Lane Change Assistance Method, Computer-Readable Storage Medium and Motor Vehicle

Description

[0001] This document describes a method for lane change assistance, a computer-readable storage medium with a computer program product and a motor vehicle.

[0002] Methods for lane change assistance, computer program products and motor vehicles of the type mentioned above are known in the prior art.

[0003] Lane change assistance systems are generally well known. In a simple case, lane change assistants warn of potential collision hazards caused by other vehicles in a target lane into which a corresponding vehicle intends to change from an initial lane. Some lane change assistants can also intervene in the vehicle's steering system to actively counteract a collision with another vehicle.

[0004] Common lane change assistants monitor the surroundings of a vehicle, for example, in front of and behind the vehicle, to identify objects. They then determine whether or not there is a risk of collision based on parameters such as the relative speed of the relevant objects to the vehicle and a time component.

[0005] From EP 3 489 926 A1, a lane change assistance method is known, comprising: identifying a non-recommended area in which a lane change is not recommended, based on road information of a road on which a vehicle is traveling; setting an area as a target region required for the subject vehicle to change lanes, based on position information and vehicle speed information of the subject vehicle; and when the determination target region includes part or all of the non-recommended region, a determination that the subject vehicle cannot change lanes and outputting a judgment result.

[0006] Furthermore, Bender Philipp et al: "The combinatorial aspect of motion planning: Maneuver variants in structured environments", 2015 IEEE Intelligent Vehicles Symposium (IV), IEEE, June 28, 2015, pages 1386-1392, concerns a method for finding an optimal trajectory for an overtaking maneuver.

[0007] From Moritz Werling et al: "Optimal trajectory generation for dynamic street scenarios in a Frenet Frame", 2010 IEEE International Conference On Robotics And Automation, IEEE, , 3 May 2010, pages 987-993 a method for generating trajectories with collision avoidance is known.

[0008] DE 10 2011 106485 A1 relates to a method for assisting a driver of a motor vehicle in an oncoming traffic situation with an oncoming traffic object approaching the motor vehicle in a lane of the motor vehicle.

[0009] A disadvantage of a known method is that it generates false-positive warnings, i.e., it issues warnings or initiates steering interventions even though the traffic situation does not indicate this is necessary. Such false-positive warnings occur, among other things, when a road is curved. Conventional approximation methods are generally unable to accurately predict the risk of a collision in such regions.

[0010] The task therefore arises of further developing lane change assistance procedures, computer program products, and motor vehicles of the type mentioned above so that fewer false-positive warnings or steering interventions are carried out.

[0011] The object is achieved by a method for lane change assistance of the type mentioned at the outset according to claim 1, a computer-readable storage medium with a computer program product according to the independent claim 13 and a motor vehicle according to the independent claim 14.

[0012] Further developments and further developments are the subject of the dependent claims.

[0013] The following describes a method for lane change assistance, wherein a motor vehicle is traveling on a first lane of a road in a direction not parallel to the lane, wherein at least one object in an area surrounding the motor vehicle on a second lane adjacent to the first lane is identified with the aid of environmental sensors, wherein a relative position of the at least one object to the motor vehicle is determined in motor vehicle coordinates, wherein a course of a lane marking, which separates the first lane and the second lane from one another, lying in front of the motor vehicle in the direction of travel is determined in motor vehicle coordinates with the aid of environmental sensors, wherein a trajectory of the motor vehicle is determined in motor vehicle coordinates using motor vehicle sensors, wherein an object zone is determined for the at least one object, wherein a motor vehicle zone is determined within which there is a risk of collision,wherein the motor vehicle zone lies on the second lane, wherein a check is carried out to determine whether the motor vehicle zone and the object zone overlap, wherein, if the motor vehicle zone and the object zone overlap, a signal defining a collision risk is generated, wherein the motor vehicle zone and the object zone are specified in λ-δ coordinates, where δ describes a distance of a point in the object zone from the lane marking, where λ describes a length along the lane marking. The motor vehicle zone λ-δ coordinates are determined along the lane marking in a predetermined width, wherein a length of the lane marking is determined as the product of a maximum time and the relative speed of the motor vehicle and the at least one object to each other.

[0014] The intention to change lanes can be inferred from several factors. On the one hand, the fact that the vehicle is not traveling parallel to the lane may indicate that a lane change is imminent, since the vehicle in question is approaching a lane boundary. On the other hand, an activated turn signal may indicate a corresponding intention to change lanes.

[0015] Corresponding environmental sensors can include, for example, cameras, radar sensors, lidar sensors, ultrasonic sensors as well as communication devices, for example Car2X communication means.

[0016] The detected object in question can, for example, be driving in the same direction - on a road with several lanes in one direction or even in the process of overtaking - or in the opposite direction, e.g. on a two-lane road.

[0017] Motor vehicle coordinates are defined by a coordinate system that is static to the motor vehicle. The advantage of using motor vehicle coordinates is that the relevant measured variables of the sensors relating to the environment are generally already determined in motor vehicle coordinates, since the corresponding sensors used to detect the environment are usually installed stationary on the motor vehicle. The motor vehicle coordinates can span a two- or three-dimensional coordinate system that has its origin, for example, at the rear axle or the front axle. A first direction can then be defined in the vehicle's longitudinal direction, and a second direction perpendicular to this in a vehicle's transverse direction. If a vertical direction of the vehicle is required, this can be perpendicular to the two aforementioned directions.

[0018] It may be useful to know the position of the environmental sensors in vehicle coordinates to enable simple conversion to absolute vehicle coordinates using vector addition. For example, if a sensor is located 3 m in front of the rear axle on the x-axis, the sensor is located at (3,0) in vehicle coordinates, and its sensor measurements must be converted accordingly.

[0019] By defining a motor vehicle zone and an object zone that overlap in the event of a collision risk, a relatively simple and reliable determination of a collision risk can be made.

[0020] Such a signal can be a warning signal. Alternatively or additionally, it can serve to generate a counter-steering torque that keeps the vehicle in the relevant lane.

[0021] The use of λ-δ coordinates allows for the reduction of false-positive warnings, which can occur with conventional systems. On the one hand, λ is always oriented along the lane markings, so that the corresponding zones, viewed in Cartesian coordinates, are not just rectangular, but follow a road course defined by the lane markings. δ is then defined by the distance of a point from the lane markings.

[0022] By determining the motor vehicle zone in λ-δ coordinates along the lane marking in a given width, it is achieved that the motor vehicle zone in question is correctly positioned on the road and also takes the road course into account, since the lane marking usually correctly reflects the road course.

[0023] The specified width may include the width of the motor vehicle plus any safety distances on either side, so that certain subsequent deviations from the trajectory are also covered.

[0024] The maximum time can depend on several criteria. On the one hand, it can depend on the speed difference between the vehicle and the object being overtaken, as well as the safety distances to be maintained. On the other hand, the speed of a vehicle traveling in the same direction or in the opposite direction in the target lane can be taken into account by defining the time required for the overtaking maneuver or braking based on the speed difference in the direction of travel of the vehicles in question.

[0025] The velocity can also be transformed into λ-δ coordinates.

[0026] In a first further embodiment, it can be provided that a lane keeping assistant is deactivated when a lane change request is signaled.

[0027] Many vehicles with lane change assistance also feature a lane keeping assistant, which helps keep the vehicle in the appropriate lane. Based on the driving and vehicle parameters, the lane keeping assistant calculates the steering torque required. Changing lanes is generally only possible if a turn signal is activated, thereby indicating a lane change request.

[0028] The interaction of lane change assistance and lane keeping assistant allows the use of existing systems that communicate with each other. This eliminates the need for a separate control system to intervene in the vehicle's steering. Furthermore, conflicts caused by contradictory control interventions between such a control system and an activated lane keeping assistant can be avoided.

[0029] In a further refinement, it can be provided that the lane keeping assistant is reactivated when the signal defining a collision risk is received by a control system.

[0030] If, as previously described, the lane keeping assistant was deactivated when changing lanes but a risk of collision was detected, reactivating the lane keeping assistant can generate a steering torque that keeps the vehicle in the lane.

[0031] In a further refinement, it can be provided that objects detected by the environmental sensors that are not on the road are rejected.

[0032] By discarding objects that are not on the road, the number of analyses required to assess the traffic situation can be reduced.

[0033] In a further refinement, it can be provided that the course of the lane marking is approximated as a polynomial function in the vehicle coordinates.

[0034] Roads are typically constructed as clothoids, also known as Euler spirals. Such road courses can usually be approximated by a polynomial function.

[0035] Such a polynomial function can be truncated in the 3rd order to reduce the necessary computing power and the necessary calculation steps, so that a function of the type: f : D → ℝ , x ↦ ∑ 0 ≤ i ≤ 3 a i x i results.

[0036] In order to reduce the deviation between the approximation and the actual road course, it can be planned to define the function in question section by section, i.e. to divide the road course into domains and to calculate one function for each domain.

[0037] With such transitions, there is a risk that the function at the transitions between two adjacent domains is differentiable but not necessarily smooth. This can lead to problems when implementing the method, since the results for two adjacent domains at the transition can be different, making them ambiguous. For this reason, a further embodiment can provide an additional requirement that the polynomial functions are smooth at the domain transitions. In an alternative embodiment, the mathematical model can be designed such that an object is always calculated in only one domain and then passed to an adjacent domain when the object reaches the domain boundary. In this case, the domains can be described as non-adjacent.

[0038] The use of an appropriate polynomial function allows a rapid calculation of the motor vehicle zone and the object zone in λ-δ coordinates, i.e. in relation to the specific road course, whereby the calculations are possible using numerical methods with reasonable computational effort.

[0039] In a further refinement, it can be provided that the trajectory is determined from the speed and steering angle of the motor vehicle in motor vehicle coordinates.

[0040] If the trajectory is determined from the vehicle's speed and steering angle in vehicle coordinates, it is also possible to specify this as a polynomial function. A corresponding polynomial function might look like this: e : ℝ 0 + → ℝ , x ↦ ∑ 0 ≤ i ≤ 2 ε i x i , ε 0 = 0 .

[0041] Truncation at the second order is acceptable, as this achieves sufficient accuracy. ε 0 is always equal to 0. The path always ends at the origin of the vehicle's coordinate system because the path can never be offset laterally relative to the vehicle.

[0042] By combining the two polynomial functions described above, it is possible to determine when the vehicle reaches the lane marking. This requires knowing the position of a front corner of the vehicle on the corresponding side where the lane change is to occur, in vehicle coordinates, shifting the vehicle path to this point, and then equating it with the polynomial function of the lane marking.

[0043] Knowing the current speed of the motor vehicle, the time it will take for the motor vehicle to reach the lane marking can then be determined.

[0044] In a further refinement, it can be provided that sensor information from different environmental sensors is combined.

[0045] Combining various sensor information results in a more complex picture of the road and traffic situation. Measurement errors from different sensor types can be reduced through plausibility checks, which increases data quality.

[0046] In a further refinement, the specified width can be determined as a Euclidean distance to the polynomial function in vehicle coordinates. This corresponds to the λ-δ coordinates.

[0047] Determining a Euclidean distance to a polynomial function is possible numerically with minimal computational effort. The distance of the point is defined as the minimum of the distance of the point to the polynomial function. This requires simple derivation procedures that lead to a fixed, programmable formula that can be implemented using specific parameters ai,j.

[0048] In a further further embodiment, it can be provided that a starting point of the motor vehicle zone is determined by an intersection point of the motor vehicle with the lane marking, wherein an end point of the motor vehicle zone is defined as the point at which a line integral of the polynomial function of the lane marking has the same length as the speed of the motor vehicle multiplied by the maximum time.

[0049] The length of the motor vehicle zone is thus defined, consistent with the λ-δ coordinates, as the length along the lane marking. This allows the length to be accurately mapped along the lane marking.

[0050] In a further further embodiment, it can be provided that the at least one object zone represents the location of the at least one object.

[0051] Basically, two variants are conceivable. The first variant is to calculate a separate object zone for each object, spatially extending in the direction of travel or movement of the object, and then to determine an overlap of the object zones for collision detection. This makes it possible, for example, to incorporate information regarding the trajectories of other objects. Such an object zone can be particularly precise.

[0052] If an extended object zone is calculated around the corresponding object, it is useful to define the object zone in the vehicle coordinate system. The width of the object zone can then be determined, consistent with λ-δ coordinates, as before, based on the polynomial function of the lane marking, parallel to the lane marking. For example, the current location and the current distance of the object in λ-δ coordinates from the lane marking can serve as a starting point, and an object width can either be specified or determined based on the width of the object. It is also possible to provide certain safety distances to the side of the object.

[0053] In a second, simplified variant, it is also possible to define the object zone by the location of the corresponding object, i.e., as a point, and to use the corresponding object information as relative information, for example, the relative speed between the vehicle and the object, and to use a relative position. This increases the effort required to calculate the vehicle zone, as it must be shifted based on the relative speed to the object. On the other hand, in this case, it only needs to be checked whether the object lies within the calculated vehicle zone. If this is the case, a collision warning can be issued. If this is not the case, a corresponding lane change is possible without danger.

[0054] In a further refinement, the object zone can have a predetermined width, with the width being determined by a Euclidean distance from the polynomial function. This is consistent with the use of λ-δ coordinates.

[0055] In a further further embodiment, it can be provided that the object zone has a predetermined length which corresponds to the speed of the object multiplied by the maximum time.

[0056] In one embodiment, the object zone can cover an out-of-focus area that takes into account measurement inaccuracies in determining the relative position of the at least one object and / or dimensions of the object.

[0057] In the case of an extended object zone, the length can be determined in a different or additional embodiment via the line integral of the polynomial function of the track marking in order to represent it in λ-δ coordinates.

[0058] A further independent subject matter relates to a computer-readable storage medium having a computer program product containing instructions which, when executed by at least one computing unit, cause the at least one computing unit to be configured to carry out the method of the aforementioned type.

[0059] The method can be carried out in a distributed manner on one or more computing units, so that certain method steps are carried out on one computing unit and other method steps are carried out on at least one further computing unit, whereby calculated data can be transmitted between the computing units if necessary.

[0060] A further independent subject matter relates to a motor vehicle with a device comprising means for carrying out the method according to the invention.

[0061] Further features and details emerge from the following description, in which at least one exemplary embodiment is described in detail—possibly with reference to the drawing. Described and / or illustrated features constitute the subject matter, either individually or in any meaningful combination, possibly independently of the claims, and may, in particular, also be the subject of one or more separate applications. Identical, similar, and / or functionally equivalent parts are provided with the same reference numerals. The following schematically show: Fig. 1 shows a top view of a motor vehicle; Fig. 2 shows a conceptual structure of a driver assistance system; Fig. 3 shows a first driving situation on a first road; Fig. 4 shows a second driving situation on a second road; Fig. 5 shows a transformation of object coordinates to λ-δ coordinates, and Fig. 6 shows a further representation of the λ-δ coordinates in a coordinate system.

[0062] For ease of reading, identical or equivalent elements are given the same reference symbols in the following descriptions.

[0063] Fig. 1 shows a top view of a motor vehicle 2.

[0064] The motor vehicle 2 is equipped with a driver assistance system 4. Components of the driver assistance system 4 are outlined in dashed lines. The driver assistance system 4 includes, among other things, a camera 6. The camera 6 is directed forward in a direction of travel of the motor vehicle 2 and detects an area in front of the motor vehicle 2. Furthermore, a radar sensor 8 is arranged at a front of the motor vehicle 2. The radar sensor 8 thus also monitors an area in front of the motor vehicle. The driver assistance system 4 can include additional sensors, which are not shown here for the sake of clarity, for example corresponding cameras and sensors directed rearward and / or to the side, as well as other sensors, for example ultrasonic sensors. Furthermore, a wheel speed sensor 10, a steering angle sensor 12 and a steering actuator 14 are provided.

[0065] Camera 6, radar sensor 8, wheel speed sensor 10, steering angle sensor 12, and steering actuator 14 are connected to a controller 15. The controller 15 has a computing unit 15.1 and a memory 15.2. A computer program product is stored in the memory 15.2, which, when loaded and executed by the computing unit 15.1, performs the method described in more detail below. By combining the measured values ​​recorded by the sensors 6, 8, 10, and 12 and the ability to intervene in the steering actuator 14, an effective reduction in collisions in road traffic during lane changes can be achieved.

[0066] Furthermore, a motor vehicle coordinate system 16 is shown. The coordinate system 16 has an origin o located at the center of a rear axle (not shown) of the motor vehicle 2. A first direction x is defined as the longitudinal direction of the motor vehicle, and a second direction y is defined as the transverse direction of the motor vehicle. In the present case, the provision of a third dimension is not necessary, since all processes are road-related, i.e., take place at road level.

[0067] The calculations described below are carried out within the motor vehicle coordinate system 16.

[0068] Fig. 2 shows the conceptual structure of the driver assistance system 4.

[0069] The driver assistance system 4 has a lane change assistance module 18 and a lane keeping assistance module 20. The lane change assistance module 18 is connected to the lane keeping assistance module 20. The lane keeping assistance module 20 acts on the steering angle actuator 14.

[0070] The lane change assistance module 18 has a data fusion module 22. In the data fusion module 22, incoming sensor signals from the connected sensors—camera 6, radar sensor 8, wheel speed sensor 10, and steering angle sensor 12—are processed into an overall image.

[0071] A selection module 24 selects those objects that are relevant for the motor vehicle 2, i.e. only those that are located on the road on which the motor vehicle 2 is currently traveling.

[0072] This information is then fed to a transformation module 26 and subjected to a λ-δ transformation in the transformation module 26. Camera 6 is directly connected to the transformation module 26 to also perform a λ-δ transformation of a lane marker.

[0073] The corresponding data are fed to a zone calculation module 28 and then a collision calculation is carried out in a collision calculation module 30.

[0074] Depending on the definition of the different zones, the λ-δ transformed object information can be fed directly to the collision calculation module 30.

[0075] If the calculations detect a risk of collision with an object, a corresponding signal is sent to the lane keeping assistance module 20, which prevents a lane change. Based on the circumstances, the lane keeping assistance module 20 calculates the necessary steering torque to keep the motor vehicle 2 in its lane.

[0076] In the event of an intentional lane change, the lane change assistance module 20 is deactivated, for example, by using a turn signal. If a collision warning is generated by the collision calculation module 30, the lane change assistance module 20 is reactivated.

[0077] Fig. 3 shows a driving situation on a road 32.

[0078] Road 32 has one lane 34 and one opposite lane 36. Lane 34 and the opposite lane 36 are separated by a lane marking 38.

[0079] Motor vehicle 2 is following a motorcycle 40 and intends to overtake it. Motorcycle 40 is traveling at a speed v40, which is slower than the speed v2 of the motor vehicle. In the opposite lane 36, a motor vehicle 42 is traveling at a speed v42.

[0080] A motor vehicle zone 44 is calculated by the driver assistance system 4 of the motor vehicle 2. For this purpose, a measurement of the necessary parameters is first carried out, including the course of the lane marking 38, the speeds v2, v40 and v42, a position and a distance of the motor vehicle 42 from the motor vehicle 2 and a maximum duration of the overtaking maneuver of the motorcycle 40. Based on the relevant determined data, a length λK of the motor vehicle zone 44 can be calculated, and a width b2 of the motor vehicle zone 2 can be calculated from a width of the motor vehicle 2 and the necessary safety distances.

[0081] The relevant quantities are always calculated in the vehicle reference system 16 and the corresponding distances are λ-δ transformed.

[0082] δ is defined as the distance of a point from the lane marker 38. The distance is the minimum distance between the point in question and the polynomial function approximating the lane marker. The corresponding point on the polynomial function is called the foot point.

[0083] λ is a distance measured from a base point of the polynomial function of the lane marking 38 with the y-axis and a length on the polynomial function to the base point, which can be calculated using a line integral.

[0084] As in connection with Fig. 4 As can be seen, these coordinates are invariant with respect to the course of road 32, since the corresponding length always corresponds to the line integral, regardless of whether the parameters of the quadratic and higher terms of the polynomial function are nonzero or not. In other words, each road course is mapped the same way for driver assistance system 4.

[0085] This allows, as in Fig. 4 As shown, a motor vehicle zone 46 may also include a circular ring section or other shape of width b2, each of which moves along the lane marking 38 of the road. The motor vehicle 42 is outside the motor vehicle zone 46, so no warning is generated.

[0086] Without the relevant λ-δ transformation, conventional calculation methods would define a rectangular motor vehicle zone 48 that completely covers the correct motor vehicle zone 46. In the motor vehicle zone 48, the motor vehicle 42 would be detected as a collision hazard, even though such a collision hazard does not exist in reality, thus generating a false-positive warning signal.

[0087] The calculation of motor vehicle zone 44 from Fig. 3 is carried out as follows: First, the time required for motor vehicle 2 to intersect lane marking 38 is calculated. This calculation can be performed in various ways. One possibility is to determine a position of motor vehicle 2 within lane 34 and a distance of the front, here left, corner of motor vehicle 2 from the lane marking. If trajectory 52 of motor vehicle 2 and thus its relative speed in the direction of lane marking 38 are then known, the necessary time can be determined. Alternatively, it is possible to describe motor vehicle trajectory 52 in motor vehicle coordinates and to equate the expected intersection point, here the front left corner, of motor vehicle 2 with the polynomial function of lane marking 38. This results in a distance of this intersection point in the x-direction in motor vehicle coordinates 16, which is related to the speed v2 of motor vehicle 2.

[0088] In this case, it is assumed that the object zones of vehicles 40 and 42 are point-shaped. It is then necessary to shift the vehicle zone 44 forward, i.e., away from vehicle 2 in the direction of travel, because the oncoming vehicle 42 moves in its direction of travel at a relative speed v2x - v42 relative to vehicle 2 within the time it takes for vehicle 2 to reach lane marking 38.

[0089] The motor vehicle zone 44 has a length which is determined from the speed v2 of the motor vehicle 2 and an estimate of the duration of the overtaking maneuver of the motorcycle 40.

[0090] As in Figur 3 As shown, motor vehicle 42 is located in motor vehicle zone 44, thus there is a risk of collision. The assistance system 44 will generate a steering torque to keep motor vehicle 2 within lane 34 until motor vehicle 42 has left motor vehicle zone 44.

[0091] Alternatively, it is possible to calculate extended object zones. An object zone for motor vehicle 42 is then defined based on the speed of motor vehicle 42, its width, and other parameters. A collision risk is assumed when the motor vehicle zone of motor vehicle 42 and the motor vehicle zone of motor vehicle 2 overlap.

[0092] Fig. 5 shows a transformation from regular object coordinates in the motor vehicle coordinate system 16 to λ-δ coordinates.

[0093] Point P represents a distance to motor vehicle 42. Instead of specifying point P as a tuple x1, y1, point P is specified as a tuple with λp, δp, where λ and δ are determined as previously described as the length on lane marking 38 and the distance to it. The advantage of this determination is that λp and δp are not influenced by the course of the corresponding road, thus enabling a more precise description independent of the road course.

[0094] Fig.6 shows another representation of the λ-δ coordinates in a coordinate system.

[0095] The lane marking is specified as a polynomial function 50. The graph of the polynomial function 50 is divided into several parts. First, the graph of the polynomial function 50 is intersected with a trajectory 54 of the front left corner of the motor vehicle 2. The distance to this point is referred to as λ1. The distance λ is calculated as in connection with Fig. 3described, from the relative speed of the oncoming motor vehicle 42. From there, the motor vehicle zone 44 then has a length λK and a width b, which is defined as a δ-coordinate as the normal of a foot point 56.

[0096] Although the subject matter has been illustrated and explained in detail by means of exemplary embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art. It is therefore clear that a multitude of possible variations exist. It is also clear that the exemplary embodiments mentioned are merely examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as a further explanation in the description. List of reference symbols

[0097] 2Motor vehicle 4Driver assistance system 6Camera 8Radar sensor 10Wheel speed sensor 12Steering angle sensor 14Steering actuator 15Control 15.1CPU 15.2Memory 16Motor vehicle coordinate system 18Lane change assistance module 20Lane keeping assistance module 22Data fusion module 24Selection module 26Transformation module 28Zone calculation module 30Collision calculation module 32Road 34Lane 36Oncoming lane 38Lane marking 40Motorcycle 42Motor vehicle 44Motor vehicle zone 46Motor vehicle zone 48Motor vehicle zone 50Polynomial function 52Trajectory 54Trajectory 56Foot point b2Latitude oOrigin v2Speed ​​of motor vehicle 2 v40Speed ​​of motorcycle v42Speed ​​of motor vehicle 42 λ1Length λ2Length λKLength Motor vehicle zone 44 λpObject distance component δ1Distance δpObject distance component xLongitudinal direction of the vehicle yTransverse direction of the vehicle

Claims

1. Method for lane change assistance, wherein a motor vehicle (2) is driving on a first lane (34) of a road (32) in a direction with a lane change request, wherein at least one object (40, 42) in an area surrounding the motor vehicle (2) on a second lane (36) adjacent to the first lane (34) is identified with the aid of environmental sensors (6, 8), wherein a relative position (P) of the at least one object (40, 42) to the motor vehicle (2) is determined in motor vehicle coordinates (16), wherein a course of a lane marking (38) which separates the first lane (34) and the second lane (36) from one another is determined in motor vehicle coordinates (16) in the direction of travel in front of the motor vehicle (2), wherein a trajectory (52) of the motor vehicle (2) is determined in motor vehicle coordinates (16) using motor vehicle sensors (10, 12), wherein for the at least one object (40, 42) an object zone (λp, δp) is determined, wherein a motor vehicle zone (44, 46) is determined within which there is a risk of collision, wherein the motor vehicle zone (44, 46) lies on the second lane (36), wherein it is checked whether the motor vehicle zone (44, 46) and the object zone (λp, δp) overlap, wherein, if the motor vehicle zone (44, 46) and the object zone (λp, δp) overlap, a signal defining a risk of collision is generated, wherein the motor vehicle zone (44, 46) and the object zone (λp, δp) are specified in λ - δ coordinates, wherein δ describes a distance of a point (P) of the object zone (λp, δp) from the lane marking (38), wherein λ describes a length along the lane marking (38), characterized in that the motor vehicle zone (44, 46) in λ- δ coordinates along the lane marking (38) in a predetermined width (b2), wherein a length ( λK ) of the lane marking (38) is determined as the product of a maximum time and the relative speed (v2x-v42) of the motor vehicle (2) and the at least one object (42) to one another.

2. The method according to claim 1, wherein a lane keeping assistant (20) is deactivated when a lane change request is signaled.

3. The method according to claim 2, wherein the lane departure warning system (20) is reactivated when the signal defining a collision risk is received from a controller (15).

4. Method according to one of the preceding claims, wherein objects detected by the environmental sensors (6, 8) which are not located on the road (32) are discarded.

5. Method according to one of the preceding claims, wherein the course of the lane marking (38) is approximated as a polynomial function (50) in the motor vehicle coordinates (16).

6. Method according to one of the preceding claims, wherein the trajectory (52) is determined from speed (v2) and steering angle of the motor vehicle (2) in motor vehicle coordinates (16).

7. Method according to one of the preceding claims, wherein sensor information from different environmental sensors (6, 8, 10, 12) is combined.

8. Method according to one of the preceding claims, wherein the predetermined width (b2) is determined as a Euclidean distance to the polynomial function (50) of the lane marking (38) in motor vehicle coordinates (16).

9. Method according to one of the preceding claims, wherein a starting point of the motor vehicle zone (44) is determined from an intersection point of the motor vehicle (2) with the lane marking (38), wherein an end point of the motor vehicle zone (44) is defined as the point at which a line integral of the polynomial function of the lane marking (38) has the same length as the speed (v2) of the motor vehicle (2) multiplied by the maximum time.

10. Method according to one of the preceding claims, wherein the at least one object zone ( λp , δp ) represents the location (P) of the at least one object (42).

11. Method according to one of claims 1 to 9, wherein the object zone (λp, δp) has a predetermined width (b2), wherein the width (b2) is determined via a Euclidean distance (b) to the polynomial function (50) of the track marking (38).

12. Method according to one of the preceding claims, wherein the object zone (λp, δp) has a predetermined length which corresponds to the speed of the object (v2) multiplied by the maximum time.

13. Computer-readable storage medium (15.2) with a computer program product that contains instructions that, when executed by at least one computing unit (15.1), cause the at least one computing unit (15.1) to be configured to carry out the method according to one of the preceding claims.

14. Motor vehicle with a device comprising means for carrying out the method according to one of claims 1 - 12.