Method and device for operating an automated vehicle

Abstract

The invention relates to a method for operating an automated driving vehicle (F), wherein - it is determined whether there is a lane narrowing (FV) in front of the vehicle (F) in the direction of travel, - a column of vehicles (K) is detected which is located in another lane (FS2) immediately adjacent to a lane (FS1) travelled by the vehicle (F), - the respective width of the vehicles (KF1 to KFn) in the convoy (K) is determined, - the convoy vehicles (KF1 to KFn) are divided into different width groups depending on their width, whereby the width groups include at least a first width group with convoy vehicles (KF1 to KFn) whose respective width is less than a specified width value, and a second width group with convoy vehicles (KF1 to KFn) whose respective width exceeds the specified width value, - areas (B1 to Bm) located next to the vehicle column (K) in the lane (FS1) traveled by the vehicle (F) are identified and - the vehicle (F) is automatically steered into an area (B1 to Bm) before reaching the lane narrowing (FV), which is located laterally next to at least one convoy vehicle (KF1 to KFn) of the first width group. The invention further relates to a device for operating an automated vehicle (F) and a vehicle (F).

Description

[0001] The invention relates to a method for operating an automated driving vehicle.

[0002] The invention further relates to a device for operating an automated driving vehicle.

[0003] Furthermore, the invention relates to a vehicle.

[0004] From DE 10 2010 012 954 A1 a method for operating a driver assistance device of an automated driving vehicle located on a roadway and a driver assistance device for an automated driving vehicle are known.

[0005] DE 10 2013 010 721 A1 proposes automatically adjusting the vehicle's set target speed when an approaching vehicle is detected in a narrow section of road. The new speed is set to be a predefined differential speed higher than the speed of the vehicle being overtaken. This differential speed can also depend on environmental parameters such as traffic density in the adjacent lane. This allows the overtaking maneuver to be carried out at a controlled, low relative speed, thus increasing the driver's sense of security.

[0006] German patent DE 10 2015 211 735 A1 discloses a narrow passage assistance system for a motor vehicle, wherein the narrow passage assistance system can distinguish between static and dynamic objects. In the presence of at least one dynamic object, the longitudinal positioning of the vehicle is controlled. The system can thus actively accelerate or decelerate, depending on the relative position to the dynamic object, in order to increase safety and comfort.

[0007] The invention is based on the objective of providing a novel method and a novel device for operating an automated driving vehicle and a novel vehicle.

[0008] The problem is solved according to the invention by a method which has the features specified in claim 1, by a device which has the features specified in claim 10, and by a vehicle which has the features specified in claim 11.

[0009] Advantageous embodiments of the invention are the subject of the dependent claims.

[0010] In the method for operating an automated, for example semi-automated, highly automated or autonomous, driving vehicle, the invention provides that - it is determined whether there is a narrowing of the lane in front of the vehicle in the direction of travel, - a column of vehicles is detected which is located in another lane immediately adjacent to a lane being used by the vehicle, - the respective width of the vehicles in the convoy is determined, - the convoy vehicles are divided into different width groups depending on their width, whereby the width groups include at least a first width group with convoy vehicles whose respective width is less than a specified width value, and a second width group with convoy vehicles whose respective width exceeds the specified width value, - areas located next to the line of vehicles in the lane being traveled by the vehicle are identified and - the vehicle is automatically steered into an area located laterally next to at least one convoy vehicle of the first width group before reaching the lane narrowing.

[0011] Driving through lane narrowings, such as those found in construction zones with a maximum width of, say, two meters, poses a challenge not only for human drivers but also for automated driving systems. A particular danger arises from wide vehicles in adjacent lanes, which can come dangerously close to the vehicle if driving parallel to it. To minimize this risk, a lane change to a wider adjacent lane can be performed before entering the narrowing. However, if this lane change is not possible in automated driving mode and the vehicle enters the narrowing, then the vehicle's position next to a wide vehicle is highly unfavorable, and the danger is not minimized.It is particularly critical when a vehicle swerves in the adjacent lane and thereby enters the lane of the vehicle being driven into, so that the vehicle is narrowed to such an extent that it has to perform an emergency braking maneuver.

[0012] The present method reliably avoids the aforementioned risky situations because the vehicle positions itself alongside at least one narrower convoy vehicle in a section of the roadway before the lane narrowing. This creates more lateral maneuvering space for the vehicle and the at least one convoy vehicle in the narrowed section. This increased maneuvering space reduces the load on both the automated lateral control of the vehicle and the lateral control of the at least one convoy vehicle in the adjacent lane. Furthermore, a higher gap density can be achieved when passing through the lane narrowing because narrower convoy vehicles are often also shorter than wider ones.

[0013] One possible design of the procedure provides that - width-cost terms are assigned to the width groups depending on the width of at least one associated convoy vehicle, such that width groups with a smaller width are assigned a smaller width-cost term than width groups with a larger width, and - a selection of the area in which the vehicle is automatically controlled before reaching the lane narrowing is carried out based on a result of a cost function in which the width-cost terms are included.

[0014] Using such a cost function, the breadth groups can be taken into account automatically in the selection of the area in a simple and reliable manner using a machine-trained model.

[0015] In another possible version of the procedure, it is provided that - additionally, the respective length of the vehicles in the convoy is determined and - The vehicle is steered into an area adjacent to at least one convoy vehicle of the first width group if the length of the convoy vehicle located laterally to the side of the area exceeds a predefined length value. In particular, an area of ​​the first width group is selected for automated driving by the vehicle if the at least one convoy vehicle adjacent to the area has a length equal to or greater than the vehicle's length. This can, for example, prevent abrupt braking and acceleration maneuvers by the vehicle when the convoy decelerates or accelerates, thus further increasing driving safety.

[0016] In another possible version of the procedure, it is provided that - length-cost terms are assigned to the lengths of the convoy vehicles in such a way that larger lengths are assigned a smaller length-cost term than smaller lengths, and - a selection of the area in which the vehicle is automatically controlled before reaching the lane narrowing is carried out based on a result of a cost function in which the length-cost terms are included.

[0017] Using such a cost function, the lengths of the convoy vehicles can be taken into account automatically in the selection of the area in a simple and reliable manner using a machine-trained model.

[0018] In another possible embodiment of the procedure, the vehicle is positioned centrally along the length of the area. This can, for example, prevent abrupt braking and acceleration maneuvers of the vehicle when the line of vehicles decelerates or accelerates, thus further increasing driving safety.

[0019] In another possible embodiment of the procedure, the vehicle is positioned laterally next to a gap between two convoy vehicles located to the side of the area. This further increases the lateral movement space of the vehicle and the lateral movement space of the convoy vehicles in the adjacent lane.

[0020] In another possible embodiment of the procedure, it is envisaged that the lane narrowing is determined using traffic signs and / or data from a digital map and / or fleet data from a vehicle fleet and / or by means of a The vehicle's environmental sensors detect the lane narrowing based on the surrounding data. This enables particularly reliable and early detection of the lane narrowing, allowing the vehicle to be positioned in the selected area very early. This avoids the need for strong acceleration and braking maneuvers to achieve the desired position, resulting in both increased driving comfort and enhanced driving safety.

[0021] In another possible embodiment of the method, the widths of the convoy vehicles are determined using environmental data acquired by the vehicle's environmental sensors and / or estimated based on the identified vehicle classes of the convoy vehicles. This enables a precise and reliable determination of the widths and / or lengths of the convoy vehicles. Estimating the lengths and / or widths based on the vehicle classes ensures reliable determination even if the environmental sensors are impaired.

[0022] In another possible embodiment of the procedure, the vehicle is automatically steered into the lane narrowing area once a predetermined distance is reached. Specifically, the distance is chosen such that the vehicle can be positioned in the selected area well in advance of reaching the lane narrowing, minimizing acceleration or braking.

[0023] In another possible embodiment of the procedure, the speed of each convoy vehicle is determined. To position the vehicle within the selected area, its speed is automatically adjusted based on the speed of the convoy vehicles, ensuring the vehicle reaches the area before the lane narrowing. Furthermore, while driving alongside at least one convoy vehicle within this area, the vehicle's speed is adjusted to match that of the convoy vehicle. This is achieved, for example, by setting the vehicle's speed to the same level as that of the convoy vehicle, allowing the vehicle to pass through the lane narrowing alongside it.

[0024] According to the invention, the device for operating an automated vehicle comprises an evaluation device, an environment detection sensor system and a control device, wherein the evaluation device is designed - to determine whether there is a narrowing of the lane in front of the vehicle in the direction of travel, - to detect a column of vehicles in environmental data acquired by means of environmental sensors, which is located in another lane immediately adjacent to a lane traveled by the vehicle, - to determine and / or estimate the respective width of vehicles in the convoy based on the environmental data, - to classify the convoy vehicles into different width groups depending on their width, wherein the width groups include at least a first width group with convoy vehicles whose respective width is less than a specified width value, and a second width group with convoy vehicles whose respective width exceeds the specified width value, and - to identify areas located in the lane traveled by the vehicle next to the vehicle column, and the control device is designed to automatically steer the vehicle into an area located laterally next to at least one column vehicle of the first width group before reaching the lane narrowing.

[0025] The device is characterized in an analogous manner by the same advantages as the previously described method and its embodiments.

[0026] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0027] This shows: Fig. 1 schematically a top view of a traffic situation and Fig. 2 schematically a top view of another traffic situation.

[0028] Corresponding parts are marked with the same reference symbols in all figures.

[0029] In Fig. Figure 1 schematically depicts a top view of a traffic situation.

[0030] A roadway FB has two lanes FS1 and FS2 with the same direction of travel. In the left lane FS1, there is a lane narrowing FV, which may be due to roadworks. In this lane narrowing FV, the permissible vehicle width is two meters, as indicated by traffic sign V.

[0031] On the right-hand lane FS2, several vehicles KF1 to KFn travel in a convoy K. On the left-hand lane FS2, within the lane narrowing FV, a vehicle F is traveling, which is equipped for automated, in particular semi-automated, highly automated, or autonomous driving operation. In such a driving operation, for example, lateral and / or longitudinal control of vehicle F is carried out automatically.

[0032] Vehicle F is traveling alongside a convoy vehicle KF2, which is configured as a truck. This convoy vehicle KF2 is wider than the other two convoy vehicles KF1 and KFn, which are configured as passenger cars. Consequently, compared to when vehicle F is traveling alongside convoy vehicles KF1 and KFn, the lateral distance between them is reduced. This can lead to dangerous traffic situations, particularly during swaying movements (SB) of convoy vehicle KF2, which may result in, for example, automated emergency braking by vehicle F.

[0033] Fig. Figure 2 schematically shows a top view of another traffic situation.

[0034] A roadway FB has two lanes FS1 and FS2 with the same direction of travel. In the left lane FS1, there is a lane narrowing FV, which may be due to roadworks. In this lane narrowing FV, the permissible vehicle width is two meters, indicated by traffic sign V. The lane narrowing FV may also be indicated by other traffic signs V, such as a lane shift sign, also known as traffic sign VZ 515-11.

[0035] On the right-hand lane FS2, several vehicles KF1 to KFn travel in a convoy K. On the left-hand lane FS1, a vehicle F, which is equipped for automated, in particular semi-automated, highly automated, or autonomous driving, travels before the lane narrowing FV. In such a driving mode, lateral and / or longitudinal control of vehicle F is carried out automatically. For this purpose, vehicle F has a correspondingly equipped control device 1.

[0036] The lane narrowing FV is detected before the vehicle F reaches it, based on traffic signs V and / or data from a digital map and / or fleet data from a vehicle fleet and / or environmental data acquired by means of an environmental sensing system 2. Environmental sensing carried out by means of the environmental sensing system 2 can be camera-based, radar-based and / or lidar-based.

[0037] To detect lane narrowing FV, the vehicle F has an evaluation device 3. This device is configured, for example, to recognize at least one traffic sign V and thus the lane narrowing FV from the environmental data acquired by the environmental sensors 2, the data from the digital map, and / or the fleet data. Alternatively or additionally, the evaluation device 3 is configured to determine the lane widths of the lanes FS1 and FS2 located in front of the vehicle F in the direction of travel, based on the environmental data acquired by the environmental sensors 2, and to determine, based on the determined lane width values, whether a lane narrowing FV exists in front of the vehicle F in the direction of travel.

[0038] Furthermore, the evaluation device 3 detects the vehicle convoy K in the environmental data, which is located in another lane FS2 immediately next to the lane FS1 travelled by vehicle F.

[0039] Furthermore, the evaluation device 3 uses the environmental data to determine the respective width and length of the vehicles KF1 to KFn in the vehicle convoy K. Alternatively or additionally, the evaluation device 3 estimates the widths and lengths of the vehicles KF1 to KFn based on a recognized vehicle class of the vehicles KF1 to KFn. This can occur, for example, if the environmental sensors 2 are impaired or malfunctioning.

[0040] Furthermore, the evaluation device 3 is used to determine the respective speed of the convoy vehicles KF1 to KFn.

[0041] Depending on their width, the convoy vehicles KF1 to KFn are divided into different width groups by means of the evaluation device 3. The width groups consist of at least a first group with convoy vehicles KF1 to KFn whose width is less than a predefined value, and a second group with convoy vehicles KF1 to KFn whose width exceeds the predefined value. The predefined width value is, for example, 2.20 m. In other possible configurations, more than two width groups can also be generated.

[0042] For example, vehicles classified as trucks (KF2, KFn), which have a width of approximately 2.50 m, are assigned to the second width group. Passenger cars with a width of approximately 2.00 m are assigned to the first width group. This means that the evaluation device 3 groups vehicles (KF1 to KFn) of the same width class when they travel one behind the other in a convoy (K).

[0043] Additionally, using evaluation device 3, areas B1 to Bm located next to the vehicle convoy K in lane FS1, which is being used by vehicle F, are identified. These areas are then assessed based on the width and length of the convoy vehicles KF1 to KFn located next to the respective area B1 to Bm. The assessment evaluates the risk posed by vehicle F driving alongside the respective convoy vehicle KF1 to KFn in the lane narrowing FV. It is assumed that for vehicle F, driving alongside a convoy vehicle KF1 to KFn with a greater width presents a higher risk of dangerous traffic situations due to the reduced available lateral space than driving alongside a convoy vehicle KF1 to KFn with a narrower width.Therefore, areas B1 and B3, alongside convoy vehicles KF1, KF3, and KF4 of the first width group, pose a lower risk than areas B2 and Bm, alongside convoy vehicles KF2 and KFn of the second width group. Furthermore, it is assumed that when vehicle F travels alongside a convoy vehicle KF1 to KFn of a shorter length, for example, when a convoy vehicle KF1 to KFn of a greater width is located in front of and / or behind it, it simply has less available longitudinal space and thus a greater risk of dangerous traffic situations than when traveling alongside a convoy vehicle KF1 to KFn of a greater length.

[0044] For this reason, the control device 1 automatically steers vehicle F before it reaches the lane narrowing FV, based on the results of the evaluation of areas B1 to Bm determined by the evaluation device 3, such that it is steered into an area B1, B3, in this case area B3, which is located laterally next to at least one convoy vehicle KF1, KF3, KF4 of the first width group and preferably next to at least one convoy vehicle KF1, KF3, KF4 of greater length. That is, in the illustrated embodiment, vehicle F is assigned area B3 on lane FS1, parallel to a group formed by the convoy vehicles KF3, KF4. This area is to be preferred in trajectory planning before vehicle F enters lane FS1 in the area of ​​the lane narrowing FV.On the other hand, the B2 and Bm sections are not preferred over the wider convoy vehicles KF2 and KFn due to the higher risk.

[0045] In trajectory planning, the areas B1 to Bm can be considered as cost terms in a cost function, whereby areas B1 and B3, along with convoy vehicles KF1, KF3, and KF4 of the first latitude group, have lower costs than areas B2 and Bm, along with convoy vehicles KF2 and KFn of the second latitude group. In particular, latitude cost terms can be assigned to the latitude groups depending on the width of at least one associated convoy vehicle KF1 to KFn, such that latitude groups with a narrower width are assigned a smaller cost term than latitude groups with a wider width.

[0046] Additionally, the sections B1 to Bm can also be evaluated using cost terms depending on their length, that is, depending on the length of the convoy vehicles KF1 to KFn located next to the respective section B1 to Bm and the distances between them. This is done in such a way that sections B1 to Bm with greater length have lower costs than sections B1 to Bm with shorter lengths. Length-cost terms can be assigned to the lengths of the convoy vehicles KF1 to KFn such that longer lengths are assigned a lower length-cost term than shorter lengths.

[0047] The selection of the area B1 to Bm, in which the vehicle F is automatically controlled before reaching the lane narrowing FV, is then carried out, for example, on the basis of a result of a cost function in which the width-cost terms and the length-cost terms are included.

[0048] In one possible embodiment, the vehicle F in the illustrated embodiment is additionally positioned centrally in the longitudinal extent of the selected area B3 in order to realize sufficient movement space in the longitudinal direction of the vehicle F both in front of and behind it.

[0049] In another possible embodiment, the vehicle F in the illustrated embodiment can additionally be positioned laterally in area B3 next to a gap between the two column vehicles KF3, KF4, which are located laterally next to area B3, in order to maximize the movement space in the lateral direction.

[0050] To position the vehicle in the selected area B3, the control device 1 automatically sets the speed of vehicle F such that vehicle F reaches the area before the lane narrowing FV. Furthermore, the speed of vehicle F is adjusted to match the speed of the convoy vehicles KF3 and KF4 while traveling within area B3. This is achieved, for example, by setting the speed of vehicle F to the same speed as that of the two convoy vehicles KF3 and KF4, allowing vehicle F to pass through the lane narrowing FV alongside them.

[0051] This means that before reaching the lane narrowing FV, vehicle F positions itself next to the group of convoy vehicles KF3, KF4, so that more lateral movement space is created in the narrowed area of ​​lane FS1.

[0052] In one possible configuration, this automatic positioning is started immediately after the first detection of the lane narrowing FV.

[0053] In another possible configuration, vehicle F can automatically move from the left lane FS1 into a sufficiently large gap between convoy vehicles KF1 to KFn on the right lane FS2 before reaching the lane narrowing FV. If this is not possible, vehicle F is automatically positioned in area B3, as described above.

[0054] It is possible that even narrow convoy vehicles KF1 to KFn pose a significant risk to vehicle F when passing through lane narrowings SV. This risk can arise, for example, from conspicuous behavior such as non-compliant driving maneuvers, insufficient safety distances, and unstable driving patterns. Such behavior can be determined by the evaluation device 3 from the environmental data acquired by the environmental sensing sensors 2. This behavior is also taken into account by the evaluation device 3 for the risk assessment to select zones B1 to Bm, so that the zone B1 to Bm for passing through lane narrowing FV is selected depending on the width classes, the length of the convoy vehicles KF1 to KFn, and their behavior.

Claims

[1] Method for operating an automated vehicle (F), characterized by , that - it is determined whether there is a lane narrowing (FV) in front of the vehicle (F) in the direction of travel, - a column of vehicles (K) is detected which is located in another lane (FS2) immediately adjacent to a lane (FS1) travelled by the vehicle (F), - the respective width of the vehicles (KF1 to KFn) in the convoy (K) is determined, - the convoy vehicles (KF1 to KFn) are divided into different width groups depending on their width, whereby the width groups include at least a first width group with convoy vehicles (KF1 to KFn) whose respective width is less than a specified width value, and a second width group with convoy vehicles (KF1 to KFn) whose respective width exceeds the specified width value, - areas (B1 to Bm) located next to the vehicle column (K) in the lane (FS1) traveled by the vehicle (F) are identified and - the vehicle (F) is automatically steered into an area (B1 to Bm) before reaching the lane narrowing (FV), which is located laterally next to at least one convoy vehicle (KF1 to KFn) of the first width group. [2] Method according to claim 1, characterized by , that - the width groups are assigned width-cost terms depending on the width of at least one associated convoy vehicle (KF1 to KFn) in such a way that width groups with a smaller width are assigned a smaller width-cost term than width groups with a larger width, and - a selection of the area (B1 to Bm) in which the vehicle (F) is automatically controlled before reaching the lane narrowing (FV) is carried out based on a result of a cost function in which the width cost terms are included. [3] Method according to claim 1 or 2, characterized by , that - additionally, the respective length of the vehicles in the convoy (K) (KF1 to KFn) is determined and - the vehicle (F) is steered into an area (B1 to Bm) next to at least one convoy vehicle (KF1 to KFn) of the first latitude group if the length of the convoy vehicle (KF1 to KFn) located laterally next to the area (B1 to Bm) exceeds a predetermined length value. [4] Method according to claim 3, characterized by , that - length-cost terms are assigned to the lengths of the convoy vehicles (KF1 to KFn) in such a way that larger lengths are assigned a smaller length-cost term than smaller lengths, and - a selection of the area (B1 to Bm) in which the vehicle (F) is automatically controlled before reaching the lane narrowing (FV) is carried out based on a result of a cost function in which the length-cost terms are included. [5] Method according to any one of the preceding claims, characterized by , that the vehicle (F) is positioned centrally in the longitudinal extent of the area (B1 to Bm). [6] Method according to any one of the preceding claims, characterized by , that the vehicle (F) is positioned in the area (B1 to Bm) laterally next to a gap located between two column vehicles (KF1 to KFn), which are located laterally next to the area (B1 to Bm). [7] Method according to any one of the preceding claims, characterized by, that the lane narrowing (FV) is detected using traffic signs (V) and / or data from a digital map and / or fleet data from a vehicle fleet and / or environmental data determined by means of an environmental sensing sensor system (2) of the vehicle (F). [8] Method according to any one of the preceding claims, characterized by , that the widths of the convoy vehicles (KF1 to KFn) and / or lengths of the convoy vehicles (KF1 to KFn) are determined on the basis of environmental data acquired by means of an environmental sensing sensor system (2) of the vehicle (F) and / or are estimated on the basis of recognized vehicle classes of the convoy vehicles (KF1 to KFn). [9] Method according to any one of the preceding claims, characterized by , that the vehicle (F) is automatically steered into the area (B1 to Bm) when a predetermined distance to the lane narrowing (FV) is reached. [10] Device for operating an automated vehicle (F), characterized by an evaluation device (3), an environmental detection sensor (2) and a control device (1), wherein the evaluation device (3) is designed, - to determine whether there is a lane narrowing (FV) in the direction of travel in front of the vehicle (F), - to detect a column of vehicles (K) in the environmental data acquired by means of the environmental sensing sensors (2), which is located in another lane (FS2) immediately adjacent to a lane (FS1) traveled by the vehicle (F), - to determine and / or estimate the respective width of the vehicles (KF1 to KFn) in the vehicle convoy (K) based on the environmental data, - to classify the convoy vehicles (KF1 to KFn) into different width groups depending on their width, wherein the width groups include at least a first width group with convoy vehicles (KF1 to KFn) whose respective width is less than a specified width value, and a second width group with convoy vehicles (KF1 to KFn) whose respective width exceeds the specified width value, and - to identify areas (B1 to Bm) located next to the vehicle column (K) in the lane (FS1) traveled by the vehicle (F), and wherein the control device (1) is designed to automatically steer the vehicle (F) into an area (B1 to Bm) located laterally next to at least one column vehicle (KF1 to KFn) of the first width group before reaching the lane narrowing (FV). [11] Vehicle (F) comprising a device according to claim 10.

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