Methods for generating individualized driving routes

Abstract

The invention relates to a method for operating a vehicle, a computer program, a computer-readable data carrier, a control unit and a vehicle.

Description

[0001] The invention relates to a method for operating a vehicle, a computer program, a computer-readable data carrier, a control unit and a vehicle.

[0002] Control units for vehicles, in particular driver assistance systems, are known, which can be used, for example, to operate vehicles. Operation can include steering and / or regulation, for example, within the context of (at least partially) automated and / or autonomous driving. Steering assistance can also be provided, in particular keeping the vehicle on a specific target trajectory and / or steering it (to a greater or lesser degree) to follow a (specific) target trajectory. The products described in DE 10 2018 214 665 A1 and DE 102011 076418A1 are known examples.

[0003] Furthermore, DE 102017 005 319 A1 discloses a method for operating a vehicle assistance system in which environmental data of the vehicle are determined, wherein the course of a current lane of the vehicle is determined based on environmental data and dimensions, wherein a target trajectory for the vehicle is determined based on the determined lane course for at least partially automated guidance of the vehicle in the lane, wherein an actual trajectory of the vehicle is continuously or cyclically recorded or determined and compared with the target trajectory, wherein the target trajectory is adjusted if a value of the deviation between target trajectory and actual trajectory exceeds a predetermined threshold.

[0004] The current state of the art has its drawbacks. For example, target trajectories may be fixed, such as those predetermined by predefined maps. Target trajectories may also be designed not to reflect the driver's driving habits, or not sufficiently so, resulting in the driver consciously or unconsciously exerting a (continuous) driving impulse, for instance, via steering controls (e.g., a steering wheel), especially when (at least partially) automated and / or autonomous operation is intended (e.g., activated). Furthermore, drivers may find the interventions of lane-keeping assistance systems (which automate parts or all of the driving task) disruptive and may consciously deactivate them. This can be primarily due to the fact that these systems pursue an (unchangeable) objective goal, e.g.,, to maintain and / or approach the center of the lane, without taking into account the individual driving style of the driver.

[0005] It is therefore an object of the present invention to overcome at least one of the disadvantages described above, at least partially. In particular, it may be an object of the invention to optimize acceptance, trust, flexibility, adaptability, robustness, comfort, efficiency and / or degree of automation.

[0006] The foregoing problem is solved by a method having the features of the independent method claim, a computer program product having the features of the independent patent claim relating to a computer program product, a computer-readable data carrier having the features of the independent patent claim relating to a computer-readable data carrier, a control unit having the features of the independent patent claim relating to a control unit, and a vehicle having the features of the independent vehicle claim.

[0007] Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the computer program product according to the invention and / or in connection with the computer-readable data carrier according to the invention and / or in connection with the control unit according to the invention and / or in connection with the vehicle according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always includes or allows for reciprocal reference.

[0008] In particular, advantages described in the context of the first, second, third, fourth and / or fifth aspect of the invention also apply to the first, second, third, fourth and / or fifth aspect.

[0009] The above problem is solved according to a first aspect by a method for operating a vehicle comprising the following procedure: - Detection, by a control unit of the vehicle, of a section of track lying in front of the vehicle, - Providing, by the control unit, a target trajectory which is specific to the route segment, - Detecting, by the control unit, an actual driving trajectory of the vehicle, which is specific to a steering behavior of a driver of the vehicle along at least part of the route segment, - Adjusting the target trajectory depending on the actual driving trajectory to obtain a new target trajectory, whereby the new target trajectory is determined depending on at least two idealized target trajectories, and - Operation, by the control unit, of the vehicle depending on the new target trajectory.

[0010] The method according to the first aspect can be (at least partially) computer-implemented and / or performed repeatedly and / or continuously, particularly at and / or for (successive) measurement points (e.g., along the actual driving trajectory and / or the third idealized target trajectory). Advantageously, the method can perform at least one of the described steps, preferably sequentially in the specified order or, alternatively, in any other arbitrary order, and individual steps can optionally be repeated. Preferably, the method can be performed during, before, and / or (preferably) during the operation or use of a vehicle (e.g., while driving) and / or a control unit. Operation can include (manual) driving, autonomous driving, and / or (at least partially) automated driving.A control unit can implement the procedure (at least partially), for example by (combinedly) performing the (above-mentioned) steps and / or controlling and / or regulating corresponding components (e.g. steering unit and / or drive unit).

[0011] Within the scope of the invention, a right-handed system can be provided (particularly for illustrative purposes). In this system, a direction of travel (of the vehicle) can be configured, for example, in the direction of movement and / or in the x-direction and / or pointing forwards. A transverse direction and / or y-direction can be configured perpendicular to the direction of travel and / or (in the direction of travel) from right to left (or vice versa). A vertical direction and / or z-direction can be configured from bottom to top (or vice versa) and / or perpendicular to the direction of travel and / or perpendicular to the transverse direction.

[0012] To compare different quantities or values ​​(such as distances and / or weighting factors), these can each be normalized, and / or the sum of the distances and / or weighting factors can each be normalized, e.g., to the value 1. This improves comparability, especially regardless of the amplitude or absolute distances. This can, for example, enable and / or improve comparisons over time (e.g., between different iterations) and / or the determination of corresponding control variables and / or moments.

[0013] The method can preferably be carried out at discrete times and / or at discrete locations along a route, road, and / or section of the route, in particular repeatedly and / or continuously. This allows for a dynamic and / or continuous adjustment of the (new) target trajectory. Accordingly, the acquisition of a route section, the provision of a target trajectory, the acquisition of an actual driving trajectory, the adjustment of the target trajectory, and / or the operation can be carried out continuously, continuously, repeatedly, and / or at discrete times and / or at discrete locations, in particular while the vehicle is driving.

[0014] The detection of a section of road, particularly one in front of the vehicle, by a vehicle's control unit can include, for example, the detection of a drivable area, such as a (clear) roadway and / or lane. In the simplest case (e.g., on a one-way street without other vehicles and / or objects on the road), this can be the road or the road surface. Alternatively or additionally, this can include a lane and / or carriageway, for example, on a multi-lane road. Alternatively or additionally, this can include and / or exclude blocked areas, such as parked vehicles at the roadside (this area cannot, of course, be driven on, whereby, in this case, the right and / or left edge of the roadway may lie between the parked vehicles and the center of the roadway).The track section can, for example, have (traversable) x- and / or y-coordinates and / or represent a continuous area, or be detected and / or stored as such in the control unit. Detection can be specific to the track section, in particular to a (first and / or immediately in front of the vehicle) part of the track section. Detection can be carried out while the vehicle is driving through and / or operating, especially on and / or along the track section(s). Alternatively or additionally, the track section can also include track sections located behind and / or to the side (right and / or left) of the vehicle.

[0015] The provision, by the control unit, of a target trajectory specific to the track segment can, for example, include a drivable line within and / or on the track segment. The provision of the target trajectory can be determined based on one, two, three, four, five, several, or all of the at least two idealized target trajectories. In the simplest case, for example, the target trajectory can be located at the third idealized driving trajectory and / or along the center of the lane. The target trajectory can also be influenced by the past and / or current track alignment. Preferably, the target trajectory can be determined based on past iterations and / or a past execution of the procedure; for example, the new target trajectory from a past iteration can be used as the target trajectory.The target trajectory preferably comprises a driving line along which the vehicle can be guided and / or driven. Preferably, a lane-keeping system can be configured to guide the vehicle along the target trajectory and / or a new target trajectory, or to bring it onto it.

[0016] The detection by the control unit of the vehicle's actual trajectory, which is preferably specific to the steering behavior of a driver along at least part of the route, can include an (actually) traveled line and / or trajectory, in particular along and / or on the route. In other words, this can include the actual route traveled. This can (also) be detected and / or stored, for example, as x and / or y coordinates and / or as a line or function.

[0017] Adjusting the target trajectory based on the actual driving trajectory to obtain a new target trajectory, where the new target trajectory is determined based on at least two idealized target trajectories, can involve correcting and / or readjusting the target trajectory. In other words, this allows the (new) target trajectory used for operation, for example, by a lane keeping assist system, to be adjusted and / or specified. The dependency on the actual driving trajectory allows for the determination of the extent to which the driver agrees with the target trajectory and / or how closely it corresponds to their (preferred) driving style or (desired) driving trajectory. The target trajectory, the new target trajectory, and / or the at least two idealized target trajectories are designed to guide the vehicle onto and / or along them, particularly during operation.In other words, the control unit and / or a lane keeping system can or could guide or keep the vehicle along and / or on these and / or lead it to these.

[0018] Operating the vehicle may involve the use of a driver assistance system, which may be implemented at least partially in software and / or hardware. A driver assistance system may include a lane keeping system or lane keeping assist, ABS (anti-lock braking system), distance control system, cruise control, and / or adaptive cruise control. Additionally or alternatively, a driver assistance system may also include: - Steering via a wire (steer-by-wire), - Brakes via a single line (brake by wire) and / or - other actions over a single line (X-by-wire).

[0019] Operating the system can include regulating and / or controlling the vehicle, particularly in relation to and / or within the context of (at least partially) automated and / or autonomous driving. Operating the system can include providing a (driving) assistance function, in particular a (at least partially) automated and / or autonomous assistance function, preferably a lane keeping assist system. Operating the system can, for example, include operating and / or controlling a steering assistance unit configured to provide an assistance torque (for operating the steering system). This assistance torque can, in addition to the driver torque applied via a steering handpiece, such as a steering wheel, be used for a steering maneuver, wheel angle, and / or guidance along a (new) target trajectory.Additionally or alternatively, a chassis damping unit, a distance control system, a braking system, in particular an anti-lock braking system, and / or the like can also be controlled and / or regulated during operation. Preferably, the control unit can perform and / or initiate the operation, for example, by sending a control signal to an actuator of the hardware system, such as the steering unit and / or steering assist unit (e.g., via an intermediate data connection configured for transmitting the control signal).

[0020] For example, during operation, the vehicle can be guided along a (new) target trajectory and / or (continuously) steered towards a (new) target trajectory. Preferably, during operation, the vehicle can be driven along the (new) target trajectory. Accordingly, operation can be carried out in such a way that the vehicle drives along the (new) target trajectory and / or approaches it (continuously, preferably not abruptly) (in order to then continue driving along it). This can increase safety. This can also improve acceptance, trust, adaptability, robustness, comfort, and / or efficiency. Increased acceptance and / or increased trust can also increase the overall level of automation.

[0021] Additionally or alternatively, operation can also include transmitting the target trajectory, a new target trajectory, one (or more) idealized target trajectories, and / or the route segment, for example, via a data connection (such as the internet and / or car-to-car communication), particularly to other vehicles and / or a backend (such as the manufacturer's and / or a traffic monitoring system). This allows other vehicles, for example, to (better) predict the target trajectory along which the vehicle will (likely) travel. This can increase safety.

[0022] Within the scope of the invention, it can be advantageous that the detection of a section of road lying in front of the vehicle depends on - is carried out from a position and / or direction of movement of the vehicle, in particular via GPS data (showing routes and / or route segments), and / or - is carried out using camera data, which is preferably captured by a camera of the vehicle and / or transmitted to the control unit.

[0023] Within the scope of the invention, it is conceivable that providing a target trajectory, which is specific for the route segment, includes detecting at least one road edge (or edge of a drivable area), in particular a left road edge (or edge of a drivable area) and / or right road edge (or edge of a drivable area).

[0024] It may be provided that the target trajectory, the new target trajectory, the distances (see below) and / or the (at least two) target trajectory(ies), in particular all target trajectories, are determined depending on and / or relative to the at least one road edge and / or drivable area, preferably the left road edge and / or right road edge. It may be provided that the target trajectory, idealized target trajectory(ies) and / or new target trajectory(ies) have at least one, preferably a sequence, of coordinate(s), for example, x and / or y positions (or 2D, quasi as a top view and / or at least partially in 1D along the transverse direction), which can be determined and / or stored and / or processed, for example, relative to a road width or width (along the transverse direction) of the road section.Preferably, for example, the method steps can be carried out, at least partially, at and / or for discrete (measuring points or measuring) positions and / or for (perpendicular) sections / cross-sections along the actual driving trajectory and / or a third idealized target trajectory. For example, the third idealized driving trajectory and / or a center line of the lane (or the drivable area) can be used, wherein the width (along the transverse direction or y-direction) is determined at discrete intervals (e.g., of 50 cm) perpendicular to the third idealized driving trajectory and / or the center line and / or normalized to a range of [0,1], and the actual driving trajectory or its (y-)coordinate or position along the transverse direction is determined.

[0025] Within the scope of the invention, it may be provided that, during the provision and / or adaptation by the control unit, the (new) target trajectory, which is particularly specific for the route segment, is determined depending on at least two, preferably all, of the following idealized target trajectories: - a first idealized target trajectory, which essentially runs along the left edge of the roadway, and / or - a second idealized target trajectory, which essentially runs along the right-hand edge of the roadway, and / or - a third idealized target trajectory, which essentially runs along the center of a lane, and / or - a fourth idealized target trajectory, essentially exhibiting a shortest route, and / or - a fifth idealized target trajectory, essentially exhibiting minimal curvature.

[0026] The idealized target trajectories can be calculated based on the route segment and / or the section already traveled, particularly depending on a start and end point (or the point in between). An optimization procedure and / or fitting or interpolation can be used. For example, the target trajectory can be identical to one of the idealized target trajectories. In the simplest case, the driver can enter and / or confirm this via the control unit. Alternatively, a weighting of at least two idealized target trajectories can be used, such as an average value. This can be selected depending on the driving mode; for example, in a sport mode, a shortest route and / or minimum curvature can be used (which can minimize the distance traveled and / or centripetal forces).In a comfort mode, for example, the third idealized target trajectory or lane centerline can be used. The third idealized target trajectory and / or lane centerline can be calculated, for example, depending on the width of the road segment, lane, carriageway, and / or a drivable area, for example, by fitting and / or interpolation. The first idealized target trajectory, particularly along and / or near the left edge of the carriageway, can be calculated depending on the width or the (in the direction of travel) left edge of the road, lane, carriageway, and / or a drivable area, for example, by fitting and / or interpolating a function (spaced from the outermost edge). The second idealized target trajectory, particularly along and / or near the right edge of the carriageway, can be calculated depending on the width or...The trajectory of the (in the direction of travel) right edge of the road, lane, carriageway, and / or a drivable area can be calculated, for example, by fitting and / or interpolating a function (spaced from the outermost edge). It can also be provided that the first and / or second idealized target trajectory is calculated based on the third target trajectory (or vice versa). The fourth idealized target trajectory, particularly one with a shortest path, can be determined, for example, starting from the vehicle's (frontmost end and / or center). It can also be provided that this is calculated based on the road segment and / or the road segment already traveled, for example, the last 100 meters traveled up to the next 100 meters of the route. This allows the shortest path to be determined, for example, by suitable algorithms and / or optimization methods.In the simplest case, this can be done starting from the center of the road at a starting point and ending at an endpoint, also at the center of the road. The fifth idealized target trajectory, particularly one exhibiting minimal curvature, can be determined, for example, starting from the vehicle's (frontmost end and / or center). Alternatively, this can be calculated based on the road segment and / or the previously traveled section, for example, the last 100 meters traveled up to the next 100 meters of the route. This allows, for example, suitable algorithms and / or optimization methods to determine an idealized target trajectory with minimal curvature. In the simplest case, this can be done starting from the center of the road at a starting point and ending at an endpoint, also at the center of the road.

[0027] It may be provided that the track segment, in particular its width along the transverse direction, is calculated in a normalized manner (quasi-in 1D). Preferably, this can be done - the first idealized target trajectory (left) is positioned at y=0, - the second idealized target trajectory (right) should be positioned at y=1, - the third idealized target trajectory (centered) should be positioned at y=0.5, - the fourth idealized target trajectory should be positioned depending on at least the course of the route segment, e.g. at y=0.8, and / or - the fifth idealized target trajectory should be positioned depending on at least the course of the route segment, e.g. at y=0.7.

[0028] This can be carried out for each specific (discrete) (measurement) point along the track segment, the target trajectory, and / or the third idealized target trajectory, in particular continuously and / or repeatedly, whereby the procedure or procedure steps can be performed at least at the measurement points. The distance between successive measurement points can be constant and / or speed-dependent (e.g., with constant time intervals of 0.5 seconds). The width or distance along the transverse direction can be normalized, for example, to the range [0,1], where, for example, the first idealized target trajectory is located at (or near) 0 and the second idealized target trajectory is located at (or near) 1 (see above or figures).

[0029] It is also conceivable that adjusting the target trajectory depending on the actual driving trajectory in order to obtain a new target trajectory involves determining at least two distances, in particular oriented perpendicular to the route segment, the third idealized target trajectory and / or the target trajectory, which are calculated between the actual driving trajectory and the at least two idealized target trajectories.

[0030] Accordingly, at least two distances can be calculated at each or every measurement point. For the first, second, third, fourth, and / or fifth (preferably all) idealized target trajectories, particularly in 1D or along the transverse direction or perpendicular to the track, track segment, and / or the third idealized target trajectory, a corresponding distance (first, second, third, fourth, and / or fifth) can be determined relative to the actual driving trajectory, specifically its y-value along the width of the track segment (at the corresponding measurement point). In other words, the Euclidean distance (as a distance) can be calculated. It can be provided that the distances are determined relative to the normalized width (at this measurement point), which is, for example, limited to an interval of [0,1]. This can result in a particularly fast and / or efficient calculation.

[0031] The process may involve transforming and / or converting 3D or 2D data into 2D or 1D data, for example, along the y-direction or transverse direction. Conversion in the other direction is also conceivable.

[0032] It is intended that the adjustment of the target trajectory depending on the actual driving trajectory, in order to obtain a new target trajectory, is carried out by weighting with at least two weighting factors, where the at least two weighting factors are specific for the at least two distances.

[0033] It may be provided that a first, second, third, fourth, and / or fifth weighting factor is specific to a first, second, third, fourth, and / or fifth distance and / or a first, second, third, fourth, and / or fifth idealized target trajectory. In the simplest case, the weighting factor may correspond to the inverse of the distance or the square of the distance. It may be provided that the (at least two) weighting factors, preferably the sum of the weighting factors, are normalized to a range [0,1]. This can enable optimized and / or simpler scaling, e.g., of the intervention strength (see below). A weighting factor may be large if the distance (at a corresponding measurement point) between the actual driving trajectory and an idealized target trajectory is small (and vice versa).

[0034] The new target trajectory can be calculated depending on the (at least two) weighting factors. The new target trajectory s_neu can, for example, be a function f(w_id) of the weighting factors w_id_i. For example, the following can hold: s_neu(y)=sum_i(w_id_i*Δy_i)

[0035] In this case, s_new(y) can correspond to the position relative to and / or along the transverse direction, e.g. for a specific measuring point.

[0036] Alternatively (and preferably), the following may also apply: s_new(y)=1 / Number(w_id_i)*sum_i(w_id_i*Δy_i)

[0037] Therefore, the sum can be determined using the weighting factors or distances. This sum can then be multiplied by the inverse of the number of weighting factors (e.g., 2 or 5).

[0038] In other words, a new reference point s_new(y) for the new target trajectory can be determined along the transverse direction, particularly for one (or more) measurement points or positions. The new target trajectory can be derived from the reference points of several measurement points (for example, by interpolation between the new reference points). The new reference points, or the new target trajectory, depend on the extent to which the actual driving trajectory, which is influenced in particular by the driver applying a steering torque, corresponds to at least two idealized target trajectories. For example, if the vehicle is guided or steered substantially close to or along the first, second, third, fourth, or fifth idealized target trajectory, especially due to the driver's steering torque, the new target trajectory can preferably conform to this path.In other words, the system identifies which idealized target trajectory the driver is most likely to follow (or a mixture or weighting of several). The system can then adjust the new target trajectory accordingly.

[0039] It may also be possible to use an additional scaling factor that gives greater weight to driving on the right-hand side of the road. For example, a linear function, especially one with a positive slope (along the transverse direction), can be multiplied by the weighting factors.

[0040] It may be provided that a (lower) limit is used for the (at least two) weighting factors, whereby, in particular, a weighting factor can only be considered if the limit is reached or exceeded. A specific limit can be provided for each of the first, second, third, fourth, and / or fifth idealized target trajectories and / or their respective weighting factors. This allows, for example, their influence to be preset, which can advantageously optimize flexibility.

[0041] It is intended that during the adjustment process, a driver torque (e.g., by a sensor on the steering handle), which a driver applies to the steering handle to adjust the vehicle's steering unit, and an assistance torque (e.g., by a sensor on the steering support unit), namely a steering support unit, which is used, particularly during operation, to guide the vehicle, are determined. The weighting is additionally carried out depending on the driver torque and / or the assistance torque, whereby a further weighting factor, dependent on the driver torque and / or the assistance torque, is multiplied by the at least two weighting factors. In particular, the further weighting factor is only used if, and especially if, the magnitude of a correlation value between the driver torque and the assistance torque reaches or exceeds a predefined limit.

[0042] The correlation value can be calculated based on the (normalized) driver torque and the (normalized) assistance torque. Normalization can, for example, be based on a (respective) maximum value. This advantageously allows consideration of the extent to which the driver agrees with the (new) target trajectory. If the driver steers (strongly) in the opposite direction (detectable, for example, by a [strongly] negative correlation value), the additional weighting factor can be small. If the driver does not steer or even steers in a specific direction (detectable, for example, by a [strongly] positive correlation value), the additional weighting factor can be large. Alternatively or additionally, it can be stipulated that the additional weighting factor is (only) applied if the correlation value (in absolute terms) exceeds a correlation threshold, e.g., of 0.5.Alternatively or additionally, it may be provided that the further weighting factor is used (only) if the driver torque (in magnitude) exceeds a driver torque limit, e.g. of 0.5 Nm.

[0043] Furthermore, it may be provided within the scope of the invention that the method, in particular the weighting by the at least two weighting factors, is carried out for at least two different intervention strengths, which are in particular specific for an assistance moment and / or an alignment of the driving trajectory with the target trajectory and / or a new target trajectory, wherein in particular at least one and / or the one of the at least two weighting factors, in particular in the case of a decreasing assistance moment, - (linearly) increases if at least one of the at least two weighting factors increases, and / or - (linearly) is reduced if at least one of the at least two weighting factors decreases.

[0044] The intervention strength can be specific to how strongly the control unit performs control and / or regulation during operation, e.g., a degree of support, the magnitude of the control signal, and / or the assistance torque. In other words, how strongly a driver assistance system intervenes and / or how large the assistance torque is. It may be provided that the weighting factors, in particular the sum of the weighting factors, are (nevertheless) normalized to the range [0,1].

[0045] With regard to the present invention, it is conceivable that, in particular, the adaptation and / or operation includes determining a, in particular, new and / or future, intervention strength, which is in particular specific for adapting the driving trajectory to the new target trajectory, wherein the determination is carried out depending on the at least two idealized target trajectories and the new target trajectory, wherein in particular - (exactly) two idealized target trajectories are determined from the at least two idealized target trajectories, which define the boundaries of the new target trajectory (in particular, they surround it on the left and right as a boundary), - the corresponding weighting factors of these two idealized target trajectories are determined (i.e., the first, second, third, fourth and / or fifth weighting factor), and - The intervention strength is determined by scaling (e.g. multiplying) an average value of a (predefined and / or stored in the control unit) minimum intervention strength and a maximum intervention strength depending on the corresponding weighting factors.

[0046] The (new) intervention level can be specific to a particular level of operation and / or intervention. The (new) or determined intervention level can then be used during operation. In this way, the intervention level can be continuously and / or constantly readjusted.

[0047] The above problem is solved according to a second aspect by a computer program product according to the invention, comprising instructions which, when the computer program product is executed by a computer, in particular a control unit, cause it to implement the method according to the first aspect.

[0048] This results in the same advantages with regard to a computer program product according to the invention as have already been described with regard to a method according to the invention in the first aspect.

[0049] The above problem is solved according to a third aspect by a computer-readable data carrier according to the invention, in which instructions are stored which, when executed by a computer, in particular a control unit, cause it to carry out the method according to the first aspect.

[0050] This results in the same advantages with regard to a computer-readable data carrier according to the invention as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect.

[0051] The above problem is solved according to a fourth aspect by a control unit according to the invention, comprising a computing unit and / or a storage unit in which instructions are stored which, when at least partially executed by the computing unit, carry out a method according to the first aspect.

[0052] The control unit can include and / or implement a driver assistance system and / or control or regulate it. The control unit can be connected, particularly via a data link, to a steering unit, a steering handle, and / or a steering support unit (or corresponding or associated sensors), thereby enabling the transmission of sensor signals to the control unit and / or the transmission of control signals from the control unit (for operation, control, and / or regulation). Accordingly, the control unit can actuate these components, for example, via a control signal, and / or receive data (e.g., sensor data) from them. This allows the control unit to implement the procedure (at least partially).

[0053] This results in the same advantages with regard to a control unit according to the invention as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect and / or a computer-readable data carrier according to the third aspect.

[0054] The above problem is solved according to a fifth aspect by a vehicle according to the invention, comprising a control unit, according to the fourth aspect.

[0055] Within the scope of the invention, a vehicle can comprise a motor vehicle and / or a truck. The vehicle can be equipped for operation, in particular for autonomous and / or (at least partially) automated driving. For example, the vehicle can be an electric vehicle.

[0056] This results in the same advantages with regard to a vehicle according to the invention as have already been described with regard to a method according to the first aspect and / or a computer program product according to the second aspect and / or a computer-readable data carrier according to the third aspect and / or a control unit according to the fourth aspect.

[0057] Further advantages, features, and details of the invention will become apparent from the following description, in which several exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can be essential to the invention individually or in any combination. The drawings illustrate this by way of example. Fig. 1 a procedure, Fig. 2 a section of track for a vehicle, Fig. 3 weighting factors and Fig. 4 a vehicle.

[0058] The figures use identical reference numerals for the same technical features, even for different embodiments.

[0059] Fig. Figure 1 shows a method for operating a vehicle 200, comprising the method: - Detect 110, by a control unit ECU of vehicle 200, a track section S lying in front of vehicle 200, - Provide 120, by the control unit ECU, a target trajectory s which is specific for the route segment S, - Capture 130, by the control unit ECU, an actual driving trajectory s_ist of the vehicle 200, which is specific for a steering behavior of a driver of the vehicle 200 along at least a part of the route segment S, - Adjusting 140 the target trajectory target depending on the actual driving trajectory s_is to obtain a new target trajectory s_new, where the new target trajectory s is determined depending on at least two idealized target trajectories s_id, and - Operation 150, by the control unit ECU, of the vehicle 200 depending on the new target trajectory s_new.

[0060] Within the scope of the invention, it can be advantageous that the detection 110 of a track section S lying in front of the vehicle 200 depends on - is carried out from a position and / or direction of movement of the vehicle 200, in particular via GPS data and / or - is carried out using camera data, which is preferably captured by a camera of the vehicle 200.

[0061] Within the scope of the invention, it is conceivable that providing 120 a target trajectory s, which is specific for the route section S, includes detecting 121 at least one road edge r_l, r_r, in particular a left road edge r_l and / or right road edge r_r, wherein preferably the at least two idealized target trajectories s_id are determined as a function of the at least one road edge r_l, r_r, preferably the left road edge r_l and / or right road edge r_r.

[0062] Within the scope of the invention, it may be provided that when providing 120 and / or adapting 140, by the control unit ECU, a target trajectory s, which is specific for the route segment S, the target trajectory s is determined as a function of at least two of the following idealized target trajectories s_id: - a first idealized target trajectory s_id1 along a left edge of the roadway r_I, - a second idealized target trajectory s_id2 along a right-hand edge of the roadway r_r, - a third idealized target trajectory s_id3 along a lane center, - a fourth idealized target trajectory s_id4, exhibiting a shortest path, and / or - a fifth idealized target trajectory s_id5, exhibiting minimal curvature.

[0063] It is also conceivable that the adjustment 140 of the target trajectory s depending on the actual driving trajectory s_is, in order to obtain a new target trajectory s_new, involves determining 141 at least two, in particular perpendicular to the route segment S and / or the target trajectory s, distances Δy_i, which are calculated between the actual driving trajectory s_is and the at least two idealized target trajectories s_id.

[0064] It is intended that the adjustment 140 of the target trajectory s depending on the actual driving trajectory s_is, in order to obtain a new target trajectory s_new, is carried out by weighting 142 with at least two weighting factors w_id, where the at least two weighting factors w_id are specific for the at least two distances Δy_i.

[0065] It is provided that during the adjustment 140, a determination of a driver torque M_F, which a driver of the vehicle 200 applies to a steering handle 201 to adjust a steering unit 202 of the vehicle 200, and an assistance torque M_A, namely a steering support unit 203, which is used, in particular during operation 150, to guide the vehicle 200, is carried out, wherein the weighting 142 is additionally carried out depending on the driver torque M_F and the assistance torque M_A, wherein a further weighting factor w_add, which depends on the driver torque M_F and the assistance torque M_A, is multiplied by the at least two weighting factors w_id, wherein in particular the further weighting factor w_add is only used if, in particular the amount, a correlation value between the driver torque M_F and the assistance torque M_A reaches or exceeds a predefined limit.

[0066] Furthermore, it may be provided within the scope of the invention that the method, in particular the weighting 142 by the at least two weighting factors w_id, is carried out for at least two different intervention strengths F_A, which are in particular specific for an assistance moment M_A and / or an alignment of the driving trajectory s_is with the target trajectory s and / or new target trajectory s_new, wherein in particular at least one of the at least two weighting factors w_id, in particular in the case of a decreasing assistance moment M_A, - is increased if at least one of the at least two weighting factors w_id increases, and / or - is reduced if at least one of the at least two weighting factors w_id decreases.

[0067] With regard to the present invention, it is conceivable that, in particular, the adaptation 140 and / or operation 150 comprises determining a, in particular, new and / or future, intervention strength F_A, which is in particular specific for adapting the driving trajectory s_is to the new target trajectory s_new, wherein the determination is carried out depending on the at least two idealized target trajectories s_id and the new target trajectory s_new, wherein in particular - two idealized target trajectories of at least two idealized target trajectories s_id are determined, which define the new target trajectory s_neu, - corresponding weighting factors w_id of these two idealized target trajectories s_id are determined and - the intervention strength F_A is determined by scaling an average value of a minimum intervention strength and a maximum intervention strength depending on the corresponding weighting factors w_id.

[0068] Fig. Figure 2 shows a section of the route S, for example, a road, which is located at least partially in front of the vehicle 200. Only a portion of this section may be shown, in particular a right-hand curve. A section of the route or route segment S that has already been traversed may be straight and / or have a left-hand curve. Examples of (possible) configurations of the target trajectories are shown. For example, a target trajectory s is shown, which can currently be used by the control unit ECU to implement a lane keeping assist system. The vehicle 200 could follow the target trajectory s and / or approach it (and then follow it). Through the procedure, in particular the adjustment 140, a new target trajectory s_new can be determined. The new target trajectory s_new can depend, in particular, on an actual driving trajectory s_actual (of the vehicle 200) and / or aAt least two idealized target trajectories s_id1, s_id2, s_id3, s_id4, s_id5 are determined. The road edge r_l, r_r is also shown as an example, in particular a left road edge r_l and a right road edge r_r. The sections oriented along a transverse direction or a width of the track segment S (shown as dashed lines), which can be determined, for example, using the third idealized target trajectory s_id3 (see black dots on it), can be specific to one (or more) measurement positions. For example, an iteration can be performed when passing over one of these lines and / or at intersections between these lines and the actual driving trajectory (see white dots with black outlines).

[0069] Fig. Figure 3 shows, by way of example, the weighting factors w_id, which can be specific to the idealized target trajectories s_id1, s_id2, s_id3, s_id4, s_id5 (see the crosses positioned above). The position of the target trajectory s and the (shifted to the right) new target trajectory s_new are shown as examples. In this case, the first idealized target trajectory s_id1 can be located at y=0, specifically at (or near) the left edge of the roadway. In this case, the second idealized target trajectory s_id2 can be located at y=1, specifically at (or near) the right edge of the roadway. The width along the transverse direction y can be normalized to the range [0,1]. In this case, the third idealized target trajectory s_id3 can be located at y=0.5, specifically in the middle of the roadway or the section of road S.In this case, the fourth idealized target trajectory s_id4 can be located at y=0.8, specifically to the left of the second idealized target trajectory s_id2 and / or to the right of the third and fifth idealized target trajectories s_id3 and s_id5, respectively. Similarly, the fifth idealized target trajectory s_id5 can be located at y=0.7, specifically to the left of the fourth idealized target trajectory s_id4 and / or to the right of the third idealized target trajectory s_id3. The trajectories and / or quantities are purely illustrative. (Referring to...) Fig. In this case, the weighting factor specific to the fifth idealized target trajectory s_id5 can be the largest, especially because (in Fig. 2) the actual driving trajectory is closest to the fifth idealized target trajectory. It may be stipulated that the sum of the weighting factors w_id is normalized, for example to a range [0,1]. A distance Δy_i (see dashed arrow) is illustrated, for example, between the (first) weighting factor, which is specific to the first idealized target trajectory s_id1, and the (example) actual driving trajectory s_ist. As can be seen, (in this example) the new target trajectory s_neu can shift to the right compared to the target trajectory s and / or approach the actual driving trajectory s_ist.

[0070] Fig. Figure 4 shows a vehicle 200 comprising a control unit ECU, having a processing unit CU and a storage unit MU. The control unit can be configured to perform the procedure according to the first aspect and / or according to Fig.1. The control unit ECU can be connected via a data connection to a steering handle 201, a steering unit 202, a steering support unit 203 and / or corresponding or associated sensors (arranged on them) (data-communicating). This allows the control unit ECU to operate 150 the vehicle 200. Reference symbol list 110 Detection of a section of road in front of the vehicle 120 Providing a target trajectory 121 Detecting at least one road edge 130 Recording an actual driving trajectory 140 Adjusting the target trajectory 141 Determining distances 142 weights 150 Operating the vehicle 200 vehicles 201 Steering handle 202 Steering unit 203 Steering support unit ECU control unit CU computing unit MU storage unit F_A Intervention Strength M_A Assistance Moment M_F Driver torque r_l, r_r edge of roadway r_l left edge of the road r_r right edge of the road S section of the route s target trajectory s_id idealized target trajectories s_id1 first idealized target trajectory s_id2 second idealized target trajectory s_id3 third idealized target trajectory s_id4 fourth idealized target trajectory s_id5 fifth idealized target trajectory s_ist travel trajectory s_new new target trajectory w_add further weighting factor w_id weighting factors Δy_i distances

Claims

[1] Method for operating a vehicle (200) comprising the method: - Detection (110), by a control unit (ECU) of the vehicle (200), of a track section (S) lying in front of the vehicle (200), - Providing (120), by the control unit (ECU), a target trajectory (s) which is specific to the route segment (S), - Detection (130), by the control unit (ECU), of an actual driving trajectory (s_ist) of the vehicle (200), which is specific to a steering behavior of a driver of the vehicle (200) along at least part of the route segment (S), - Adjusting (140) the destination trajectory (s) depending on the actual driving trajectory (s_is) to obtain a new destination trajectory (s_new), wherein the new destination trajectory (s_new) is determined depending on at least two idealized destination trajectories (s_id), and - Operation (150), by the control unit (ECU), of the vehicle (200) depending on the new target trajectory (s_new), - wherein the adjustment (140) of the target trajectory (s) depending on the actual driving trajectory (s_is) in order to obtain a new target trajectory (s_new) is carried out by weighting (142) with at least two weighting factors (w_id), wherein the at least two weighting factors (w_id) are specific for the at least two distances (Δy_i), - wherein, during the adjustment (140), a determination of a driver torque (M_F), which a driver of the vehicle (200) applies to a steering handle (201) to adjust a steering unit (202) of the vehicle (200), and an assistance torque (M_A) of a steering support unit (203), which is applied, in particular during operation (150), to guide the vehicle (200), wherein the weighting (142) is additionally carried out depending on the driver torque (M_F) and the assistance torque (M_A), wherein a further weighting factor (w_add) dependent on the driver torque (M_F) and the assistance torque (M_A) is multiplied by the at least two weighting factors (w_id). [2] Method according to claim 1, characterized by , that the detection (110) of a track section (S) lying in front of the vehicle (200) depending on - is carried out from a position and / or direction of movement of the vehicle (200), in particular via GPS data, and / or - is carried out using camera data, preferably captured by a camera of the vehicle (200). [3] Method according to any one of the preceding claims, characterized by , that providing (120) a target trajectory (s) which is specific for the track section (S) includes detecting (121) at least one road edge (r_l, r_r), in particular a left road edge (r_l) and / or right road edge (r_r), wherein preferably the at least two idealized target trajectories (s_id) are determined as a function of the at least one road edge (r_l, r_r), preferably the left road edge (r_l) and / or right road edge (r_r). [4] Method according to any one of the preceding claims, characterized by, that when providing (120) and / or adapting (140) a target trajectory (s) specific to the track segment (S), the target trajectory (s) is determined by the control unit (ECU) depending on at least two of the following idealized target trajectories (s_id): - a first idealized target trajectory (s_id1) along a left edge of the roadway (r_l), - a second idealized target trajectory (s_id2) along a right-hand edge of the roadway (r_r), - a third idealized target trajectory (s_id3) along a lane center, - a fourth idealized target trajectory (s_id4), exhibiting a shortest path, and / or - a fifth idealized target trajectory (s_id5) exhibiting minimal curvature. [5] Method according to any one of the preceding claims, characterized by, that the adjustment (140) of the target trajectory (s) depending on the actual driving trajectory (s_is) in order to obtain a new target trajectory (s_new) involves determining (141) at least two, in particular perpendicular to the route segment (S), the third idealized target trajectory (s_id3) and / or the target trajectory (s), distances (Δy_i) which are calculated between the actual driving trajectory (s_is) and the at least two idealized target trajectories (s_id). [6] Method according to any one of the preceding claims, characterized by , that the additional weighting factor (w_add) is only used if, in particular the amount, a correlation value between the driver's torque (M_F) and the assistance torque (M_A) reaches or exceeds a predefined limit. [7] Method according to any one of the preceding claims, characterized by, that the procedure, in particular the weighting (142) by the at least two weighting factors (w_id), is carried out for at least two different intervention strengths (F_A), which are in particular specific for an assistance moment (M_A) and / or an alignment of the driving trajectory (s_is) with the target trajectory (s) and / or new target trajectory (s_new), wherein in particular at least one of the at least two weighting factors (w_id), in particular in the case of a decreasing assistance moment (M_A), - is increased if at least one of the at least two weighting factors (w_id) increases, and / or - is reduced if at least one of the at least two weighting factors (w_id) decreases. [8] Method according to any one of the preceding claims, characterized by, that the adaptation (140) and / or operation (150) includes determining an intervention strength (F_A), in particular a new and / or future one, which is in particular specific for adapting the current trajectory (s_is) to the new target trajectory (s_new), wherein the determination is carried out depending on the at least two idealized target trajectories (s_id) and the new target trajectory (s_new), wherein in particular - two idealized target trajectories are determined from at least two idealized target trajectories (s_id) which define the new target trajectory (s_neu), - corresponding weighting factors (w_id) of these two idealized target trajectories (s_id) are determined and - the intervention strength (F_A) is determined by scaling an average value of a minimum intervention strength and a maximum intervention strength depending on the corresponding weighting factors (w_id). [9] Computer program product comprising instructions which, when the computer program product is executed by a computer, cause it to implement the method according to any of the preceding method claims. [10] Computer-readable data carrier in which instructions are stored which, when executed by a computer, cause it to carry out the method according to any of the preceding method claims 1 to 8. [11] Electronic control unit (ECU) comprising a computing unit (CU) and / or a storage unit (MU) in which instructions are stored which, when at least partially executed by the computing unit (CU), perform a method according to one of the preceding method claims. [12] Vehicle (200) comprising a control unit (ECU) according to the preceding claim.

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