the case here, as at least one further input, namely the behavioral condition, is evaluated. Depending on the result of this evaluation, the control signal can then be issued or not; for example, a corresponding lane change suggestion can be issued, not issued, or its output suppressed.

[0022] Inputs, i.e., input data for evaluating at least one behavioral condition, can include, for example, the positions and / or speeds or accelerations of objects, particularly other road users or vehicles, which can be detected by the vehicle's environmental sensors. Similarly, the positions and / or speeds and / or accelerations and / or other road user data or vehicle information of other road users, acquired or received via a Car2X data connection, can be used or taken into account. Likewise, the detected operating states of turn signals of other road users in the vicinity of the vehicle can be used or taken into account. For example, the operating state of turn signals of other vehicles ahead of the vehicle can be detected by the vehicle's front camera.The status of the turn signals can be determined based on relevant camera data and / or contained or specified in the data received via the Car2X data connection. Similarly, the operating status of turn signals can be detected by a rear-view camera or based on relevant camera data from other vehicles traveling behind or following the vehicle, and / or contained or specified in the data received via the Car2X data connection. Possible behavioral conditions and the logic used to decide whether to output the control signal are described in more detail elsewhere. It should be noted, however, that the intention of other road users to overtake, accelerate, or swerve can be evaluated.

[0023] In a further step of the inventive process, several predefined termination conditions are evaluated, particularly only if support or execution of the lane change is detected based on a corresponding control signal. Such detection can occur, for example, based on the output of the control signal and / or its effect or a reaction triggered by the control signal.

[0024] If, and in particular only if, at least one of the termination conditions is met, i.e., indicates an abort of the lane change, the vehicle systems for supporting or executing the lane change are either deactivated or passivated, or – for example, by the vehicle system or an assistance system coupled to it for carrying out the method according to the invention – at least one control signal is generated and output to initiate or cause the vehicle to return or steer back into the starting lane or to remain in the starting lane, i.e., to abort the support or execution of the lane change accordingly. This control signal is also referred to here as the abort control signal.In contrast to the previously mentioned control signal for supporting or carrying out the lane change, with which this can be suggested, initiated or controlled, the abort control signal can be used to suggest, initiate or control the abort or end of the lane change.

[0025] If no termination condition is met, the lane change can, for example, be fully supported or carried out, i.e., until the end, that is, until successful completion.

[0026] The method according to the invention enables or achieves a particularly high level of road safety and improved confidence of drivers or vehicle users in the motor vehicle or a corresponding assistance or vehicle system. Furthermore, compared to previous approaches, it avoids or reduces undesirable over-control of the driver or vehicle behavior that contradicts the driver's wishes or actions. Compared to previous approaches, the present invention enables controlled or active lateral guidance or lateral guidance support of the motor vehicle in a greater proportion of aborted lane changes. Accordingly, the number of instances in which the vehicle system is deactivated or passivated to support or execute the lane change when an aborted lane change is necessary can be reduced.Overall, this enables a particularly safe and comfortable operation or use of the motor vehicle.

[0027] In one possible embodiment of the present invention, a behavioral condition is evaluated based on whether another road user following the motor vehicle, particularly in the exit lane, intends to overtake with at least a predetermined minimum probability or confidence level. In this context, it can be evaluated whether the road user, or at least one road user, following the motor vehicle is performing or will perform an overtaking maneuver with at least the predetermined minimum probability. Such an intention to overtake can be inferred, for example, if the other road user in the exit lane approaches the motor vehicle, particularly at at least a predetermined minimum speed or minimum relative speed.An intention to overtake can also be detected if the road user behind the vehicle accelerates from a static state, in which they might, for example, be traveling at roughly the same speed as the vehicle. Such acceleration can be characteristic of an impending overtaking maneuver. Similarly, an intention to overtake can be detected if the other road user activates a turn signal, for example, by indicating left in right-hand traffic systems. Likewise, an intention to overtake can be detected, for example, if the vehicle is informed, for instance via a Car2X data connection, that a following road user intends to overtake, i.e., is planning an overtaking maneuver, or if a following road user is indicating or behaving in a manner characteristic of an overtaking maneuver.The system detects an overtaking intention, such as accelerating, approaching the vehicle, or moving to the edge of the lane. This allows the system to recognize overtaking intentions of other road users who are outside the range of the vehicle's sensors. This enables a particularly early reaction and / or more extensive planning, which can contribute to safety and comfort. If an overtaking intention is detected, the system can automatically decide not to generate or output the control signal to support or execute the lane change. This can prevent unnecessarily high cognitive load on the driver or a subsequent emergency or evasive maneuver by the vehicle and / or the overtaking road user.

[0028] In a further possible embodiment of the present invention, the behavioral conditions are evaluated to determine whether, with at least a predetermined minimum probability or confidence level, another road user ahead of the motor vehicle, particularly in the exit lane, intends to accelerate or to yield. A yielding intention can be the road user's intention to yield or evade the motor vehicle, meaning, in particular, to leave the exit lane. Thus, it can be evaluated whether the other road user ahead of the motor vehicle will accelerate or leave the exit lane with at least a predetermined minimum probability or confidence level.An intention to accelerate can be detected, for example, if it is recognized that the other road user is accelerating, particularly to a minimum extent or degree, relative to the vehicle's speed. Specifically, it can also be evaluated whether, within a given distance or area in the direction of travel ahead of the other road user—that is, from the vehicle's perspective, beyond the other road user immediately in front—there is no other object or obstacle, and in particular, no other road user, and whether the exit lane is clear. This can be detected or determined, for example, using appropriate environmental sensors on the vehicle and / or based on data received via a Car2X data connection.

[0029] A yielding intention can be detected, for example, when it is recognized that the vehicle ahead is using its turn signal. Similarly, a yielding intention can be detected, for example, when the vehicle is informed, for instance via a Car2X data connection, that the vehicle ahead is using its turn signal and / or is advised to change lanes and / or when the driver of that vehicle is given a lane-change suggestion and / or the route guidance of the vehicle ahead indicates or suggests an imminent departure from the current lane or road, for example, within a specified maximum time and / or distance.

[0030] If another road user is aware of an intention to accelerate and / or a corresponding intention to yield, the need for a lane change may be eliminated. Accordingly, the signal to assist or perform the lane change may not be issued. This ultimately avoids unnecessary lane-changing maneuvers, which often pose a hazard or at least potentially impede other road users.

[0031] In a possible further development of the present invention, the control signal for supporting or executing the lane change is suppressed, i.e., not output, if the intention to overtake, accelerate, and / or yield exists with at least the respective predefined minimum probability or minimum confidence. Overall, by avoiding ultimately unnecessary lane-changing maneuvers, a particularly high level of safety, passenger and driving comfort, and a favorable traffic flow can be achieved or enabled. Depending on the market or region in which the present invention is applied, or in which a corresponding assistance system or vehicle is used, specifications regarding the direction of lane changes or the activation of a left or right turn signal of the vehicle and / or other road users can also be taken into account.In a right-hand traffic system where overtaking on the right is prohibited, the intention of another road user following a motor vehicle to overtake cannot be recognized if that user has activated their right-hand turn signal. However, if overtaking on the right is permitted, or at least common and tolerated, then an intention to overtake can be recognized even in such a case, particularly if the other road user is also accelerating relative to the motor vehicle. The same principle may apply to other traffic systems and traffic regulations.

[0032] According to the invention, as part of the abort conditions, it is evaluated whether, for example, with at least a predetermined minimum probability or minimum confidence, the driver of the motor vehicle intends to abort the lane change and whether the lane change has not yet reached a predefined turning point or abort limit. This allows it to be determined whether the driver intends or desires to abort the lane change and—depending on the situation—remain in the original lane or return to it. The abort limit can be defined or predetermined as needed, for example, according to legal requirements, the specific application or area of ​​use, a driver or user request, or the like. For example, the turning point or abort limit can be...The point where a lane change begins is the point at which, during the respective lane change, a wheel of the motor vehicle first touches or crosses a lane marking of the exit lane or the destination lane, or between these two lanes. Other points or other definitions are also possible.

[0033] For example, a driver's intention to abort a lane change can be recognized by an action or control input from the driver of the motor vehicle that is conscious or unambiguous, particularly with at least a predetermined minimum probability or confidence level, and which suggests a corresponding intention or desire to abort the lane change. Such an action could be, for example, counter-steering or counter-indicating the vehicle's movement in the opposite direction to the lane change. Similarly, a driver turning away from the target lane or turning back towards the exit lane, and / or observing the exit lane, can serve as an indicator of such an intention to abort the lane change. Corresponding driver behaviors and the condition or...The criterion of whether the lane change has not yet reached the abort point can, for example, be evaluated as a separate abort condition. Similarly, it can be stipulated that the abort request can only be recognized if the abort point has not yet been reached. This could mean, for example, that a corresponding flag or variable value for the driver's abort request can only be set before or up to the point where the abort point is reached. This can prevent potentially dangerous assisted or automated driving maneuvers to return to the original lane during an ongoing lane change. The evaluation proposed here regarding a driver's abort request can be particularly useful in avoiding situations in which the behavior of the vehicle or the system is potentially dangerous.The vehicle system's actions for supporting or executing lane changes may contradict the driver's wishes or intentions. This can prevent driver confusion and allow the driver to execute desired maneuvers with minimal effort and resistance. Furthermore, it can increase driver acceptance and trust in such automated or driver assistance systems, ultimately improving safety and / or comfort.

[0034] In a possible further development of the present invention, the control signal for returning to the starting lane or remaining in the starting lane is generated and output if the driver wishes to abort the maneuver or if this has been detected, the abort limit point has not yet been reached, and a return area required by the vehicle for returning or remaining in the starting lane is clear. For this purpose, the starting lane can also be monitored for objects, such as obstacles and / or other road users, during a lane change. By taking into account whether the return area is occupied or unoccupied, it can be ensured that the vehicle is only steered back to or remains in the starting lane if this is safely possible.

[0035] According to the invention, the vehicle systems for supporting or executing lane changes are deactivated or passivated if a first set of conditions, a second set of conditions, and / or a third set of conditions are met. The first set of conditions includes that the driver wishes to abort the lane change or that this wish has been detected, the abort limit has not yet been reached, and a return area on the exit lane, as specified elsewhere, is occupied by the vehicle for returning to or remaining in the lane. The second set of conditions includes at least that the driver does not wish to abort the lane change or that this wish has not been detected. The third set of conditions includes at least that the driver does not wish to abort the lane change or that this wish has not been detected, and a predefined restricted or target area abort condition and / or a predefined marking abort condition is met.

[0036] The blocking or target area termination condition is met when an area required by the vehicle to execute the lane change on the target lane—i.e., a corresponding blocking or target area on the target lane—is occupied by an external object. This can mean, for example, that an external object, such as an obstacle or another road user, is located in the target area, is entering or intends to enter it, or will enter it—for example, with at least a predefined minimum probability or confidence level. The likelihood of an external object or another road user entering the target area can be deduced or extrapolated from its behavior or state of motion, or detected based on a corresponding indication in data received via a Car2X data connection.For example, the destination area termination condition can also be met if the destination area is currently free, but is already reserved or claimed by another road user.

[0037] The lane marking termination condition is met when a lane marking or lane marking condition in the vicinity of the vehicle no longer permits the lane change to be supported or carried out. This can be the case, for example, if the lane markings cannot be detected, for instance, by the vehicle's environmental sensors, for at least a predetermined minimum area ahead, i.e., at least up to a predetermined minimum distance, and / or if the lane change is not permitted according to the lane marking or cannot be completed within a permitted area, and / or if no lane marking is present or cannot be detected.

[0038] In the described cases, i.e., when at least one of the sets of conditions is fully met, the vehicle system can be automatically deactivated or passivated. This allows the driver to then take over the further control of the vehicle, i.e., whether to abort or continue the lane change. The vehicle system neither assists the driver nor hinders the execution of a driving maneuver desired by the driver. The proposed further development of the present invention is based on the understanding that currently available vehicle systems cannot yet act at least as well as a human driver in all situations. The behavior proposed here avoids compromised safety or hazards caused by a malfunction of the vehicle system, or by hindering or patronizing the driver, in such situations.This can further improve safety and ease of use.

[0039] In a possible further development of the present invention, the second set of conditions additionally includes the requirement that official regulatory conditions applicable in the geographical area of ​​the motor vehicle for terminating the assistance or execution of lane changes, or the lane change itself, are met, i.e., that they require or stipulate the termination of the lane change in the current situation. Such regulatory conditions may, for example, be ECE regulations or be specified in ECE regulations or comparable regulatory frameworks. For example, ECE regulations may stipulate that an assisted lane change must be terminated if a so-called critical situation exists, i.e., if a faster vehicle is approaching from behind.An assessment of whether such a critical situation exists can be parameterized, for example, as needed or depending on a specific application, region, or set of regulations. For instance, the relative speed and distance between the approaching vehicle and the motor vehicle can be evaluated and compared with predefined thresholds. Additionally or alternatively, in the further development of the present invention proposed here, the third set of conditions includes the requirement that the predefined official regulatory conditions for aborting the assistance or execution of a lane change apply in the geographical area of ​​the motor vehicle and are not met, meaning that the lane change does not require or be aborted in the given situation.

[0040] By explicitly considering relevant regulatory conditions as proposed here, it is possible to ensure that the vehicle behaves in a particularly predictable manner for other road users, and that non-compliant driving situations can be avoided or reduced. This, in turn, can further improve safety and ultimately comfort.

[0041] If the driver wishes to abort the lane change, i.e., to return to or remain in the original lane, and the target area abort condition is not met, and – if relevant – the specified official regulatory conditions are not met (i.e., they do not provide for or require an abort of the lane change), the lane change or the corresponding support or execution can be carried out or completed as originally planned.

[0042] The present invention also relates to an assistance system for a motor vehicle. The assistance system according to the invention has an input interface for acquiring or receiving input data, a data processing unit for processing the input data and, depending on the respective processing result, for generating corresponding control signals, and an output interface for outputting the control signals. The input interface and the output interface can be separate interfaces or integrated or combined in a common or single, bidirectional interface. Depending on the configuration, the input interface and / or the output interface can each be implemented wholly or partially in hardware and / or in software. The assistance system according to the invention is configured for executing the method according to the invention, in particular automatically or semi-automatically.The assistance system, in particular its data processing unit, can, for example, comprise a process unit, such as a microchip, microprocessor, microcontroller, or the like, and a computer-readable data storage device coupled thereto. This data storage device can then contain a corresponding operating or computer program that encodes or implements the process steps, measures, or sequences described in connection with the method according to the invention, or corresponding control instructions. This operating or computer program can then be executed by means of the process unit to carry out the corresponding method or to effect its execution. The assistance system according to the invention can, in particular, be the assistance system mentioned in connection with the method according to the invention or correspond to it.Likewise, the assistance system according to the invention can comprise the vehicle system mentioned in connection with the method according to the invention, or be part of this vehicle system, or be configured for coupling with the vehicle system. Depending on the situation, application, or process step, the input data can be or comprise the corresponding data mentioned in connection with the method according to the invention. The input data can therefore be, for example, sensor data and / or data received via a Car2X data connection and / or operating or status data of the motor vehicle and / or the like.

[0043] The present invention also relates to a motor vehicle equipped with the assistance system according to the invention. The motor vehicle according to the invention can, in particular, be the motor vehicle mentioned in connection with the method according to the invention and / or in connection with the assistance system according to the invention, or correspond to it. Accordingly, the method according to the invention can have some or all of the features and / or properties mentioned in these contexts, such as environmental sensors and / or the vehicle system and / or a communication device for Car2X communication and / or a longitudinal and / or lateral guidance system and / or an output device for issuing instructions or suggestions for lane changes to the driver of the motor vehicle and / or the like.

[0044] Further features of the invention may become apparent from the following description of the figures and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures themselves, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0045] The drawing shows in the single figure an exemplary schematic flow chart to illustrate a procedure for controlling a motor vehicle in the context of a lane change.

[0046] Fig.Figure 1 shows an exemplary schematic flowchart 1 for a procedure for controlling or operating a motor vehicle equipped with a vehicle system for supporting or performing lane changes or lane-changing maneuvers. The procedure can be started in a procedure step S1. Here, for example, the motor vehicle or the vehicle system, or an assistance system of the motor vehicle set up for executing the procedure, can be put into operation, or a corresponding function can be activated.

[0047] In a process step S2, a continuous driving situation and environment detection or monitoring can be started, or a continuous recording of corresponding input data can be initiated.

[0048] In process step S3, based on the collected input data, it can be determined whether assisting or performing a lane change is possible and advisable. This check can be performed continuously, i.e., repeatedly or at regular intervals, as indicated here by a corresponding loop-shaped, backward-directed path in flowchart 1. If assisting or performing a lane change is thus possible and advisable, then in process step S4, the behavior of other road users in the vicinity of the vehicle, i.e., at least one corresponding predefined behavioral condition, can be evaluated to determine whether assistance for the lane change is offered or...The system determines whether or not a corresponding driving or operational maneuver for assisted or at least partially automated lane changes should be offered or initiated. If this is not the case, i.e., if it is determined based on the behavior of other road users that such assistance or execution should not occur, no corresponding control signal is generated or output. The process can then revert to an earlier point, which is indicated here by a loop-shaped, backward-moving path in flowchart 1.

[0049] If, however, the evaluation of the behavior of other road users in process step S4 indicates that assistance or execution of the lane change is required, a corresponding control signal is generated and output, and the process continues in process step S5. In process step S5, a continuous evaluation of predefined termination conditions can be initiated or carried out. Depending on whether and, if so, which of the termination conditions are met, the process can then continue in process step S6a, S6b, or S6c. Since the evaluation in process step S5 can be continued continuously, for example, until the lane change is successfully completed or aborted, a change in the situation may allow the process to jump or switch from one of process steps S6a, S6b, or S6c to another.For example, procedure step S6a can be executed for a certain period of time, and then, if the situation changes accordingly during the lane change, the process can be switched to procedure step S6b or procedure step S6c.

[0050] In process step S6a, the lane change can be supported or carried out as intended. In process step S6b, a control signal for aborting the lane change can be generated and output, either by the vehicle returning to the original lane or by the vehicle remaining in the original lane, for example, from the aforementioned assistance system to the aforementioned vehicle system. In process step S6c, a control signal for aborting the lane change can be generated and output, for example, from the aforementioned assistance system to the aforementioned vehicle system.

[0051] Further details regarding the background and the possible implementation or realization of the procedure or individual procedural steps are explained below.

[0052] Modern vehicles are increasingly equipped with systems that enable assisted lane changes. These systems can be broadly categorized into three types: ACSF-C, ACSF-D, and ACSF-E (ACSF: Automatically Commanded Steering Function). ACSF-C requires driver activation. The system continuously assesses and monitors the possibility of assisting with a lane change. For example, if the driver activates a turn signal, the system can then assist with a subsequent lane change, provided it deems it feasible. The next level of advanced system, ACSF-D, can also assess and monitor the appropriateness of a lane change.Should the system detect that a lane change is advisable in a given situation, it can suggest to the driver, for example, via a message in the instrument cluster, that they use their turn signal or perform a lane change. The system can also inform the driver of the reason for the suggestion. This might be, for instance, that a faster or smoother driving experience is likely to be possible in an adjacent lane, i.e., the target lane for the lane change. After the turn signal is activated, the system can then assist the driver in executing the lane change. The most advanced version, an ACSF-E, can, if necessary, perform particularly advisable lane changes autonomously without further confirmation.

[0053] To assess the appropriateness of a lane change, it can be helpful for the system or corresponding algorithm to have access to the broadest possible range of data and information for processing. In particular, an evaluation of the intentions of other road users, i.e., other vehicles and / or their drivers in the vicinity of the vehicle, can be useful for suggesting sensible lane changes and, if necessary, for automatically executing lane changes.

[0054] For lane changes, or for the assistance or execution of such changes by a vehicle system, abort conditions may apply, be specified, or predefined. In some markets or regions, such as Europe, these conditions may be further regulated or specified within narrow limits by corresponding official regulatory requirements. For example, in markets or regions where relevant ECE regulations apply, it may be stipulated that an assisted lane change must be aborted if a critical situation arises, such as a faster vehicle approaching from behind.

[0055] There are two possible courses of action when dealing with an aborted lane change. The first option is to deactivate or passivate the relevant vehicle system that assists or performs the lane change, allowing the vehicle to continue its initiated movement without active assistance or support. The second option is to reverse or reverse a lane change that has already begun. This involves guiding the vehicle back to its original lane or assisting the driver in steering the vehicle back into position.

[0056] Both options offer advantages and disadvantages. The procedure described above can be used, or can help determine or select the optimal option for a necessary cancellation in any given situation. One advantage of the first option is that the assisted lane change was initiated by the driver, meaning the driver intends to change lanes. If, during a cancellation, the system is only deactivated and not actively counteracted—as might be the case with the second option—the system does not actively contradict the driver's wishes; that is, the system or the vehicle does not act against the driver's wishes. A disadvantage can be that the vehicle then continues its last defined movement without active control or direction from the system.

[0057] Current approaches may stipulate that the second option is only applied or triggered if a clear driver intention to return to or remain in the exit lane is detected. This intention is often only reliably detected if the driver actively steers back or uses their turn signal.

[0058] The procedure described above now allows for an increase in the proportion of instances where the second option is used during necessary aborts. This option can generally be preferred, as it always provides controlled and active lateral guidance or lateral guidance support of the vehicle by the corresponding system or vehicle system. However, this second option should be used judiciously and carefully to avoid overly restricting the driver in inappropriate situations.

[0059] In process step S3, the algorithm for evaluating the lane-changing capability of the ACSF-C function can be used as a first step to determine whether system support or implementation of lane changes is currently possible. Such an evaluation can, for example, take into account road classification and / or speeds and / or lane or road marking types and / or road curvatures or curve radii and / or similar factors.

[0060] If a lane change or corresponding assistance is generally possible, the second step in procedure S3 can be to determine and evaluate whether a corresponding lane change to an adjacent lane, i.e., a neighboring destination lane, is or could be sensible in the given situation. This might be the case, for example, if the vehicle is in the right-hand lane, the navigation system does not indicate an imminent exit, and neither the charge level of the vehicle's traction battery nor the current speed setting of a longitudinal assistance system indicates a conscious or...The vehicle's intentional slowing down is assumed, and simultaneously, due to a vehicle traveling in the same direction ahead in the exit lane (i.e., the currently occupied lane), the vehicle's actual speed is significantly below the desired speed and the local speed limit, while a free left lane is detected. This assumes a right-hand traffic system. Likewise, there may be other situations and / or conditions or combinations of conditions that could lead to a lane change being classified as sensible or appropriate.

[0061] Should the assessments in the first and second steps indicate that a lane change is both possible and advisable, a lane change suggestion can generally be issued according to existing, known approaches. However, in this case, it is intended that this suggestion will be suppressed or not issued, meaning that a corresponding control signal will not be generated or issued, if certain intentions of other road users are present. This can be determined and evaluated in process step S4. Inputs for this can include...Input data, for example, distances and speeds of all vehicles in the vicinity within the sensor detection range of the motor vehicle and / or distances, speeds and other vehicle information of other road users received via a Car2x data connection, and / or detection of the turn signal status of vehicles ahead of the motor vehicle via a front camera and / or detection of the turn signal status of traffic behind via a rear camera, are taken into account or evaluated.

[0062] The evaluated behavioral conditions or corresponding logic can be structured as follows, for example.

[0063] If a vehicle's sensors detect that another vehicle is rapidly approaching from behind in the exit lane, or accelerating from a static state in a manner characteristic of an overtaking maneuver, an overtaking intention can be recognized. In such a case, a corresponding variable, for example, "Rear Traffic Overtaking Intention = true", can be set.

[0064] If the rear-view camera detects that another vehicle is signaling left in the exit lane behind the vehicle, an intention to overtake can also be recognized. In this case, the variable "Rear-Traffic-Overtaking Intention = true" can also be set.

[0065] If a vehicle is notified via a Car2X data connection that another vehicle in the exit lane behind it is indicating, approaching, or accelerating in a manner characteristic of an overtaking maneuver, an overtaking intention can also be detected. In this case, for example, the variable "Rear Traffic Overtaking Intention" can be set to "true".

[0066] If a vehicle's sensors detect that another vehicle is accelerating significantly directly in front of it in the exit lane—and, in particular, that there is no other vehicle or obstacle within a configurable distance in front of this other vehicle, meaning the road is clear—then a lane change to the left may no longer be necessary. Accordingly, a variable such as "Front Vehicle Acceleration Intention" can then be set to "true."

[0067] If the front camera detects that the vehicle in front of the motor vehicle is indicating right, a variable such as "front vehicle soft intention" can be set to true.

[0068] If a Car2x data connection informs the motor vehicle that the foreign vehicle immediately in front of it is indicating right on the exit lane and / or that the driver of this foreign vehicle is being advised to change lanes to the right and / or that navigation of this foreign vehicle suggests that it is likely to exit very soon, the variable "Front Vehicle Soft Intent" can also be set to true.

[0069] The system can then evaluate the different intentions or variables in process step S4 as follows.

[0070] If the rear traffic overtaking intention is true, the front vehicle acceleration intention is true, or the front vehicle yield intention is true, the control signal for assistance is not issued. In this case, for example, the lane change suggestion or an automatic lane change can be suppressed. This ensures compliance with the rule to drive on the right and avoids unnecessary impairment of road safety through unnecessary lane changes.

[0071] Depending on the market or region where the system or procedure is used, similar considerations can be made regardless of the direction of the respective lane change or the spatial relationship of the lanes under consideration.

[0072] Depending on the vehicle's equipment, such as installed sensors or existing devices, and / or depending on the respective environmental or weather conditions, which may influence or impair visibility or sensor range, only individual components of the logic, i.e., one or some of the described conditions for setting the variables and / or the behavioral conditions based on them, may be considered or evaluated.

[0073] The following section examines a possible aborted lane change and the possible reactions to it or the possible behaviors in such a case, corresponding to the procedural steps S5 to S6c.

[0074] A lane change, for example an assisted one, can be initiated by the driver. Various scenarios or situations can then occur.

[0075] In the first scenario, a lane change can be aborted by a deliberate and unambiguous driver action indicating an intention to return to the original lane. Such an action could be, for example, counter-steering or a reverse turn signal (i.e., a right turn signal when changing lanes to the left, and vice versa). In this case, a variable `Driver-Initiated-Abort-with-Return-Intention = true` can be set. It can be configured that the value `true` is only set, or can only be set, if the lane change has not yet progressed sufficiently, i.e., if a predefined turning point or abort point has not yet been reached. This might occur, for instance, if the first wheel of the vehicle has not yet reached or crossed a lane marking that is to be crossed during the lane change.This termination threshold may be predefined differently depending on the market or area of ​​application, for example according to regulations and / or product liability requirements.

[0076] In a second scenario, an object, such as another vehicle or road user, may enter a restricted or blocked area on the target lane, or such an imminent entry may be detected. The restricted or blocked area can be a section of the target lane—for example, one that moves with the vehicle—that the vehicle needs to change lanes, meaning it is the section the vehicle enters or would enter when changing lanes.

[0077] In a first sub-case, the object can approach the vehicle rapidly from behind, for example, at a minimum predetermined speed or relative speed. This can be detected, for example, by the vehicle's environmental sensors, such as a rear radar or rear-view camera. In this case, a variable `Critical-Approach` can be set to `true`.

[0078] The assessment of whether criticality exists, i.e., whether a critical approach is involved, can be parameterized and, for example, take into account the relative speed and distance of the respective object in relation to the motor vehicle. As described for the first case, it may also be possible here to consider, for example, different regulatory and / or product liability requirements for different markets or areas of application.

[0079] Other vehicles in the exit lane behind the vehicle can also be considered, for example, if it is deemed likely that such a vehicle will attempt to overtake the vehicle, i.e., if the probability or confidence level corresponds to at least a predetermined minimum probability or confidence level. This can also be evaluated or determined, for example, based on the relative speed and distance of the respective other vehicle to the vehicle.

[0080] In a second sub-case, an object can change lanes from one lane two lanes ahead to the destination lane. The destination lane can therefore lie between the current exit lane and the lane two lanes ahead. Such a change can be detected, for example, by means of the vehicle's lateral environmental sensors, such as front, rear, or corner radar, or by the vehicle's PDC sensors. In this case, a variable `Parallel Approach = true` can be set.

[0081] The area around the vehicle, for which an object is considered approximately parallel, can be parameterized. For example, the area can extend 10 m behind the vehicle and 5 m in front of it.

[0082] In a third subcase, an object may be located within the target or lock area, while the first subcase is not present or fulfilled. In this case, a variable `LockAreaAbruption = true` can be set to define or describe a corresponding lock or target area abort condition.

[0083] In a third scenario, the detected lane or road markings may no longer meet the required conditions. This can occur, for example, due to insufficient foresight, such as an insufficient detection range or distance, and / or with a solid line type, meaning a lane marking is detected that cannot be crossed for a lane change. In this case, a variable `MarkingAbruption = true` can be set.

[0084] Furthermore, an evaluation of the respective environmental situation can be carried out, for example, at the moment the lane change is aborted. This allows for checking or determining whether the exit lane is occupied, i.e., whether there is an object, such as another vehicle, another road user, or an obstacle, in the exit lane or the return area to which the vehicle would potentially return or continue. This can be detected, for example, using appropriate lateral environmental sensors on the vehicle. If the exit lane or the return area is occupied, i.e., not clear, a variable `exit-lane-occupied = true` can be set. The exit lane or...The return area may be occupied, for example, if in the meantime, i.e., since the start of the lane change, a foreign vehicle following the motor vehicle in the exit lane has entered the return area, i.e., a gap created or released by the motor vehicle or by its lane change, or if a foreign vehicle or another road user has changed from an adjacent lane into the return area of ​​the exit lane.

[0085] Furthermore, it can be checked whether regulatory frameworks, i.e., prescribed official regulatory conditions, apply to lane changes, for example, depending on the current position or geographical or political region in which the vehicle is located. These might be specified, for example, in the ECE regulations in Europe and in the GBT regulations in China. If such regulatory conditions apply, a variable `Regulatory-Restrictions = true` can be set.

[0086] Furthermore, a predefined algorithm for situational decision-making, such as one stored or implemented in the aforementioned assistance system, can then be activated, executed, or processed. This algorithm can contain the logical connections described below. These connections can be parameterized – for example, deviating from the form described below – depending on the market or region.

[0087] If driver-initiated abort with re-steering intention = true, a variable re-steering desired = true can be set.

[0088] If Critical-Approach = true, the variable Redirect-desired = true can be set.

[0089] If Parallel-Approach = true, the variable Redirect-desired = true can be set.

[0090] If the blocking area abort rule is true, the variable redirect-desired can be set to false.

[0091] If the marking abort value is true, the variable redirect-desired can be set to false.

[0092] Based on the variables set in this way or their values, it can then be automatically decided, as described below, whether and which abort control signal is generated and, if applicable, output.

[0093] If "Redirection desired" = false AND "Regulatory restrictions" = false AND "Blocked area abort" = false, the lane change can be completed as planned. In this case, the lane change will not be aborted. This can correspond to procedure step S6a.

[0094] If "Return desired" = true AND "Exit lane occupied" = false, a return control signal, i.e., a control signal to steer or return the vehicle to the exit lane or to keep the vehicle in the exit lane, can be generated and output. This can correspond to procedure step S6b.

[0095] If both "Return-desired" = true AND "Exit lane occupied" = true, a deactivation control signal can be generated and output. This control signal is used to abort the lane change and deactivate or passivate the vehicle system that supports or executes the lane change. This can correspond to procedure step S6c.

[0096] If "Redirect desired" = false AND "Regulatory restrictions" = true, the deactivation control signal can be generated and output. This can correspond to procedure step S6c.

[0097] If "Redirect desired" = false AND "Regulatory restrictions" = false AND "Blocking area abort" = true, the deactivation control signal can be generated and output. This can correspond to procedure step S6c.

[0098] Overall, the examples described show how a reversal of lane change suggestions based on an evaluation of the intentions of other road users and an optimization of a cancellation strategy for, for example, assisted lane changes can be implemented and applied. Reference symbol list 1. Schedule S1 - S6b Procedure steps

Claims

[1] Method (1) for controlling a motor vehicle, wherein during a journey of the motor vehicle the following automatically - a driving situation of the motor vehicle is monitored and, based on this, it is determined whether, in the current driving situation, a lane change of the motor vehicle from an exit lane currently being used by the motor vehicle to a destination lane adjacent to it is sensible according to at least one predefined driving situation criterion (S2), and only if this is the case, - the behavior of other road users in the vicinity of the motor vehicle is evaluated with regard to at least one predefined behavioral condition and, based on this, a decision is made as to whether a control signal is issued to support or carry out the lane change (S3), - if, based on such a control signal, support or execution of the lane change is detected, several predefined abort conditions are evaluated (S4) and if at least one of the abort conditions is met, depending on which of the several abort conditions is or are met, a vehicle system for supporting or executing the lane change is either deactivated (S6c) or a control signal to return the vehicle to the starting lane is issued (S6b), where, as part of the abort conditions, it is evaluated whether a driver of the motor vehicle wishes to abort and whether the lane change has not yet reached a predefined abort limit point, the vehicle system will be deactivated if a) the desire to abort exists and the abort limit point has not yet been reached and a return area required by the motor vehicle for returning or remaining on the exit lane is occupied, or b) there is no desire to terminate, or c) the desire to abort does not exist and a target area and / or marking abort condition is met, whereby the target area abort condition is met if a target area required by the motor vehicle to perform the lane change on the target lane is occupied by a foreign object and the marking abort condition is met if a road marking in the vicinity of the motor vehicle no longer allows support or execution of the lane change. [2] Method (1) according to claim 1, characterized by, that it is evaluated as a behavioral condition whether there is at least a predefined minimum probability that another road user following the motor vehicle intends to overtake. [3] Method (1) according to any of the preceding claims, characterized by , that the behavioral conditions are evaluated to determine whether, at least with a predetermined minimum probability, another road user driving in front of the motor vehicle has an intention to accelerate or to yield. [4] Method (1) according to claims 2 and 3, characterized by , that the control signal to support or carry out the lane change will not be issued if there is an intention to overtake and / or an intention to accelerate and / or an intention to yield. [5] Method (1) according to any one of the preceding claims, characterized by, that the control signal to return to or remain in the exit lane is issued if the driver wishes to abort, the abort limit point has not yet been reached, and a return area required by the vehicle for returning or remaining in the exit lane is free. [6] Method (1) according to any one of the preceding claims, characterized by , that - in case b) it must additionally apply that official regulatory conditions specified in the geographical area of ​​the motor vehicle for a termination of assistance or execution of the lane change apply and are met, and / or - in case c) it must additionally apply that the specified official regulatory conditions for a termination of assistance or execution of the lane change apply in the geographical area of ​​the motor vehicle and are not met. [7] Assistance system for a motor vehicle, comprising an input interface for acquiring input data, a data processing device for processing the input data and, depending on a respective processing result, for generating corresponding control signals, and an output interface for outputting the control signals, wherein the assistance system is configured to perform the method (1) according to one of the preceding claims. [8] Motor vehicle equipped with the assistance system according to claim 7.

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