Method for controlling a front collision assistance system based on swarm data, front collision assistance system and motor vehicle

Abstract

The invention relates to a method (18) and a front collision assistance system (12) as well as a correspondingly designed motor vehicle (7). In the method (18), swarm data (19) is detected and a first driveable path (15) and a second driveable path (16) are determined therefrom. These driveable paths (15, 16) run in neighbouring lanes (2, 3). If the distance (17) and / or the change in the distance (17) between the first driveable path (15) and the second driveable path (16) is smaller than a predefined distance threshold value (21), a trigger sensitivity for the front collision assistance system (12) is automatically reduced in the proposed manner.

Description

[0001] Description

[0002] Method for controlling a front collision assistance system based on swarm data, front collision assistance system and motor vehicle

[0003] The present invention relates to a method for controlling a front collision assistance system for a motor vehicle. The invention further relates to a corresponding front collision assistance system and a motor vehicle equipped therewith.

[0004] In motor vehicle operation, various assistance systems can now be used to improve safety and comfort. For example, obstacles and the corresponding risk of collision can be detected, and the driver can then be warned, or the vehicle can be automatically braked or guided around the obstacle. However, a number of challenges remain, such as the timely and reliable detection of obstacles and the selection and implementation of an automatic response adapted to the situation. Neither overly strict control, which could lead to an unnecessarily large number of early and / or harsh automatic interventions, nor overly cautious control, which could intervene too late, is desirable. There is therefore still a need for improvements in the field of vehicle assistance systems.

[0005] One possible method is described, for example, in US 2019 / 0 143 967 A1. A first vehicle is operated based on a sensor data set from the first vehicle. To update this sensor data set, the first vehicle determines that a second vehicle is obscuring part of the field of view of a corresponding sensor of the first vehicle. A corresponding partial data set for this part is then requested from the second vehicle. The sensor data set of the first vehicle is updated using this partial data set.

[0006] As a further approach, US 3021 / 0 116 931 A1 describes a travel assistance system. This system comprises a receiving unit for receiving vehicle information about parked or stopped vehicles. This vehicle information indicates the detection of a parked or stopped vehicle on a travel route. The travel assistance system further comprises a prediction unit that predicts the duration of the parked or stopped vehicle based on the vehicle information and a duration prediction model.

[0007] As a further approach, US 2015 / 0253 772 A1 describes a method in which a limit for the availability of an autonomous driving function of a vehicle is continuously calculated based on a planned route. This also takes into account vehicle environment information, vehicle dynamic parameters, map data with associated speed limit and infrastructure information, real-time traffic information, or real-time weather information associated with the planned route. Information regarding any changes in the calculated limit for the availability of the autonomous driving function along the planned route is then output via a human-machine interface in a passenger compartment of the vehicle.

[0008] The object of the present invention is to enable a particularly comfortable use of a front collision assistance system of the motor vehicle.

[0009] This object is achieved according to the invention by the subject matter of the independent patent claims. Possible embodiments and further developments of the present invention are disclosed in the dependent patent claims, the description, and the figures.

[0010] The method according to the invention serves, and can therefore be used, for controlling a front collision assistance system for a motor vehicle. This front collision assistance system is configured to detect obstacles located ahead in the direction of travel of the motor vehicle based on environmental data recorded by an environmental sensor system of the respective motor vehicle and, upon detection of a corresponding risk of collision with such a detected obstacle, to automatically initiate at least one predetermined safety measure. This can, for example, include issuing a warning or intervening in the longitudinal and / or lateral guidance of the motor vehicle. Such front collision assistance systems are known, for example, under the designations "Front Assist" or "Emergency Stop Assist." The environmental sensor system can be or comprise, in particular, a radar device, a lidar device, and / or a camera.Accordingly, the environmental data can be or include, in particular, radar data, lidar data, and / or camera images. In one method step of the method according to the invention, swarm data is automatically acquired. From this acquired swarm data, a first drivable path and a second drivable path are determined. These drivable paths can, for example, be specified directly by the swarm data, i.e., taken from the swarm data. Likewise, the first drivable path and the second drivable path can, for example, be calculated using the swarm data. The first drivable path runs in the direction of travel of the motor vehicle in a lane currently being used by the motor vehicle, which can also be referred to here as the ego lane. The second drivable path, on the other hand, runs in a neighboring lane adjacent to this ego lane.Depending on the situation, the lane used by the motor vehicle and the adjacent lane may be intended for opposite directions of travel or for the same direction of travel.

[0011] The swarm data can be acquired by the respective motor vehicle, in particular its front collision assistance system. This can mean or include, for example, that the swarm data is retrieved via an X2Car data connection, a mobile phone connection, or the like by the motor vehicle or its front collision assistance system, for example from swarm vehicles or from a server device external to the vehicle, such as a backend server, a cloud server, a data center, or the like. The swarm data can have been recorded by one or more swarm vehicles during a previous travel in the ego lane and the adjacent lane. The swarm data can, for example, include or indicate at least one trajectory and / or position data of the respective swarm vehicle along the respective lane or a respective section of the lane.These can, for example, be specified in a globally fixed coordinate system and / or relative to respective local features, such as a lane marking, a lane boundary, a traffic sign, other road features, and / or other objects. The swarm data can also specify corresponding features.

[0012] Likewise, the first drivable path and / or the second drivable path can be synthesized, for example, piecemeal based on multiple trajectories or sets of position data, or calculated by averaging multiple trajectories. The first drivable path can also be referred to here as the first swarm path, and the second drivable path as the second swarm path.

[0013] A swarm vehicle can be a third-party vehicle different from the motor vehicle, equipped with sensors to record the swarm data or the sensor data underlying it. In particular, the swarm data can be recorded by a fleet, i.e., a large number of such swarm vehicles. Likewise, the respective motor vehicle itself can function as a swarm vehicle, for example, if it previously traveled in at least one of the lanes and recorded corresponding swarm data or the sensor data underlying it.

[0014] The corresponding data can be sent from the swarm vehicles, for example, to other vehicles, a traffic control infrastructure, and / or the aforementioned external server device. The latter can, in particular, be configured to aggregate data collected by various swarm vehicles and provide it in the form of swarm data.

[0015] Furthermore, the method uses the swarm data to determine a distance and / or a change in distance between the first drivable path and the second drivable path. If the distance and / or the change in distance, for example over a predetermined distance, is smaller than a predetermined distance threshold, a triggering sensitivity for the front collision assistance system is automatically reduced in a predetermined manner in a further method step of the method according to the invention. This can mean, in particular, that with a correspondingly reduced triggering sensitivity, the front collision assistance system only reacts, for example, when the distance between the motor vehicle and a detected obstacle is smaller, i.e., initiates or executes the at least one predetermined safety measure.In other words, the sensitivity of the front collision assistance system regarding the triggering or initiation of the specified safety measure can be reduced. Depending on the implementation, the distance threshold can, for example, be a fixed value for the distance and / or specify or define a maximum permissible change in the distance.

[0016] The present invention is based on the realization that situations repeatedly arise in which obstacles, in particular stationary obstacles such as parked vehicles, are present in the ego lane and must be avoided. This can occur frequently at certain locations, for example on certain sections of a road in a residential area or the like. Thus, the avoidance of such, in particular stationary, obstacles is also represented at the respective location in the swarm data, in particular in the course of the first swarm path. Such avoidance of a stationary obstacle typically leads to the first swarm path reaching closer to the center of the neighboring lane or leading closer to the center of the neighboring lane than would be expected or desired without an obstacle in the ego lane.However, such obstacles are often not unexpected, as they are usually located at the corresponding location, i.e., regularly or frequently, which is then also reflected in the swarm data or the corresponding course of the initial swarm path. This can be particularly the case when the swarm paths are generated or determined from a large number of individual trajectories. Thus, an obstacle that is only present for a short time or only once does not lead to a corresponding or correspondingly significant change in the initial swarm path.

[0017] In situations where the first swarm path leads around a corresponding obstacle, the earliest possible activation of the front collision assistance system would often be perceived by the driver of the motor vehicle as unnecessary and disruptive or as a false activation. False activation may occur if a maneuver to avoid the obstacle has already been initiated or if the motor vehicle were to be driven relatively close to the obstacle along its current trajectory. By reducing the activation sensitivity of the front collision assistance system in such situations, as proposed by the invention, the user comfort of the front collision assistance system or the motor vehicle can be increased. At the same time, safety is maintained because the activation sensitivity is merely reduced and the front collision assistance system is not completely deactivated.Overall, the present invention can even contribute to improved safety, as the acceptance of the front collision assistance system can be improved, which in turn can lead to it being used more frequently or with greater probability.

[0018] In order to recognize situations in which the trigger sensitivity must be automatically reduced, the swarm data or the course of the first swarm path can be automatically analyzed or evaluated to determine whether it is consistent with the driver's planned avoidance of an obstacle, particularly a stationary one, on the side of the road. For example, such a planned avoidance can typically result in a more consistent or flatter course, i.e. fewer sharp or brief changes in direction or steering interventions, than, for example, an unplanned emergency evasive maneuver to avoid a collision with a suddenly appearing obstacle. It can be provided that the trigger sensitivity of the front collision assistance system is only reduced in the manner described if such consistency with the planned avoidance of an obstacle, particularly a stationary one.

[0019] If the distance between the first drivable path and the second drivable path returns to an expected value or reaches or exceeds the distance threshold again, the trigger sensitivity can be automatically increased again, for example, set to a predefined standard value or a manually set user value. The present invention can therefore provide a correspondingly dynamic, situation-dependent adjustment of the trigger sensitivity even if a specific standard or user value for the trigger sensitivity is predefined or set for other situations.

[0020] The automatic reduction of the trigger sensitivity can, for example, be maintained for a specified period of time or a specified distance or, for example, until the distance or the change in distance has reached or exceeded the specified distance threshold again.

[0021] The trigger sensitivity can then be automatically reset to the previous value or the specified, especially higher, standard or user value. Likewise, one or more additional or different conditions can be specified. For example, the trigger sensitivity can be increased again or reset to the standard or user value if the vehicle changes lanes or streets, for example, when turning or similar, and thus enters a new traffic situation.

[0022] In order to determine the swarm data that is relevant locally, i.e. in the area of ​​the current position of the motor vehicle, the current position of the motor vehicle can be determined or monitored, for example by means of a navigation satellite system and / or by comparing features detected by the environmental sensors of the motor vehicle with corresponding features specified in the swarm data or a given map.

[0023] In one possible embodiment of the present invention, at least one predefined criterion is used to determine whether the course of the first drivable path is consistent with avoiding a stationary obstacle at the edge of the lane traveled by the motor vehicle. Only if this is the case is the trigger sensitivity automatically reduced as described. The predefined criterion can be, for example, a distance of the first swarm path from an outer lane edge of the ego lane, an angle of the first swarm path to a lane boundary, a consistency or variance of individual trajectories of the swarm vehicles with each other and / or with the first drivable path, in particular if this was generated by averaging or combining several such individual trajectories, and / or the like.If the individual trajectories deviate from each other and / or from the first swarm path, for example, if the variance exceeds a specified threshold, it can be assumed that frequently changing situations or conditions exist at the respective location. In this case, reducing the trigger sensitivity of the front collision assistance system can be avoided. This can prevent a reduction in safety or user comfort in situations or areas where obstacles are only occasionally present in the ego lane or where several significantly different trajectories are possible.

[0024] In a further possible embodiment of the present invention, the distance threshold and / or the reduced trigger sensitivity to be set or the respective reduction in trigger sensitivity to be implemented is specified by a corresponding multidimensional characteristic map. In other words, not only the distance and / or the change in distance between the first drivable path and the second drivable path can be taken into account for reducing the trigger sensitivity, but also one or more additional variables or parameters. This can enable particularly precise coordination of the control of the front collision assistance system for different situations. This can further improve safety and user comfort.

[0025] In a possible development of the present invention, the characteristics map has as dimensions at least the speed of the motor vehicle, the road type of the road comprising the lane traveled by the motor vehicle and the adjacent lane, a local road width and / or a local lane width. The characteristics map can then, for example, indicate or predetermine that the distance threshold value is greater and / or the trigger sensitivity is reduced more the wider the road is according to its road type or the local road or lane width and / or the lower the speed of the motor vehicle. These influencing factors can influence the safety and situational perception by the driver of the motor vehicle. By taking them into account in the characteristics map, a correspondingly improved safety and / or a correspondingly improved user comfort can be achieved.

[0026] In a further possible embodiment of the present invention, the trigger sensitivity is reduced to varying degrees for cases where the adjacent lane is intended for the same direction of travel or for the opposite direction of travel as the lane used by the motor vehicle. All other conditions being equal, two different distance threshold values ​​can be specified for these two cases, i.e., for identical or opposite directions of travel of the ego lane and the adjacent lane. For example, at least two different versions of the characteristic map mentioned elsewhere can be specified for the two possible directions of travel of the adjacent lane relative to the direction of travel of the ego lane.This makes it possible, for example, to take into account that the approach of a motor vehicle to the centre of the adjacent lane when avoiding an obstacle may involve different safety risks when the adjacent lane is travelling in the same direction or in the opposite direction.

[0027] For example, if the ego lane and the neighboring lane are intended for the same direction of travel, the trigger sensitivity may be more reduced and / or the distance threshold may be higher than if the ego lane and the neighboring lane are intended for opposite directions of travel.

[0028] In a further possible embodiment of the present invention, in the case that the lane used by the motor vehicle and the adjacent lane are intended for the same direction of travel, the method is only applied, i.e. for example the reduction of the trigger sensitivity is only enabled or taken into consideration, if the lane used by the motor vehicle is arranged to the right of the adjacent lane when viewed in the direction of travel in right-hand traffic or to the left of the adjacent lane when viewed in the direction of travel in left-hand traffic.This allows consideration of the fact that the situations described elsewhere, in which parked vehicles are present in the ego lane as usual or expected stationary obstacles, only occur when the ego lane is the right lane in right-hand traffic and the left lane in left-hand traffic on a road with multiple lanes serving the same direction of travel. In contrast, obstacles in the left-hand lane in right-hand traffic or in the right-hand lane in left-hand traffic are typically unexpected and / or non-stationary, so that a different situation arises in this case. The embodiment of the present invention proposed here can therefore further optimize the control of the front collision assistance system with regard to safety and user comfort.To determine the spatial arrangement of the ego lane relative to the neighboring lane, environmental data recorded by the motor vehicle using its environmental sensors as well as predefined map data and / or the like can be evaluated.

[0029] In a further possible embodiment of the present invention, the local curvature of the lane is determined, for example, for the area or section for which the drivable paths are known or have been determined from the swarm data. The trigger sensitivity is then only reduced if the curvature is less than a predefined maximum curvature, i.e., less than a predefined curvature threshold. This can be implemented, for example, via a separate query or test, or the curvature can be provided, specified, or included as an additional dimension in the characteristic map mentioned elsewhere.The proposed embodiment of the present invention allows for the fact that, due to the road layout, an obstacle in the first-person lane may be concealed for a longer period of time due to the road's steep curves, meaning it may only become visible to the driver later or at a shorter distance than in the case of less steep curves, i.e., a straighter road. In such situations, triggering the front collision assistance system as early as possible can prevent the driver from being surprised by obstacles in the first-person lane that suddenly become visible or only at a relatively short distance. Thus, taking the curvature into account in the manner described can ultimately lead to increased safety and user comfort.

[0030] In a further possible embodiment of the present invention, driver data is recorded that characterizes the driver's willingness to manually drive the motor vehicle in a situation-appropriate manner, i.e., the driver's willingness to drive the vehicle. The trigger sensitivity is then only reduced if this willingness corresponds to at least a predetermined minimum level of readiness, i.e., if it is greater than a corresponding predetermined readiness threshold. To determine the driver's willingness to drive the motor vehicle in a situation-appropriate manner, for example, attention, a direction of gaze, a grip of the steering wheel, a foot position, a recent history of steering interventions and / or lateral drift of the motor vehicle, and / or similar factors can be recorded or evaluated.For example, the driver's willingness to control the vehicle may be reduced if the driver is distracted or tired, if the driver is not looking forward in the direction of travel, if the driver has no hand or only one hand on the steering wheel or if the driver is not gripping it securely, for example, only with the fingertips or with relatively little force, if the driver's legs are crossed and / or the feet are below the pedals or relatively far away from the pedals, if a lateral drift of the vehicle has been corrected by jerky steering interventions, and / or similar factors. Corresponding driver data can be recorded, for example, using a driver observation camera, a touch sensor in the steering wheel of the vehicle, and / or similar factors.The proposed embodiment of the present invention allows for the fact that the reduction in trigger sensitivity provided by the invention may only lead to improved user comfort without significantly compromising safety if the driver is alert and broad enough to independently detect an obstacle ahead in the ego lane in the direction of travel in a timely manner and safely avoid it. If this is not the case, however, improved safety can be achieved by triggering the front collision assistance system as early as possible, thus foregoing the reduction in trigger sensitivity.

[0031] A further aspect of the present invention is a front collision assistance system for a motor vehicle. The front collision assistance system according to the invention has a processor device, for example a microchip, microprocessor, or microcontroller, and a computer-readable data memory coupled thereto. The front collision assistance system according to the invention is configured to execute, in particular automatically, the method according to the invention. For this purpose, for example, a corresponding operating or computer program that codes or implements the method steps, measures, or sequences described in connection with the method according to the invention, or corresponding control interventions, can be stored on the computer-readable data memory. This operating or computer program can then be executable by the processor device in order to execute the corresponding method or to initiate or effect its execution.The front collision assistance system according to the invention can, in particular, be the front collision assistance system mentioned in connection with the method according to the invention or correspond to it and accordingly have some or all of the properties and / or features mentioned therein. For example, the front collision assistance system according to the invention can have an input interface for acquiring the swarm data or the environmental data. Likewise, the front collision assistance system according to the invention can, for example, comprise the environmental sensor system mentioned or have an interface for direct or indirect connections to the environmental sensor system, for example via an on-board electrical system of the respective motor vehicle, and / or the like.

[0032] A further aspect of the present invention is a motor vehicle having an environmental sensor system for recording environmental data, a communication device for wirelessly receiving swarm data, in particular from other vehicles and / or from a server device external to the vehicle, and a front collision assistance system according to the invention. The motor vehicle according to the invention can in particular be the motor vehicle mentioned in connection with the method according to the invention and / or in connection with the front collision assistance system according to the invention or correspond thereto and accordingly have some or all of the properties and / or features mentioned in these contexts. In particular, the motor vehicle according to the invention can therefore also be configured to carry out the method according to the invention, in particular automatically.

[0033] Further features of the invention can be derived from the following description of the figures and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures alone, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0034] The drawing shows:

[0035] Fig. 1 is a partial schematic representation of a traffic scene in which an obstacle is located in the path of a motor vehicle equipped with a front collision assistance system; and

[0036] Fig. 2 is a schematic overview diagram illustrating a method for controlling the front collision assistance system of the motor vehicle.

[0037] Identical or functionally equivalent elements are provided with the same reference numerals in the figures.

[0038] Fig. 1 shows a schematic, not to scale overview of a

[0039] Traffic scene. This shows a section of a road 1 with a lane 2 and an adjacent lane 3. The respective intended directions of travel 4 for lane 2 and the adjacent lane 3 are indicated by corresponding arrows.

[0040] In this case, an obstacle 5 in the form of a parked vehicle is located in lane 2. Furthermore, an external server device 6 is indicated.

[0041] In the situation depicted here, a motor vehicle 7 is traveling on lane 2 toward obstacle 5. Motor vehicle 7 is equipped with environmental sensors, which here may comprise, for example, a camera 8 and a radar device 9. The camera detection range 10 of camera 8 and the radar detection range 11 of radar device 9 are schematically indicated. For example, camera 8 may have an effective range for detecting obstacles of approximately 50 m to 60 m, while radar device 9 may have an effective detection range for obstacles of, for example, approximately 200 m. However, obstacle 5 is still outside these detection ranges, i.e. outside camera detection range 10 and radar detection range 11, so that the environmental sensors of motor vehicle 7 have not yet detected obstacle 5 themselves.

[0042] The motor vehicle 7 is equipped with a front collision assistance system 12, which schematically includes a processor 13 and a data memory 14. This allows, for example, environmental data recorded by the environmental sensors, driver data characterizing the driver of the motor vehicle 7, vehicle data characterizing the operation or condition of the motor vehicle 7, and swarm data 19 (see Fig. 2) characterizing the movement of swarm vehicles along the illustrated section of road 1 at earlier times to be processed.

[0043] The swarm data 19 can be retrieved from the server device 6, for example, by the motor vehicle 7 or the front collision assistance system 12. From the acquired swarm data 19, a swarm path 15 along lane 2 and a neighboring swarm path 16 along the neighboring lane 3 are determined.

[0044] It can be seen here that the swarm path 15 leads around the obstacle 5, and a distance 17 between the swarm path 15 and the neighboring swarm path 16 changes accordingly. In such a situation, false triggering of the front collision assistance system 12 may occur if the motor vehicle 7 continues to approach the obstacle 5 in order to avoid it. This can be avoided or reduced by appropriate control of the front collision assistance system 12, which is explained using a schematic process diagram 18 shown in Fig. 2.

[0045] Since it is not always easy for the environmental sensors, for example, the radar device 9, to detect whether a potentially dangerous scenario is present, and since the range of the environmental sensors is also limited, the swarm data 19 are retrieved from the server device 6, for example, by the front collision assistance system 12. This can occur, for example, before or at the start of the journey or during the journey of the motor vehicle 7. Likewise, while the motor vehicle 7 is traveling along the road 1, local data is recorded, for example, the aforementioned environmental data, vehicle data, driver data, and / or the like.

[0046] The swarm path 15 and the neighboring swarm path 16 are determined from the swarm data 19. Based on this, a criteria check 20 can then be performed. One or more predefined criteria can be evaluated. In particular, it can be determined whether the directions of travel 4 for lane 2 and the neighboring lane 3 are the same or opposite to each other. Depending on this, a corresponding characteristic map 21 predefined for the respective situation can then be selected or evaluated. The local data recorded in the motor vehicle 7 itself is also taken into account here. The characteristic map 21 can thus specify or output a distance threshold for the respective situation or the respective conditions.

[0047] A distance evaluation 22 can then be performed. This can determine whether the distance 17 or its change is smaller than the distance threshold determined based on the characteristic map 21. For this purpose, corresponding location or position data or information of the swarm path 15 and the neighboring swarm path 16 can be evaluated.

[0048] Depending on the result of the distance analysis 22, a trigger sensitivity adjustment 23 can then be performed automatically. The trigger sensitivity of the front collision assistance system 12 can be reduced in a predetermined manner if the distance falls below the threshold value. Likewise, for example, a minimum distance value can be specified. This minimum distance value can be, for example, approximately 2 m or a typical vehicle width. If it turns out that the distance 17 falls below this minimum distance value, a reduction in the trigger sensitivity of the front collision assistance system 12 can be provided, entirely or partially independent of the characteristic map 21.

[0049] In the method described here, not only the environmental data but also a further or different data source in the form of swarm data 19 are used to control the front collision assistance system 12 and its triggering sensitivity. The swarm data 19 can store or indicate the historical behavior of other vehicles, namely swarm vehicles, along road 1 and thus make it possible to determine that the obstacle 5 is likely, for example, a parked other vehicle that was avoided by the swarm vehicles. The swarm data 19 can be specified and taken into account for a larger spatial area, i.e., beyond the end of the radar detection range 11 remote from the vehicle. This can enable a correspondingly early and consistent adjustment of the triggering sensitivity of the front collision assistance system 12.

[0050] Overall, the examples described show how a method for optimizing the triggering behavior of an assistance system, in particular with regard to the output of warnings and / or interventions in the vehicle's longitudinal and / or lateral guidance, can be implemented.

[0051] List of reference symbols

[0052] Street

[0053] lane

[0054] adjacent lane

[0055] Direction of travel

[0056] obstacle

[0057] Server setup

[0058] Motor vehicle

[0059] camera

[0060] Radar device

[0061] Camera detection range

[0062] Radar detection range

[0063] Front collision assistance system

[0064] processor

[0065] Data storage

[0066] Swarm path

[0067] Neighbor swarm path

[0068] Distance

[0069] Process diagram

[0070] Swarm data

[0071] Criteria testing

[0072] map

[0073] Distance evaluation

[0074] Trigger sensitivity adjustment

Claims

Claims Method (18) for controlling a front collision assistance system (12) for a motor vehicle (7), which is configured to detect obstacles (5) located ahead in the direction of travel (4) based on environmental data recorded by means of an environment sensor system (8,9) of the respective motor vehicle (7) and to initiate a predetermined safety measure when a collision hazard is detected, wherein - Swarm data (19) are recorded and a first drivable path (15) and a second drivable path (16) are determined from it, wherein the first drivable path (15) runs in the direction of travel (4) of the motor vehicle (7) in a lane (2) driven on by the motor vehicle (7) and the second drivable path (16) runs in an adjacent lane (3) to this lane (2), and - if the distance (17) and / or the change in distance (17) between the first drivable path (15) and the second drivable path (16) is less than a predetermined distance threshold (21), the trigger sensitivity for the front collision assist system (12) is reduced in a predetermined manner. Method (18) according to claim 1, characterized in that, based on at least one predetermined criterion, it is determined whether the course of the first drivable path (15) is consistent with driving around a stationary obstacle (5) at the edge of the lane (2) driven on by the motor vehicle (7), and only if this is the case, is the trigger sensitivity reduced. Method (18) according to one of the preceding claims, characterized in that the distance threshold (21) and / or the reduced trigger sensitivity to be set is predetermined by a corresponding multidimensional characteristic map (21).Method (18) according to claim 3, characterized in that. The characteristic map (21) has as a dimension the speed of the motor vehicle (7), the road type of the road comprising the lane (2) traveled by the motor vehicle (7) and the adjacent lane (3), a local road width and / or a local lane width. A method (18) according to one of the preceding claims, characterized in that, for the cases where the adjacent lane (3) is provided for the same direction of travel (4) or for the opposite direction of travel (4) as the lane (2) traveled by the motor vehicle (7), two different distance threshold values ​​(21) are specified and / or the trigger sensitivity is reduced to different degrees.Method (18) according to any one of the preceding claims, characterized in that, in the case where the lane (2) driven by the motor vehicle (7) and the adjacent lane (3) are intended for the same direction of travel (4), the method (18) is only applied if the lane (2) driven by the motor vehicle (7) is located to the right of the adjacent lane (3) in right-hand traffic in the direction of travel (4) or to the left of the adjacent lane (3) in left-hand traffic in the direction of travel (4). Method (18) according to any one of the preceding claims, characterized in that the curvature of the lane (2) is determined and the trigger sensitivity is reduced only if the curvature is less than a predetermined maximum curvature. Method (18) according to any one of the preceding claims, characterized in that. Driver data is recorded that characterizes the driver's readiness to manually control the motor vehicle (7) in a situationally appropriate manner, and the trigger sensitivity is only reduced if the readiness corresponds to at least a predefined minimum readiness level. Front collision assistance system (12) for a motor vehicle (7), comprising a processor unit (13) and a computer-readable interface coupled thereto. Data storage device (14), wherein the front collision assistance system (12) is configured to perform a method (18) according to one of the preceding claims. Motor vehicle (7), comprising environmental sensors (8, 9) for recording environmental data, a communication device (12) for wirelessly receiving swarm data (19), and a front collision assistance system (12) according to claim 9.

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