METHOD AND CONTROL SYSTEMS FOR DETERMINING A TRAFFIC GAP BETWEEN TWO VEHICLES FOR A LANE CHANGE FOR ONE VEHICLE

Description

[0001] The invention relates to methods and systems for determining a traffic gap between two vehicles for a lane change for a vehicle, more particularly, but not exclusively, based on using vehicle-to-vehicle messages and sensor data to determine the traffic gap.

[0002] Vehicle-to-vehicle communication (also known as Car2Car, C2C, or Vehicle2Vehicle, V2V) and vehicle-to-infrastructure communication (also known as Car2Infrastructure, C2I, or Vehicle2Roadside, V2R) are a focal point of automotive research in the 21st century. Communication between vehicles or between vehicles or traffic infrastructure opens up a multitude of new possibilities, such as coordination between vehicles or communication between vehicles and the traffic infrastructure, for example, to provide traffic jam warnings to the vehicles. Vehicles configured for C2C or C2I (also collectively known as Vehicle2X, C2X, or Vehicle2X, V2X) have a transmitting and receiving unit to communicate with other vehicles, for example via direct radio connections or mobile networks.Communication can, for example, be limited between vehicles or between vehicles and traffic infrastructure within a radius of a few hundred meters.

[0003] Coordination of vehicles, for example, for the cooperative execution of driving maneuvers or for the coordination of automated vehicles, often depends on the availability of messages from the cooperating vehicles and on the quality of the data. If vehicles are not equipped with vehicle-to-vehicle communication systems, they are often not included in cooperative driving situations.

[0004] Patent application DE 10 2012 023 107 A1 describes a method for operating a driver assistance system of a motor vehicle. A vehicle identifies a gap suitable for merging into a lane and calculates a speed that allows merging into the gap. This speed is displayed to the driver of the vehicle or, alternatively, the vehicle is operated directly at this speed.

[0005] Patent application DE 10 2012 011 994 A1 relates to a method for supporting driver assistance and / or safety functions of motor vehicles. In the method presented therein for cooperatively controlling a traffic situation with at least two vehicles that exchange information between the at least two vehicles using a C2C communication system, wherein the exchanged information serves to influence the driving behavior of the participating vehicles, the information to be exchanged includes, in addition to the current driving behavior and current driving information, a driving behavior intended by a first vehicle and transmitted to a second of the at least two vehicles. Based on the information about the intended driving behavior, the second vehicle adapts its driving behavior to the intended driving behavior of the first vehicle.

[0006] There is a need for an improved concept to support cooperative driving functions. This need is addressed by the methods and control systems according to the independent claims.

[0007] Embodiments provide a method for the automated determination of a traffic gap for a vehicle to change lanes. The vehicle or a vehicle-to-vehicle communication system of the vehicle is configured to use both vehicle-to-vehicle messages and local sensors to determine traffic gaps. By combining the data, the vehicle can detect both vehicles equipped with a vehicle-to-vehicle communication system and vehicles without a vehicle-to-vehicle communication system or obstacles, and based on this, automatically perform or support a lane change. If no gap is present, the method can provide driving intention messages to vehicles in a surrounding area so that they create a gap.

[0008] Embodiments provide a method for determining a traffic gap between two vehicles for a lane change for a vehicle. In some embodiments, the method can be carried out automatically. The method comprises identifying the traffic gap based on a first detection and based on a second detection. The first detection is based on at least one vehicle-to-vehicle status message from at least one other vehicle. The second detection is based on on-board sensors of the vehicle. Using the vehicle-to-vehicle status message and the on-board sensors enables the traffic gap to be determined in a heterogeneous traffic situation consisting of vehicles configured for vehicle-to-vehicle communication and vehicles without a vehicle-to-vehicle interface, as well as detecting interfering objects. The method further comprises determining that the identification does not comprise a traffic gap.The method further comprises sending a driving intention message based on determining that the identification does not include a traffic gap. The driving intention message includes information about a future lane change intention of the vehicle. Providing the driving intention message can enable cooperation between vehicles to enable or simplify a lane change process.

[0009] In some embodiments, the at least one vehicle-to-vehicle status message may include information about a position and / or a trajectory of the at least one other vehicle. The first detection may be based on the information about the position and / or trajectory of the at least one other vehicle. Using the position or trajectory enables the calculation of a position map of vehicles in the surroundings of the vehicle.

[0010] In some embodiments, the identification may further be based on a third detection. The third detection may be based on vehicle-to-vehicle messages containing environmental information from the at least one additional vehicle. The environmental information may be based on sensor recordings of the environment of the at least one additional vehicle from at least one on-board sensor of the at least one additional vehicle. Using the environmental information from the at least one additional vehicle enables an enlargement of a virtual coverage area of ​​the sensor perception, which can be used for the purpose of detecting traffic gaps.

[0011] The method further comprises longitudinally controlling the vehicle parallel to the identified traffic gap. The method may also comprise lateral controlling the vehicle by changing lanes parallel to the identified traffic gap. Longitudinal controlling allows the vehicle to be positioned parallel to the identified traffic gap, and can, for example, relieve the driver of the vehicle and increase traffic safety. Lateral controlling enables the lane change and can also relieve the driver of the vehicle and increase traffic safety.

[0012] In some embodiments, longitudinal control may correspond to controlling a speed or position of the vehicle in the direction of travel. The longitudinal control may, for example, comprise providing a speed-time curve for an adaptive cruise control system. Alternatively or additionally, the longitudinal control may comprise displaying a longitudinal control aid for a driver of the vehicle. Alternatively or additionally, if the vehicle corresponds to an automatically driving vehicle, the longitudinal control may correspond to longitudinal control of the automatically driving vehicle based on the identified traffic gap. The longitudinal control enables the vehicle to be positioned parallel and adjacent to the identified traffic gap, for example, in a lane that runs parallel to the lane of the traffic gap.Using adaptive cruise control can reduce the driver's workload and allow them to assume a position suitable for merging or merging. Displaying the longitudinal control aid can allow a driver of a vehicle not equipped with adaptive cruise control to take advantage of the system's support. The longitudinal control of the self-driving vehicle can also reduce the driver's workload and enable automatic driving in merging situations.

[0013] In some embodiments, lateral control may correspond to controlling a position of the vehicle transversely to the direction of travel. For example, lateral control may be performed if longitudinal control has positioned the vehicle parallel to the identified traffic gap. Lateral control may, for example, comprise a driver-initiated automated lane change. Alternatively or additionally, lateral control may comprise displaying a lateral control aid for a driver of the vehicle. Alternatively or additionally, if the vehicle corresponds to an automatically driving vehicle, lateral control may correspond to lateral control of the automatically driving vehicle. Lateral control enables the vehicle to change lanes, merge, or cut into the identified traffic gap. Using driver-initiated automated lane change may relieve the driver and enable a partially automated lane change process.Displaying the lateral control aid can allow a driver of a vehicle not equipped with adaptive cruise control to take advantage of the system's assistance. The lateral control of the automated vehicle can also relieve the driver's workload and enable automatic driving in lane-changing situations.

[0014] In some embodiments, the method may further comprise determining a driving intention of a driver of the vehicle to change lanes, such as merging. The method may further comprise sending a driving intention message based on the detection of the intention. Providing the driving intention message may enable cooperation between vehicles to enable or simplify a lane change process.

[0015] Embodiments further provide a system for a vehicle, configured to identify the traffic gap between two vehicles based on a first detection and based on a second detection. The first detection is based on at least one vehicle-to-vehicle status message from at least one other vehicle. The second detection is based on on-board sensors of the vehicle. The system is configured to determine that the identification does not include a traffic gap. The system is configured to send a driving intention message based on determining that the identification does not include a traffic gap. The driving intention message includes information about a future lane change request of the vehicle. The system is further configured to longitudinally control the vehicle parallel to the identified gap and can be configured to transversely control the vehicle by changing lanes parallel to the identified gap.

[0016] Embodiments further provide a vehicle comprising the system.

[0017] Embodiments further provide a program with program code for implementing the method when the program code is executed on a computer, a processor, a control module, or a programmable hardware component. Further advantageous embodiments are described in more detail below with reference to the embodiments illustrated in the drawings, to which embodiments are generally, however, not entirely limited. They show: Fig. 1 illustrates a flowchart of an embodiment of a method for determining a traffic gap between two vehicles for a lane change for a vehicle; Fig. 1a shows a block diagram of an embodiment of a control system designed to determine a traffic gap between two vehicles for a lane change for a vehicle; Fig. 1 illustrates a flowchart of another embodiment of the method; Fig. 2 shows various stages of V2X capabilities of a vehicle; Figs. 3a-e show an exemplary embodiment. Fig. 4 shows a flowchart of an exemplary implementation of the method; Fig. 5 illustrates a flowchart of a method for a vehicle, the method not falling within the scope of the claims; and Fig. 5 illustrates a block diagram of a control system, which does not fall within the scope of the claims, for a vehicle.

[0018] Various embodiments will now be described in more detail with reference to the accompanying drawings, in which some embodiments are illustrated. In the figures, the thickness dimensions of lines, layers, and / or regions may be exaggerated for clarity.

[0019] In the following description of the attached figures, which show only a few exemplary embodiments, identical reference numerals may designate identical or comparable components. Furthermore, collective reference numerals may be used for components and objects that appear multiple times in an exemplary embodiment or in a drawing, but are described together with respect to one or more features. Components or objects described with identical or collective reference numerals may be identical with respect to individual, several, or all features, for example, their dimensions, but may also be different, unless the description explicitly or implicitly indicates otherwise.

[0020] Although embodiments are susceptible to modification and alteration in various ways, embodiments are illustrated in the figures as examples and will be described in detail herein. It should be understood, however, that embodiments are not intended to limit the specific forms disclosed, but rather, embodiments are intended to cover all functional and / or structural modifications, equivalents, and alternatives within the scope of the invention as defined in the claims. Like reference numerals designate like or similar elements throughout the description of the figures.

[0021] Note that an element described as "connected" or "coupled" to another element may be directly connected or coupled to the other element, or there may be intervening elements. Conversely, when an element is described as "directly connected" or "directly coupled" to another element, no intervening elements are present. Other terms used to describe the relationship between elements should be interpreted similarly (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

[0022] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the embodiments. As used herein, the singular forms "a," "an," "another," and "the" are intended to include the plural forms unless the context clearly indicates otherwise. Furthermore, it is to be understood that terms such as "includes," "including," "has," "comprises," "comprising," and / or "having," as used herein, indicate the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more features, integers, steps, operations, elements, components, and / or groups thereof.

[0023] To improve traffic flow, avoid traffic accidents and increase driving comfort, cooperative driving functions can be used in exemplary embodiments.

[0024] V2X technology is used here, enabling direct or indirect (via a base station) communication between vehicles. The communication of a vehicle's status, environment, and intention information offers the potential to implement innovative safety and comfort functions.

[0025] At least some embodiments relate to a cooperative driving function that enables merging onto a highway or into free spaces when merging and / or changing lanes with cooperative driving. Embodiments can represent an improvement to a cooperative ACC. Embodiments can increase comfort when changing lanes, merging onto the highway, or merging into free spaces by automatically adjusting the longitudinal control to a selected gap. Using V2X technology and thus the communication of the above-mentioned information, the early detection of a gap can be implemented.

[0026] Cooperative driving refers to a type of behavior in road traffic in which road users enable, facilitate, or support each other's planned maneuvers by appropriately adapting their own driving behavior. Cooperation can occur between different types of vehicles (passenger cars, commercial vehicles, motorcycles, etc.). This description uses the example of cooperative lane changing on a motorway to describe a cooperative driving function that enables cooperative lane changing. The concept is generally valid for lane changes and is applicable to situations such as lane changes before a lane end, before a lane closure, before a lane narrowing, due to a planned route, etc.

[0027] In the so-called "cooperative merging" or "cooperative lane changing," two different vehicle roles can be defined in road traffic: that of the road user who requests or requests cooperation in changing lanes (Request), and that of the road user who fulfills the request or accepts the request (Accept). Requesting and accepting can occur explicitly through the exchange of corresponding messages or implicitly based on a situation analysis. In the example of merging onto a highway, the requesting vehicle is the one located in the merging / acceleration lane. The accepting vehicle is driving on the highway in the lane into which the vehicle is to merge.

[0028] In the role of the request vehicle, the function can be divided into three different phases: 1. Find a suitable gap (perception), 2. Drive to the suitable gap or control the gap (longitudinal control), 3. Change lanes into the gap (lateral control).

[0029] The three different phases are based on different technologies. The first phase is the perception phase, which consists of a process step 110 Fig. 1 The vehicle generates its own model of the vehicle's environment, for example, using on-board sensor information and received environmental and status information (e.g., positions and speeds of V2X vehicles and their distances from other vehicles), and thus identifies a suitable gap between two vehicles.

[0030] The second and third phases can, for example, be actuator-based.

[0031] In the second phase, the vehicle positions itself parallel to the targeted gap. The second phase can, for example, include method step 120 of Fig. 1 This maneuver can, for example, either be performed by the driver, supported by a suitable HMI (Human-Machine Interface), or it can be automated. For reasons of driver strain, automated adjustment of the vehicle speed will probably be preferred in practice. In this case, for example, the parameters of an ACC could be adapted automatically. Then, in the third phase, which corresponds to method step 130 of Fig. 1 The third phase can be performed automatically or manually, depending on the level of automation.

[0032] Fig. 1 illustrates a flowchart of an embodiment of a method for determining a traffic gap for a lane change for a vehicle 100, for example, as a cooperative merging assistance system. The lane change can correspond, for example, to merging, pulling out, or overtaking. Fig. 1a shows a block diagram of an embodiment of a vehicle-to-vehicle communication system 10, designed to carry out the method. Fig. 1b shows a flowchart of an extended embodiment of the method.

[0033] In at least some embodiments, the vehicle 100, at least one further vehicle 200 and / or a vehicle 205 from Fig. 5 , for example a land vehicle, a road vehicle, a car, an off-road vehicle, a motor vehicle, or a goods vehicle.

[0034] The method includes identifying 110 the traffic gap based on a first detection and based on a second detection. The first detection is based on at least one vehicle-to-vehicle status message from at least one other vehicle 200. The second detection is based on on-board sensors of the vehicle 100.

[0035] In at least some embodiments, the at least one vehicle-to-vehicle status message may correspond to a status message periodically provided by the at least one other vehicle 200 to provide information about the vehicle to vehicles in a surrounding area, such as a position, a speed, a trajectory, and / or a vehicle type. The method may, for example, further comprise receiving the at least one vehicle-to-vehicle status message via a vehicle-to-vehicle interface, such as a vehicle-to-vehicle interface 16 of the device 10.

[0036] In some embodiments, the at least one vehicle-to-vehicle status message may include information about a position and / or trajectory of the at least one further vehicle 200, for example, relative to the vehicle 100 or absolute in a global or regional coordinate system. The first detection may be based on the information about the position and / or trajectory of the at least one further vehicle 200. For example, the identifying 110 may further include calculating a map with the positions and / or trajectories of the at least one further vehicle 200.

[0037] The vehicle-to-vehicle interface, such as the vehicle-to-vehicle interface 16 and / or a vehicle-to-vehicle interface 22 from Fig. 5a , can be designed, for example, to communicate via a shared communication channel (also known as a shared channel or broadcast channel), and the vehicle-to-vehicle interface 16; 22 can be designed to receive the at least one vehicle-to-vehicle status message as a message to multiple recipients (also known as a broadcast). In some embodiments, vehicle-to-vehicle communication of the vehicle-to-vehicle interface can correspond either to a direct wireless communication connection between two vehicles, for example without the use of a base station, for example in accordance with IEEE 802.11p (a standard of the Institute of Electrical and Electronics Engineers) or by means of a base station. The vehicle-to-vehicle interface 16; 22 can, for example, be designed to communicate wirelessly directly with other vehicles in an environment.

[0038] In at least some embodiments, the on-board sensor system may comprise at least one element of the group of camera sensor, radar sensor, lidar sensor, time-of-flight sensor.

[0039] In at least some embodiments, the identification 110 of the traffic gap can determine a map of positions and trajectories of the at least one additional vehicle 200, for example by evaluating the status messages. This map of positions can be supplemented, refined, or verified by the identification 110 through the second detection via the on-board sensor system. Based on this two-stage detection, the identification can determine a more detailed map of positions of the at least one additional vehicle 200 and other vehicles or obstacles. Once the map has been created, the identification 110 can further calculate the traffic gap or multiple traffic gaps, for example, based on the map and a length of the at least one additional vehicle 200, which can be included in the status messages, or based on sensor data from the vehicle's own on-board sensor system or from remote vehicles.

[0040] According to the invention, the first detection takes place before the second detection. Examples in which the first detection and the second detection are performed concurrently are not within the scope of the claims. For example, the first detection and the second detection can be performed during the runtime of the method and provide detection results regularly or irregularly.

[0041] For identification 110, in some embodiments, different variants of the V2X vehicle equipment can be distinguished, for example, by the vehicle-to-vehicle communication system 10 and / or the vehicle-to-vehicle interface 16. In some embodiments, V2X vehicles are equipped with a V2X basic system. They send and receive status messages (Cooperative Awareness Messages, CAM, see ETSI EN 302 637-2 v1.3.0 or Basic Safety Message, BSM) and can process them. Fig. 2 2002 shows a V2X vehicle with a V2X base system. Status messages contain, among other things, the position, speed, direction of travel, and acceleration of the transmitting vehicle. With low to medium penetration of V2X vehicles on the road, it may not be possible to determine a gap for lane changing based solely on status information. With high penetration of V2X vehicles, in some embodiments, a gap for lane changing cannot be determined precisely by identification 110 based solely on status information, but only the probability of its existence. The reason for the uncertainty is that there may be both gaps and non-equipped vehicles between the V2X vehicles. This cannot be distinguished based solely on status information.If 100% of the vehicles are equipped with the basic V2X system, distances between two vehicles may be deducible from the status information if the vehicle lengths are known (including any trailers or semi-trailers). The calculation of the distances and thus the gap sizes between two vehicles can be performed in the identification process by evaluating the transmitted vehicle positions in the request vehicle 110. The complete equipping of all vehicles with a V2X system and the simultaneous knowledge of the vehicle lengths may not be assumed in practice.

[0042] The accuracy of the gap estimation in identification 110 can be greater the higher the V2X penetration rate. Therefore, the on-board sensors can also be used to generate a complete picture of the traffic situation. In some embodiments, the on-board sensors and V2X status messages combine to detect the lane change assistant function in two steps. As long as the on-board sensors cannot detect the road area of ​​the planned / possible lane change maneuver (e.g., due to obscuration or excessive distance), identification 110, by the vehicle system or the vehicle-to-vehicle communication system 10, determines the area in the oncoming traffic in which a gap can be found with a sufficiently high probability (rough detection) based on the V2X status messages.The request vehicle bases its longitudinal control on this "probable gap" in a longitudinal control module 120 and initiates its longitudinal control. Once the "probable gap" area has entered the detection range of the on-board sensors, a more precise detection and evaluation of the existing gaps (fine detection) takes place.

[0043] In addition to status messages, V2X vehicles can, in some embodiments, also send messages with environmental information obtained using their on-board sensors (e.g., detected objects). Fig. 2 2004 shows a symbolic representation of the V2X communication capability of a V2X sensing vehicle, trained to send / receive messages containing environmental information. This is referred to as collective perception or "Environmental Perception Message (EPM)." Collective perception allows statements about road surfaces occupied by vehicles and those clear of them. From EPM, the requesting vehicle can obtain information about the absolute size of a gap, as well as its position and speed.

[0044] In some embodiments, the identification 110 may further be based on a third detection. The third detection may be based on vehicle-to-vehicle messages containing environmental information from the at least one other vehicle 200. The environmental information may be based on on-board sensors of the at least one other vehicle 200.

[0045] The on-board sensors of the at least one further vehicle 200 can, for example, comprise at least one element of the group consisting of a camera sensor, a radar sensor, a lidar sensor, and a time-of-flight sensor. In at least some exemplary embodiments, the environmental information can comprise sensor data of the at least one further vehicle 200, for example, sensor data from a collective perception of the environment of the at least one further vehicle. For example, the environmental information can be based on sensor recordings of an environment of the at least one further vehicle 200 from at least one on-board sensor of the at least one further vehicle 200. The sensor data can, for example, correspond to raw data, such as camera sensor data, radar sensor data, lidar sensor data, and / or time-of-flight sensor data, or they can correspond to processed data, such as a distance and / or position of foreign objects detected by the at least one further vehicle 200.

[0046] For example, the identification 110 can use the surrounding information to construct a virtual field of view or a virtual sensor coverage from a combination of sensor data from the on-board sensor system of the vehicle 100 of the second detection and the sensor data from the at least one other vehicle of the third detection. By combining the sensor data, the multi-stage detection can also be performed for the identification 110 for positions that are obscured from the view of the sensors of the vehicle 100.

[0047] If only a portion of the vehicles in the lane to be merged into transmit EPM, some of the existing gaps can be clearly identified. In some cases, there is a limitation that undetected gaps of sufficient size are not taken into account during identification 110.

[0048] For a period after the V2X market launch, V2X vehicles of various generations, as well as vehicles not equipped with V2X technology, are likely to be found on the road. Therefore, combining the methods described above is advantageous. In line with the approach described above, coarse detection based on status messages can be combined with subsequent fine detection based on the vehicle's on-board sensors and gap identification based on EPM.

[0049] The V2X vehicle 100 with the lane change request can assume a passive role by searching for a suitable gap or waiting for a suitable gap based on an analysis of the received messages. The vehicles in the lane into which the lane is to be merged can assume a passive or active role. In the passive role, for example, they send environmental messages (Environmental Perception Message, EPM) and thereby indicate possible gaps, or they send status messages or no messages. In the active role, they can create a suitable gap if one does not exist (cooperative behavior). This is based, for example, on relevance filtering (for example, through method step 220 from Fig. 5 ) is the basis.

[0050] Fign. 3a-e show an exemplary embodiment. Vehicles 3002, 3004, and 3006 send status messages and messages with surrounding information. Vehicle 3004 wants to enter the highway and, for example, detects vehicles 3002 and 3006 via the status messages. Fig. 3b Identifies 110 the vehicle 3004 from the environment information of the vehicles 3002 and 3006 existing traffic gaps 3100. Areas 3200 not detected by the environment information, which can arise for example from a vehicle 3008 that does not provide messages with environment information, can be detected by the vehicle 3004 with the on-board sensors.

[0051] The method further comprises longitudinal control 120 of the vehicle parallel to the identified traffic gap. In at least some embodiments, longitudinal control 120 corresponds to controlling a speed of vehicle 100 in the direction of travel or controlling a position of vehicle 100 in the direction of travel. In some embodiments, longitudinal control 120 can be automated using adaptive cruise control (ACC). Longitudinal control 120 can, for example, comprise providing a speed-time curve for the adaptive cruise control. Alternatively or additionally, longitudinal control 120 can comprise displaying a longitudinal control aid for a driver of vehicle 100. The longitudinal control aid can, for example, correspond to a visual aid on a screen or a projection surface (such as a head-up display).For example, the longitudinal control aid can indicate whether the driver of the vehicle should accelerate or decelerate to reach the identified gap. Alternatively or additionally, the longitudinal control aid can correspond to acoustic announcements or warning tones. The longitudinal control 120 can, for example, further comprise providing a control signal for an output device, such as a screen, a projector, or an audio output unit. In some embodiments, the vehicle 100 can correspond to an automatically driving vehicle. The longitudinal control 120 can, for example, correspond to a longitudinal control of the automatically driving vehicle 100 based on the identified traffic gap.

[0052] During the longitudinal control phase, the request vehicle 100 can drive parallel to the identified gap to then initiate the third phase. This is preferably done automatically using an ACC, where the cooperative lane change function specifies the necessary speed-time curve to the ACC system. A purely display function and corresponding longitudinal control of an automatically driving vehicle are also conceivable.

[0053] Fig. 3c shows a continuation of the exemplary embodiment. Vehicle 3004 is located in the on-ramp lane and regulates its speed so that it travels parallel to traffic gap 3100. Vehicles along the route, such as vehicle 3006, can confirm the traffic gap via messages containing environmental information.

[0054] In some embodiments, vehicle 100 may correspond to an automatically driving vehicle, such as a vehicle configured to reach a destination autonomously without regular driver intervention. Longitudinal control 120 may, for example, correspond to a longitudinal control of the automatically driving vehicle 100.

[0055] In some embodiments, the method further comprises lateral control 130 of the vehicle by changing lanes parallel to the identified traffic gap. For example, lateral control 130 can be performed when longitudinal control 120 has positioned vehicle 100 parallel to the identified traffic gap. In at least some embodiments, lateral control 130 can correspond to controlling a position of vehicle 100 transversely to the direction of travel. For example, lateral control 130 can correspond to lateral control performed by the vehicle or to lateral control assisted by the driver of vehicle 100. For example, lateral control 130 can comprise a driver-initiated automated lane change. For example, the driver can initiate a lane change, and an assistance system can execute the lane change in lateral control 130.Alternatively or additionally, lateral control 130 may include displaying a lateral control aid to a driver of vehicle 100. For example, the lateral control aid may correspond to a visual or acoustic indication provided by an output device of the vehicle. For example, lateral control 130 may include providing a control signal for the output device.

[0056] In some embodiments, vehicle 100 may correspond to an automated vehicle. Lateral control 130 may correspond to lateral control of the automated vehicle 100.

[0057] In the third phase / method step (e.g., lateral control 130), the requesting vehicle can perform its lane change. This can be done manually, if necessary, supported by appropriate instructions to the driver. A driver-initiated automated lane change is also conceivable, or even a corresponding lateral control of an automatically driving vehicle. In some embodiments, the vehicles in the lane into which the vehicle is to merge can also play a (supporting) passive role by regularly "confirming" the gaps to the approaching vehicles via messages containing environmental information.

[0058] Fig. 3d shows a further continuation of the exemplary embodiment. Vehicle 3004 can, for example, verify the gap between vehicles 3008 and 3006 using on-board sensors in the identification 110 and perform lateral control 130, for example, manually, semi-automatically, or automatically.

[0059] In at least some embodiments, the identification 110, the longitudinal control 120, and / or the lateral control 130 may be based on information about traffic rules and / or traffic laws (restrictions). The identification 110, the longitudinal control 120, and / or the lateral control 130 may be performed such that the traffic rules and / or traffic laws are not violated.

[0060] In some embodiments (see Fig. 1b ), the method may further comprise determining 150 a driving intention of a driver of the vehicle to change lanes. For example, determining 150 may comprise determining a position of the vehicle 100. Based on the position of the vehicle and a digital map, determining 150 may further comprise determining a road section. For example, one or more possible driving intentions may be assigned to the road section. One or more trigger conditions based on one or more trigger variables may be assigned to the one or more possible driving intentions. Determining 150 may further comprise obtaining information about internal trigger variables for determining a current driving intention based on on-board sensors or actuators of the vehicle.Additionally, determining 150 may further include obtaining information about external trigger variables for determining the driving intention via the vehicle-to-vehicle interface. Determining 150 the driving intention may further include determining the driving intention based on the road section, the information about the internal and / or external trigger variables, and the one or more trigger conditions. For example, the trigger conditions may include upper or lower limits for trigger variables and / or may be based on probability functions that may be based on one or more trigger variables.

[0061] In some embodiments, the method may further include determining 155 that identifying 110 does not identify a traffic gap. For example, determining 155 may detect that identifying 110 does not identify a traffic gap before the end of an acceleration lane, on-ramp lane, or turn lane.

[0062] The method may further comprise sending 160 a driving intention message based on the determining 150 and / or the detecting 155. The sending 160 may be carried out, for example, if the determining 150 determines a driving intention and / or if the detecting 155 detects that the identifying 110 does not identify a traffic gap. The sending 160 may further comprise calculating the driving intention message based on a protocol format. The sending 160 may correspond to a sending via the vehicle-to-vehicle interface. The driving intention message may, for example, comprise information about a predicted trajectory of the driving intention, for example as a time-position indication or as an indication of a target area of ​​the driving intention. The driving intention message may, for example, comprise information about a future lane change request of the vehicle 100.

[0063] These messages can be sent in addition to status messages or in addition to status and environment messages. Fig. 2 2006 shows a symbolic representation of the V2X communication capability of a V2X cooperative vehicle, designed to send / receive driving intention messages that comprise a predicted trajectory. A transmission can occur, for example, when the method for the requesting vehicle 100 has determined (recognized) its intention 150 or when it does not identify a suitable gap in the relevant area 110. According to a method step 220 from Fig. 5 A vehicle 205 can further perform a relevance assessment and, if necessary, create a sufficiently large gap. This gap can be detected according to the variants described above.

[0064] Fig. 3e shows a continuation of the exemplary embodiment. When entering the motorway, the vehicle 3004 can provide a driving intention message, which can be received by the vehicle 3006, for example, in a method step 220. Fig. 5 can be classified as relevant.

[0065] Fig. 4 shows a flowchart of an exemplary implementation of the method. The method can, for example, begin with identifying 4002 whether there is a suitable gap, for example by identifying 110. If there is a gap, a check can be made 4004 to determine whether this gap can be approached. If it can be approached, it can be approached 4006, for example by longitudinal control 120. A check can then be made 4008 to determine whether a lane change is possible. If this is possible, it can be carried out 4010, for example by lateral control 130, and the method can be ended 4012. If one of steps 4002, 4004, or 4008 is negative, a check can be made 4014 to determine whether the vehicle is at the end of the acceleration lane. If yes, then braking can be applied or handed over to the driver 4016 and the method can be terminated 4012. If not, then, for example, a driving intention message can be provided 4018, for example by providing 160.Alternatively, the driving intention message can also be provided 4018 without the identification 4002.

[0066] In at least some embodiments, the vehicle-to-vehicle communication system 10 may further comprise a control module 14 configured to execute method steps 110-150. Furthermore, the vehicle-to-vehicle communication system 10 may comprise an interface 12 configured to receive the vehicle's on-board sensor system. The control module 14 is coupled to the interface 12 and the vehicle-to-vehicle interface 16.

[0067] In embodiments, the control module 14 and / or a control module 24 may be Fig. 5a , any controller or processor, or a programmable hardware component. For example, the control module 14; 24 can also be implemented as software programmed for a corresponding hardware component.

[0068] In this respect, the control module 14; 24 can be implemented as programmable hardware with appropriately adapted software. Any processor, such as digital signal processors (DSPs), can be used. Embodiments are not limited to a specific type of processor. Any processor or even multiple processors are conceivable for implementing the control module 14; 24.

[0069] The interface 12 may, for example, correspond to one or more inputs and / or one or more outputs for receiving and / or transmitting information, such as in digital bit values, based on a code, within a module, between modules, or between modules of different entities.

[0070] Fig. 5 illustrates a flowchart of an example of a method for a vehicle 205 that does not fall within the scope of the claims. Fig. 5a illustrates a block diagram of an example of a vehicle-to-vehicle communication system 20, which also does not fall within the scope of the claims, designed to carry out the method. The vehicle 205 can, for example, be in the at least one further vehicle 200 from Fig. 1a be included.

[0071] The method includes receiving 210 a driving intention message with a lane change request from a requesting vehicle 100. The receiving 210 can occur, for example, by means of vehicle-to-vehicle communication, for example via a vehicle-to-vehicle interface. In some examples, the vehicle-to-vehicle communication system 20 can include a vehicle-to-vehicle interface 22 configured for vehicle-to-vehicle communication. The vehicle-to-vehicle communication system can further include a control module 24 configured to receive 210 via the vehicle-to-vehicle interface 22. The vehicle-to-vehicle interface 22 can be coupled to the control module 24.

[0072] The method further includes determining 220 information about cooperation in a cooperative driving maneuver with the requesting vehicle 100. The information about the cooperation indicates whether the vehicle 205 is a possible cooperation partner and whether cooperative behavior is possible, taking into account the traffic situation, based on the driving intention message. In some examples, it can also be checked / indicated whether the cooperative behavior is possible based on further restrictions.

[0073] As a relevance assessment, the determination 220 can, for example, check in several steps whether the receiving vehicle is in principle a suitable cooperation partner and whether cooperative behavior is possible, taking into account the traffic situation and other restrictions. These restrictions arise, for example, from the limits of the driver's willingness to cooperate and from other goals, such as efficient driving. For example, the determination 220 can be based on information about the driving behavior of a driver of the vehicle 205. The method can further comprise determining the information about the driving behavior, for example, to determine driving dynamics or the driver's overtaking probability.

[0074] For example, the driver could specify the maximum permissible deceleration when widening gaps based on driving behavior information. This could determine the driving dynamics based on their driving experience, corresponding to the ability to configure the distance to the vehicle in front within certain limits with ACC. It could also determine whether or not lane changes should be considered for a cooperative maneuver.

[0075] Furthermore, the method or control module 24 could be configured to estimate the energy balance of the cooperative maneuver. This could be influenced by the road topology and might be different for vehicles with combustion engines than for vehicles with electric drive (e.g., when driving downhill). Accordingly, an upper limit for a negative energy balance (energy is expended) could also be defined here.

[0076] The traffic situation could also be taken into account, such as whether a lane change is possible from a traffic perspective.

[0077] In one example, the determination 220 is a two-step process.

[0078] Step 1 of the determination 220 is exemplary: In some examples, V2X messages are sent via broadcast. Therefore, the determination 220 can first check for the receiving vehicle 205 whether it is actually in a road section relevant for the cooperative maneuver. To do this, it checks, for example, where it is located relative to the area of ​​potential cooperation. For example, it is not considered a cooperation partner if it has already passed this area or if it is in an unaffected lane (e.g., if it is supposed to merge into the right lane but is in the left lane or if it is traveling in the opposite lane). If the check is positive, the next step can follow; otherwise, the relevance assessment is aborted.

[0079] Step 2 of the determination 220 is exemplary: The determination 220 can estimate whether the speed of the vehicle 205 as the accept vehicle and that of the request vehicle match, so that cooperation is possible. In doing so, it can start from its current speed (or, depending on the degree of automation, its planned speed) as well as from a predicted speed of the request vehicle. This prediction can be based on the messages received from the request vehicle and on an analysis of the road and traffic situation in which the request vehicle is located (permitted maximum speed, road layout from a digital map or determined from its own on-board sensors, speed of the vehicles in front of the request vehicle or evaluation of their V2X messages). If the speeds match, the next step can follow; otherwise, the relevance assessment can be aborted.

[0080] For example, an abort could occur if the vehicle is too slow or too far away, and the requesting vehicle will likely have already completed its lane change maneuver by the time the vehicle reaches the relevant area. Similarly, the process could also be aborted if the vehicle is too fast or already too close.

[0081] The method further comprises determining 230 information about a driving maneuver for maneuver planning. The information about the driving maneuver can, for example, comprise a trajectory of a driving maneuver, for example as a time-position chain. In at least some examples, the maneuver planning also takes place in multiple steps. The determining 230 comprises ascertaining 232 information about at least a distance to a vehicle in front and / or a vehicle behind in order to enable a calculation of whether the lane change request can be met in a possible cooperation area. The determining can, for example, ascertain 232 to what extent the distance to the vehicle in front and, if applicable, also to the vehicle behind needs to be adjusted for a lane change maneuver at the currently driven speed. If the length of the request vehicle (and any trailer, semi-trailer, etc.), for example in the driving intention message or through status messages from the request vehicle, this can be taken into account.

[0082] Determining 230 further includes determining 234 an execution of the driving maneuver based on the information about the driving maneuver, the information about the at least one distance, a speed of the vehicle 205, and a distance to the possible cooperation area. Based on the result of the preceding steps, determining 234 can determine, taking into account its speed and distance to the possible cooperation area, which execution of the driving maneuver (e.g., deceleration-time curve) would be required for cooperation.

[0083] Determining 230 further includes calculating 236 whether the driving maneuver is possible, taking into account the traffic situation (and, for example, other restrictions). Calculating 236 whether this driving maneuver is possible, taking into account the restrictions (see above). If the test result is negative, maneuver planning can be aborted.

[0084] The method further comprises providing 240 driver assistance for executing the driving maneuver. Providing 240 driver assistance may, for example, correspond to automated execution of the driving maneuver, for example, via a driver assistance system or by adapting an automatically driving vehicle. Alternatively or additionally, providing 240 driver assistance may correspond to providing instructions for performing the driving maneuver to a driver of the vehicle 205 via a human-machine interface. The human-machine interface may, for example, correspond to a screen, a projector, or a sound output module. The vehicle-to-vehicle communication system 20 may, for example, comprise the human-machine interface. The instructions may, for example, correspond to spoken instructions, sound signals, and / or visual representations of the instructions.

[0085] In some examples, providing 240 may further include longitudinal control and / or lateral control based on the driving intention messages and status messages of the at least one further vehicle, environmental information of the at least one further vehicle, and / or sensor data of the vehicle 205.

[0086] Depending on the level of automation, the vehicle 205 can perform the planned maneuver automatically; the provision 240 can also inform the driver via a suitable HMI; or, if the vehicle is operated manually, it can prompt the driver to perform the cooperative maneuver. To do so, it can provide suitable instructions via a corresponding HMI 240.

[0087] If the relevance assessment is positive and maneuver planning is successful, vehicle 205 can become an accept vehicle. If necessary, it can create a sufficiently large gap. It essentially has three options for doing so: braking, accelerating, and changing lanes. The resulting gap is detected by the request vehicle and then actuated. Further accept and acknowledge messages can be exchanged if necessary. Providing 240 can further include providing a control signal for controlling the braking, acceleration, or lane-changing functionality, for example, via an interface, such as a controller area network bus (CAN bus) of vehicle 205. The vehicle-to-vehicle communication system can include the interface.

[0088] In the cooperative maneuver of the Accept vehicle, different variants can be distinguished depending on the V2X vehicle equipment.

[0089] In some examples, the vehicle-to-vehicle interface 22 corresponds to a basic V2X system. In this variant, the Accept vehicle can, for example, assume a passive role in which it merely sends status messages and does not perform any cooperative maneuvers. However, an active role is also possible in special situations in which the Accept vehicle creates gaps (cooperative behavior). Such a situation can occur, for example, at on-ramps or before lane closures. The basis for this is, for example, an analysis and interpretation of the traffic situation, the derivation of the needs of other road users, and the assessment of one's own options for action (relevance assessment, determination 220). Since in some examples the Accept vehicle cannot detect all vehicles on the on-ramp based on status messages, it will be able to react to the vehicles it knows.In addition to the vehicles detected by status messages, there are also, in principle, those detected by corresponding on-board sensors (e.g., cameras, radar, lasers) if the vehicles are within the detection range of the sensors. This allows for cooperative behavior with at least some of the vehicles. In addition, a message exchange can take place with confirmation of planned maneuvers (creating a gap, changing lanes / merging).

[0090] Alternatively, vehicle 205 can receive messages with environmental information (EPM) via the vehicle-to-vehicle interface in addition to status messages. In this variant, the accept vehicle can also assume a passive role, sending status messages and EPM and not executing any cooperative maneuvers.

[0091] However, in special situations (e.g., at on-ramps or before lane closures), an active role is also possible, in which the Accept vehicle creates gaps (cooperative behavior), for example by providing 240. This is again based, for example, on an analysis and interpretation of the traffic situation, the derivation of the needs of other road users, and the assessment of the vehicle's own options for action (relevance filtering, 220-230). If only some vehicles are equipped with V2X systems, the above statement applies analogously: in some cases, not all vehicles can be detected, and cooperative behavior with at least some of the vehicles is possible.

[0092] It is conceivable that several vehicles traveling one behind the other could complete a relevance check with a positive result. Furthermore, it is conceivable that coordination messages (e.g., accept and acknowledge messages, session IDs) are exchanged for a cooperative maneuver. The participating vehicles could also be equipped with different generations of V2X technology. Thus, various variants are conceivable in examples.

[0093] In some examples, no coordination messages are exchanged. As a result, for example, several vehicles could create a gap suitable for the lane change. The requesting vehicle could choose a gap.

[0094] Alternatively, coordination messages could be exchanged: During the relevance assessment (determination 220) and in parallel with the aforementioned steps (230, 240), the vehicles can check whether other vehicles have already sent an accept message for the requesting vehicle (assignment, e.g., via a session ID sent by the requesting vehicle). If the check is positive, maneuver planning can be aborted. If the check result is negative, the vehicle itself can provide an accept message.

[0095] In at least some examples, the method may further comprise an exchange of vehicle-to-vehicle coordination messages for coordinating the cooperative driving maneuver with at least one other vehicle 200. Providing 240 may further comprise providing a message about accepting the lane change request for the requesting vehicle 100 and the at least one other vehicle 200 (Accept message). Upon receiving a message about accepting the lane change request from a vehicle of the at least one other vehicle 200, for example, determining 220, determining 230, and / or providing 240 may be aborted.

[0096] A further embodiment is a computer program for carrying out at least the method as described in connection with the Fign. 1 bis 4 described when the computer program runs on a computer, a processor or a programmable hardware component. A further embodiment is also a digital storage medium that is machine- or computer-readable and that has electronically readable control signals that can interact with a programmable hardware component in such a way that the Fign. 1 bis 4 described procedure is carried out.

[0097] The features disclosed in the above description, the following claims and the attached figures can be important and implemented both individually and in any combination for the realization of an embodiment in its various forms.

[0098] Although some aspects have been described in connection with a device, it is understood that these aspects also represent a description of the corresponding method, so that a block or component of a device can also be understood as a corresponding method step or as a feature of a method step. Similarly, aspects described in connection with or as a method step also represent a description of a corresponding block, detail, or feature of a corresponding device.

[0099] Depending on specific implementation requirements, embodiments of the invention may be implemented in hardware or software. The implementation may be performed using a digital storage medium, such as a floppy disk, a DVD, a Blu-ray disc, a CD, a ROM, a PROM, an EPROM, an EEPROM, or a FLASH memory, a hard disk, or other magnetic or optical storage device storing electronically readable control signals that can interact or interact with a programmable hardware component to perform the respective method.

[0100] A programmable hardware component can be formed by a processor, a computer processor (CPU = Central Processing Unit), a graphics processor (GPU = Graphics Processing Unit), a computer, a computer system, an application-specific integrated circuit (ASIC = Application-Specific Integrated Circuit), an integrated circuit (IC = Integrated Circuit), a single-chip system (SOC = System on Chip), a programmable logic element or a field-programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array).

[0101] The digital storage medium can therefore be machine- or computer-readable. Some embodiments thus comprise a data carrier having electronically readable control signals capable of interacting with a programmable computer system or a programmable hardware component such that one of the methods described herein is performed. One embodiment is thus a data carrier (or a digital storage medium or a computer-readable medium) on which the program for performing one of the methods described herein is recorded.

[0102] In general, embodiments of the present invention can be implemented as a program, firmware, computer program, or computer program product with program code or data, wherein the program code or data is effective to perform one of the methods when the program runs on a processor or a programmable hardware component. The program code or data can also be stored, for example, on a machine-readable medium or data carrier. The program code or data can be present, among other things, as source code, machine code, or bytecode, as well as other intermediate code.

[0103] A further embodiment is a data stream, a signal sequence, or a sequence of signals that represents the program for performing one of the methods described herein. The data stream, the signal sequence, or the sequence of signals can be configured, for example, to be transferred via a data communication connection, for example, via the Internet or another network. Thus, embodiments also include signal sequences representing data that are suitable for transmission via a network or data communication connection, wherein the data represents the program.

[0104] A program according to one embodiment can implement one of the methods during its execution, for example, by reading memory locations or writing one or more pieces of data into them, which may trigger switching operations or other processes in transistor structures, amplifier structures, or other electrical, optical, magnetic, or other functionally principle-based components. Accordingly, by reading a memory location, data, values, sensor values, or other information can be acquired, determined, or measured by a program. A program can therefore acquire, determine, or measure quantities, values, measured quantities, and other information by reading one or more memory locations, and can trigger, initiate, or perform an action and control other devices, machines, and components by writing to one or more memory locations.

[0105] The above-described embodiments are merely illustrative of the principles of the present invention. It is understood that modifications and variations of the arrangements and details described herein will be apparent to others skilled in the art. Therefore, it is intended that the invention be limited only by the scope of the following claims and not by the specific details presented in the description and explanation of the embodiments herein.

Claims

1. Method for determining a traffic gap between two vehicles for a lane change for a vehicle (100), comprising identification (110) of the traffic gap on the basis of a first detection which is based on at least one vehicle-to-vehicle status message from at least one further vehicle (200), wherein, using the first detection, an area is determined in the oncoming traffic in which the traffic gap will be found with a sufficiently high probability; longitudinal control (120) of the vehicle in parallel with the traffic gap identified with a sufficiently high probability using the first detection; and identification (110) of the traffic gap on the basis of a second detection which is based on an on-board sensor system of the vehicle (100), when the traffic gap identified with a sufficiently high probability has entered a detection range of the on-board sensor system due to the longitudinal control (120).

2. The method according to claim 1, wherein the at least one vehicle-to-vehicle status message comprises information about a position and / or a trajectory of the at least one further vehicle (200), and wherein the first detection is based on the information about the position and / or the trajectory of the at least one further vehicle (200).

3. The method according to any one of the preceding claims, wherein the identification is further based on a third detection based on vehicle-to-vehicle messages with environmental information of the at least one further vehicle (200), wherein the environmental information is based on sensor recordings of an environment of the at least one further vehicle (200) from at least one on-board sensor of the at least one further vehicle (200).

4. The method according to any one of the preceding claims, further comprising lateral control (130) of the vehicle via a lane change when the vehicle is oriented in parallel with the identified traffic gap.

5. The method according to claim 4, wherein the longitudinal control (120) corresponds to control of a speed or a position of the vehicle (100) in the direction of travel.

6. The method according to any one of claims 4 or 5, wherein the longitudinal control (120) comprises providing a speed-time curve for an adaptive cruise control.

7. The method according to any one of claims 4 or 5, wherein the longitudinal control (120) comprises displaying a longitudinal control aid for a driver of the vehicle (100).

8. The method according to any one of claims 4 or 5, wherein the vehicle (100) corresponds to an automatically driving vehicle, and wherein the longitudinal control (120) corresponds to longitudinal control of the automatically driving vehicle (100) on the basis of the identified traffic gap.

9. The method according to any one of claims 4 to 8, wherein the lateral control (130) corresponds to control of a position of the vehicle (100) transversely to the direction of travel.

10. The method according to any one of claims 4 to 9, wherein the lateral control (130) is performed when the longitudinal control (120) has positioned the vehicle (100) in parallel with the identified traffic gap.

11. The method according to any one of claims 4 to 10, wherein the lateral control (130) comprises a driver-initiated automated lane change, or wherein the lateral control (130) comprises displaying a lateral control aid for a driver of the vehicle (100), or wherein the vehicle (100) corresponds to an automatically driving vehicle, and wherein the lateral control (130) corresponds to lateral control of the automatically driving vehicle (100).

12. The method according to any one of the preceding claims, further comprising determining (150) a driving intention of a driver of the vehicle to change lanes, and / or ascertaining (155) that the identification (110) does not identify any traffic gap.

13. The method according to claim 12, further comprising sending (160) a driving intention message on the basis of the determining (150) and / or the ascertaining (155), wherein the driving intention message comprises information about a future lane change request of the vehicle (100).

14. System (10) for a vehicle (100), designed to identify (110) the traffic gap on the basis of a first detection which is based on at least one vehicle-to-vehicle status message from at least one further vehicle (200), wherein, using the first detection, an area is determined in the oncoming traffic in which the traffic gap will be found with a sufficiently high probability; longitudinal control (120) of the vehicle in parallel with the traffic gap identified with a sufficiently high probability using the first detection; and identification (110) of the traffic gap on the basis of a second detection which is based on an on-board sensor system of the vehicle (100), when the traffic gap identified with a sufficiently high probability has entered a detection range of the on-board sensor system due to the longitudinal control (120).