Method and device for planning a lane change of a vehicle

Abstract

The invention relates to a method for planning a lane change of a vehicle (2) from an acceleration path (BS), on which the vehicle (2) is accelerated, to an adjacent lane (FS), wherein the topology of the acceleration path (BS) is taken into account in order to determine the acceleration of the vehicle (2) that can be achieved on the acceleration path (BS). According to the invention, a capturing region (EB) of at least one rear-facing environment-capturing sensor (3) of the vehicle (2) is adapted according to the topology of the acceleration path (BS) and / or of a portion of the adjacent lane (FS) that lies behind. The invention also relates to a device (1) for planning a lane change of a vehicle (2).

Description

[0001] Daimler Truck AG Dr. Riege

[0002] April 19, 2023

[0003] Method and device for planning a lane change of a vehicle

[0004] The invention relates to a method for planning a lane change of a vehicle according to the features of the preamble of claim 1 and a device for planning a lane change of a vehicle.

[0005] A method for optimizing maneuver planning for autonomous vehicles is known from the prior art, as described in DE 102017200580 A1. The method comprises a planning level that is divided into at least three different abstraction levels for all planning layers of the planning level. A combination of continuous planning and semantic information is used by grouping several determined maneuver options and evaluating the success of each maneuver option, taking into account uncertainties in the behavior of other road users, in order to select the best strategy for implementation.

[0006] EP 3 854 646 A2 describes systems and methods for navigating with safe distances. At least one processing device is programmed to receive an image representing an environment of the ego vehicle, determine a planned navigation action for the ego vehicle, analyze the image to identify a target vehicle with a direction of travel toward the ego vehicle, and determine a distance between the ego vehicle and the target vehicle that would result if the planned navigation action were performed.The at least one processing device further determines a braking distance for the ego vehicle based on a braking rate, a maximum acceleration capability, and a current speed of the ego vehicle, a braking distance for the target vehicle based on a braking rate, a maximum acceleration capability, and a current speed of the target vehicle, and implements the planned navigation action if the determined distance is greater than a sum of the braking distances for the ego vehicle and the target vehicle.

[0007] DE 102016205152 A1 discloses a driver assistance system for assisting a driver in driving a vehicle. The driver assistance system comprises at least one sensor configured to at least partially detect a driving situation of a vehicle, and at least one first data interface for reading traffic data from a route ahead. Furthermore, the driver assistance system comprises at least one second data interface for reading roadway data, in particular the topography and / or roadway profile of a roadway section ahead and / or a roadway section behind.A prediction module of the driver assistance system is configured to dynamically simulate at least one future driving scenario based on the current driving situation, the traffic data, and the roadway data, and in turn to dynamically simulate and output possible trajectories of the vehicle based on the at least one future driving scenario. An optimization module of the driver assistance system is configured to select and output one of the possible trajectories based on at least one predetermined boundary condition that characterizes a driving style attribute of the driver assistance system. A control module is connected to the steering system, the braking system, and / or the drive system of the vehicle in such a way as to guide the vehicle based on the selected trajectory.

[0008] The invention is based on the object of specifying a method and a device for planning a lane change of a vehicle that is improved compared to the prior art.

[0009] The object is achieved according to the invention by a method for planning a lane change of a vehicle having the features of claim 1 and a device for planning a lane change of a vehicle having the features of claim 8.

[0010] Advantageous embodiments of the invention are the subject of the subclaims.

[0011] In a method for planning a lane change of a vehicle from an acceleration section on which the vehicle is being accelerated to an adjacent lane, it is provided in particular that an achievable acceleration of the vehicle on the acceleration section is determined, wherein a topology of the acceleration section is taken into account for this purpose. The method is carried out in particular in the vehicle, in particular by the vehicle and / or by a device arranged in the vehicle. The vehicle is in particular a commercial vehicle, in particular a truck. The vehicle is in particular designed and configured to carry out automated, in particular partially automated, highly automated or autonomous, ferry operation.

[0012] According to the invention, a detection range of at least one rearward-facing environmental detection sensor of the vehicle is adapted depending on the topology of the acceleration section and / or depending on a topology of a rearward section of the adjacent lane. The at least one rearward-facing environmental detection sensor is, in particular, designed, arranged, and aligned on the vehicle in such a way that the adjacent lane, in particular an area of ​​the adjacent lane located behind the at least one environmental detection sensor or at least behind the vehicle, in particular the rearward section of the adjacent lane, is detected by means of this environmental detection sensor, in particular by means of its detection range. This corresponds, in particular, to the so-called shoulder check of a human driver when changing lanes.The detection range of the environmental detection sensor is also called frustrum.

[0013] In the solution according to the invention, the topology is therefore advantageously included in the lane change planning and in particular also in the lane change execution. The solution according to the invention is particularly advantageous when the acceleration section is a downhill or uphill section, since the achievable acceleration of the vehicle then changes compared to a level, i.e. horizontal, acceleration section. On the level acceleration section, the achievable acceleration of the vehicle is achieved solely by a drive arrangement of the vehicle, i.e. by one or more drive units for driving the vehicle. On a downhill section, the achievable acceleration of the vehicle is greater than on the level acceleration section, since here the downhill force has an accelerating effect on the vehicle, whereby the vehicle is accelerated additionally compared to the level acceleration section.On an uphill stretch, the achievable acceleration of the vehicle is lower than on the level acceleration stretch because here the downhill force has a decelerating effect on the vehicle, whereby the vehicle accelerates less than on the level acceleration stretch. In addition, driving on a downhill or uphill stretch and the resulting orientation of the vehicle relative to the horizontal also affects the orientation of the at least one environment detection sensor and thus the orientation of its detection range. In particular, if the incline of the adjacent lane deviates from the incline of the acceleration stretch, i.e. if the adjacent lane, for example, has no downhill or uphill gradient but is aligned horizontally, this affects the area or section of the adjacent lane that can actually be detected by the environment detection sensor.Therefore, adapting the detection range depending on the topology is particularly advantageous.

[0014] The solution according to the invention thus enables improved lane change planning, especially during autonomous ferry operation, by taking the topology into account.

[0015] In one possible embodiment, a lane-changing speed is determined which the vehicle has or will have at the determined achievable acceleration at the time of the lane change when the vehicle is operated at the determined achievable acceleration, and the detection range of the at least one rear-facing environmental detection sensor of the vehicle is adapted depending on the determined lane-changing speed. This ensures a required detection range for each lane-changing speed, because the detection range must be larger, in particular longer, at lower lane-changing speeds than at higher lane-changing speeds, since at lower lane-changing speeds a relative speed to road users in the adjacent lane is greater than at higher lane-changing speeds, or at least this can be assumed.

[0016] In one possible embodiment, a length of the detection range required for the determined lane change speed is determined, and the detection range is adapted such that the adjacent lane is detected over the entire determined required length. This ensures a detection range that is sufficient for the respective lane change speed. A starting point of the required length is, in particular, an origin of the detection range, i.e., the point or area at which the detection range begins at the environment detection sensor. In one possible embodiment, a camera, for example a monocamera or stereo camera, is used as the rear-facing environment detection sensor. Alternatively, other environment detection sensors, such as radar, lidar, or ultrasound, can also be used.If multiple environmental detection sensors are used, they can be of the same or different types, meaning a combination of the same or different environmental detection sensors can be used. By using a camera as the environmental detection sensor, the environmental detection by the environmental detection sensor corresponds to the environmental detection of the human eye when looking over the shoulder.

[0017] In one possible embodiment, the detection range is adapted by aligning the at least one environmental detection sensor, for example, using a gimbal actuator, also referred to as a gimbal, gimbal actuator, or gimbal trim actuator. The gimbal actuator can advantageously change the orientation of the at least one environmental detection sensor in the horizontal and / or vertical direction, thereby enabling the adaptation of the detection range.

[0018] In one possible embodiment, particularly when a camera is used as the rear-facing environmental detection sensor, the detection range is adapted by adapting a focal length and / or an angle of view and / or a lens aperture angle of the at least one environmental detection sensor. This eliminates the need to change the orientation of the entire environmental detection sensor. Alternatively, it can be provided, for example, that the focal length and / or the angle of view and / or the lens aperture angle of the at least one environmental detection sensor are / is fixedly predetermined in such a way that a required detection range, in particular one determined by means of this method, is possible for all traffic scenarios, in particular topology scenarios, that may occur for the vehicle. The environmental detection sensor is then designed and configured accordingly.This is achieved in particular by designing the detection range, i.e., the frustrum, of the at least one rearward-facing environmental detection sensor according to a maximum expected road gradient and / or a maximum expected road gradient. In an environmental detection sensor designed as a camera, this can be achieved, for example, by a correspondingly large lens aperture angle. This enables, for example, software-controlled, in particular electronic and / or digital, adaptation of the detection range, for example by evaluating only a respective image area of ​​a captured image. This eliminates the need for a movement mechanism to adapt the detection range.

[0019] A device according to the invention for planning a lane change of the vehicle is designed and configured to carry out the method. The device is, in particular, arranged in the vehicle, or the vehicle is this device, i.e., the method is carried out by the vehicle and / or by the device arranged in the vehicle. The resulting advantages have already been described above with regard to the method carried out by means of the device.

[0020] In one possible embodiment, the device has a determination unit. In particular, one or more or all of the above-described determinations of the method are carried out in the determination unit. In particular, the entire method, with the exception of the adaptation of the detection range, is carried out in the determination unit. The determination unit is designed and configured for this purpose. The determination unit is designed and configured in particular to determine at least the acceleration achievable on the acceleration section and / or the required adaptation of the detection range of the at least one environmental detection sensor. Alternatively or additionally, the determination unit is designed and configured to determine the lane change speed that the vehicle has at the determined achievable acceleration at the time of the lane change and / or to determine the required length of the detection range.The resulting advantages have already been described above for the method to be carried out using the device.

[0021] In one possible embodiment, the device has at least one environmental detection sensor and / or the gimbal actuator and / or a position determination unit for determining a current position of the vehicle and / or a digital map and / or an inertial sensor and / or a speed detection sensor for detecting a speed of the vehicle. The resulting advantages have already been described above with regard to the method to be carried out using the device. The position determination unit is provided in particular for determining the current position of the vehicle using a global navigation satellite system and is designed and configured accordingly. The position determination and the digital map enable, in particular, topology information on the current position of the vehicle and the area around this current position to be read out from the digital map.The digital map therefore advantageously contains the topological information required for the process. The inertial sensors, for example, enable the determination of the gradient of the acceleration section as the vehicle travels along it. The speed detection sensors enable the current speed to be recorded and, based on the determined achievable acceleration, the lane-changing speed that the vehicle has or will have at the determined achievable acceleration at the time of the lane change.

[0022] Embodiments of the invention are explained in more detail below with reference to drawings.

[0023] Showing:

[0024] Fig. 1 schematically shows an example of a lane change of a vehicle from an acceleration section on which the vehicle is accelerated to an adjacent lane,

[0025] Fig. 2 shows a schematic example of a lane change on a flat acceleration section,

[0026] Fig. 3 shows a schematic example of a lane change on an acceleration section designed as a downhill section,

[0027] Fig. 4 schematically shows a length of a detection range of a rearward-facing environment detection sensor with a flat acceleration path,

[0028] Fig. 5 schematically shows a length of a detection range of a rearward-facing environment detection sensor in the case of an acceleration section designed as a downhill section,

[0029] Fig. 6 shows schematically another example of a lane change with an acceleration section designed as a downhill section, Fig. 7 shows schematically an example of a lane change with an acceleration section designed as an uphill section,

[0030] Fig. 8 schematically shows a vehicle, and

[0031] Fig. 9 schematically shows a device for carrying out a method for planning a lane change.

[0032] Corresponding parts are provided with the same reference numerals in all figures.

[0033] With reference to Figures 1 to 9, a method and a device 1 designed and configured to carry out the method for planning a lane change of a vehicle 2 from an acceleration section BS, on which the vehicle 2 is accelerated, to an adjacent lane FS are described below.

[0034] In the example shown, vehicle 2 is a commercial vehicle designed as a truck, more precisely a tractor, in particular a semi-trailer tractor.

[0035] The vehicle 2 is particularly designed and configured to carry out automated ferry operations, in the example shown to carry out autonomous ferry operations.

[0036] Autonomous driving requires the perception and measurement of the environment of the vehicle 2. For this purpose, the vehicle 2 has environmental detection sensors 3, 4, each of which is designed as a lidar sensor, camera, radar sensor, or ultrasonic sensor.

[0037] Especially in autonomous ferry operation, lane changes, especially when merging from the acceleration lane BS into flowing traffic on the adjacent lane FS, represent a major challenge. An example of this is shown in Figure 1.

[0038] For vehicles 2 driven by a human driver, the driver performs a shoulder check to check whether the adjacent lane FS is clear. The human driver adjusts his or her viewing distance for the shoulder check to the prevailing conditions.

[0039] When changing lanes in moving traffic, the viewing distance does not need to be very far. When merging while entering a motorway, as shown in Figure 1 as an example, starting at a low speed v, the viewing distance must be very far. The respective values ​​for the viewing distance depend on the maximum achievable acceleration, which in the case of vehicles designed as trucks 2 also depends on the load, as well as on the maximum speed of other road users VT in the adjacent lane FS. The required very far viewing distance results in particular from the very low achievable acceleration of trucks.It takes a long time until a truck has reached an acceptable speed v and can merge into the flowing traffic on the adjacent lane FS without constituting an obstacle or a hazard due to excessively high relative speeds.

[0040] The topology of the acceleration section BS, i.e., whether the acceleration section BS is flat or has an uphill or downhill gradient, has a particular influence on the achievable acceleration. The required viewing distance therefore also depends on this. Furthermore, the topology of the acceleration section BS and the topology of a section of the adjacent lane FS located behind vehicle 2 can affect the viewing distance. The human driver reacts to this by adjusting their viewing direction.

[0041] The experienced human driver thus unconsciously incorporates the topology-dependent acceleration and visibility possibilities into his lane change planning and lane change execution.

[0042] The solution described below also enables this for the automated, in particular autonomous, ferry operation of vehicle 2, which is designed in particular as a truck.

[0043] In order to be able to change lanes in automated, in particular autonomous, ferry operation, at least one of the environment detection sensors 3, 4 of the vehicle 2 is directed rearward. As shown in Figure 1, it is particularly designed, arranged, and aligned on the vehicle 2 such that this rearward-facing environment detection sensor 3 detects the adjacent lane FS, in particular an area of ​​the adjacent lane FS located behind the rearward-facing environment detection sensor 3 or at least behind the vehicle 2, in particular the rear section of the adjacent lane FS. This corresponds to the shoulder view of the human driver.

[0044] In order to take the topology into account when planning and executing lane changes, the acceleration achievable by vehicle 2 on the acceleration section BS is determined, taking into account the topology of the acceleration section BS. Furthermore, a detection range EB of the rearward-facing environmental detection sensor 3 is adapted depending on the topology of the acceleration section BS and / or depending on the topology of the rear section of the adjacent lane FS.

[0045] The detection range EB is adapted in particular when driving on an acceleration section BS designed as a downhill or uphill section compared to a flat acceleration section BS, since the achievable acceleration of the vehicle 2 then changes compared to the flat acceleration section BS.

[0046] On the level acceleration section BS, the achievable acceleration of the vehicle 2 is achieved solely by a drive arrangement of the vehicle 2, ie by one or more drive units, in particular by one or more motors, for driving the vehicle 2. The achievable acceleration is then particularly dependent on a drive power and a load of the vehicle 2. The achievable acceleration on the level acceleration section BS is therefore referred to below as self-acceleration a e designated.

[0047] Figure 2 shows an example of a lane change on a level acceleration section BS. The top view shows a top view of the acceleration section BS and the adjacent lane FS. The planned lane change is illustrated using a planned trajectory T of vehicle 2. A side view of this situation is shown in the middle, showing the existing level acceleration section BS. Below, a diagram shows the course of the speed v of vehicle 2 in relation to a traveled distance x. A lane change speed vsw, which vehicle 2 has at the time of the lane change, is marked.

[0048] On an acceleration section BS designed as a downhill section, the achievable acceleration of vehicle 2, with the same load, is greater than on the flat acceleration section BS, since the downhill force acts on vehicle 2 in an accelerating manner, causing vehicle 2 to accelerate even more than on the flat acceleration section BS. The achievable acceleration here is therefore the sum of the vehicle's own acceleration a e and a downhill acceleration resulting from the downhill force acting on vehicle 2. The downhill acceleration is calculated as follows: a h = g ■ sin(a) (1)

[0049] Where g is the acceleration due to gravity of the Earth and a is the angle of the acceleration path BS to the horizontal.

[0050] Figure 3 shows an example of a lane change on an acceleration section BS designed as a downhill section. At the top, a top view of the acceleration section BS and the adjacent lane FS is shown. The planned lane change is illustrated using the planned trajectory T of vehicle 2 shown. In the middle, a side view of this situation is shown schematically, showing the course of the acceleration section BS and the adjacent flat, i.e. horizontal, lane FS. This shows the existing acceleration section BS designed as a downhill section and its angle α to the horizontal, here to the flat adjacent lane FS. Below, a diagram shows the course of the speed v of vehicle 2 in relation to the distance traveled x. Here, too, the lane change speed vsw, which vehicle 2 has at the time of the lane change, is marked.

[0051] A comparison of Figures 2 and 3 clearly shows that the lane change speed vsw is greater on the acceleration section BS designed as a downhill section (Figure 3) than on the level acceleration section BS (Figure 2). This results from the downhill acceleration, which additionally accelerates vehicle 2 on the acceleration section BS designed as a downhill section, whereby it reaches a higher lane change speed vsw. The method described here therefore provides, in particular, for determining a length XEB of the detection area EB required for the determined lane change speed vsw and adapting the detection area EB such that the adjacent lane FS is detected over the entire determined required length XEB.

[0052] Since at higher lane change speeds vsw the relative speed to road users VT in the adjacent lane FS is lower than at lower lane change speeds vsw, a shorter length XEB of the detection zone EB is required at the higher lane change speed vsw due to the acceleration section BS designed as a downhill section according to Figure 3 than at the lower lane change speed vsw due to the level acceleration section BS according to Figure 2, as shown in the comparison of Figures 4 and 5. Figure 4 shows the example of the level acceleration section BS and Figure 5 shows the example of the acceleration section BS designed as a downhill section, with the top view from above and the side view shown below. In each case the time of the lane change, i.e. at which it is initiated, is shown, which can be seen from the planned trajectory T shown.Also shown are the detection range EB of the rearward-facing environment detection sensor 3 and its length XEB.

[0053] On an acceleration section BS designed as an uphill section, the achievable acceleration of vehicle 2, with the same load, is lower than on the flat acceleration section BS, since the downhill force has a decelerating effect on vehicle 2, causing vehicle 2 to accelerate less than on the flat acceleration section BS. The achievable acceleration here is therefore the difference between the vehicle's own acceleration a e of vehicle 2 and a downhill deceleration resulting from the downhill force acting on vehicle 2, whereby a positive value is used here, or the sum of the self-acceleration a eand a negative downhill acceleration resulting from the downhill force acting on vehicle 2, because the deceleration is a negative acceleration.

[0054] The lane change speed vsw on the uphill acceleration section BS is therefore lower than on the flat acceleration section BS. This results from the downhill acceleration, which on the uphill acceleration section BS is equal to the vehicle's own acceleration a e of vehicle 2, whereby it achieves a lower lane change speed vsw.

[0055] Accordingly, at the lower lane change speed vsw, due to the acceleration section BS being designed as an uphill section, a greater length XEB of the detection area EB is required than at the higher lane change speed vsw due to the flat acceleration section BS.

[0056] The basic idea of ​​the solution described here is therefore to determine the detection range EB for an acceleration section BS designed as a downhill section according to the downhill force in addition to the self-acceleration a e accelerating on the vehicle 2 (and the resulting higher lane change speed vsw), in particular to reduce its length XEB ZU, and in the case of an acceleration section BS designed as an uphill section, according to the slope force acting on the vehicle 2 and the self-acceleration a e reducing slope deceleration (and the resulting lower lane change speed vsw), in particular to increase its length XEB ZU.

[0057] Figure 6 shows another example, in which vehicle 2 is located in an initial area of ​​the acceleration section BS, which is designed as a downhill section. Here, too, the acceleration section BS and the adjacent lane FS are shown in Figure 6 above in a top view and in Figure 6 below in a schematic side view. Vehicle 2 is approaching a lower level of the adjacent lane FS from a higher level on the acceleration section BS, which is designed as a downhill section.

[0058] The problem here is that, due to the inclination of vehicle 2 on the acceleration section BS, which is designed as a downhill section, and the lower adjacent lane FS, the detection range EB of the rearward-facing environmental detection sensor 3 would be oriented upwards without adaptation and thus would not detect the lower adjacent lane FS. Therefore, the detection range EB of the rearward-facing environmental detection sensor 3 is adapted depending on the topology of the acceleration section BS and the topology of the rear section of the adjacent lane FS.

[0059] In the example shown, in which the acceleration section BS is designed as a downhill section leading to the lower level of the adjacent lane FS, the detection range EB is thus adapted such that a vertical extension of the detection range EB, also referred to as the vertical frustrum, extends sufficiently downward to detect the lower adjacent lane FS. The detection range EB is thus adapted in particular such that the adjacent lane FS is detected over the entire determined required length XEB.

[0060] The detection range EB can be adapted, for example, by aligning the rearward-facing environmental detection sensor 3, for example, using a gimbal actuator. Alternatively, the detection range EB, i.e., the frustrum, of the rearward-facing environmental detection sensor 3 can be designed according to a maximum expected road gradient and / or a maximum expected road gradient. For an environmental detection sensor 3 configured as a camera, this can be achieved by a correspondingly large lens aperture angle. The rearward-facing environmental detection sensor 3 used is then designed and configured accordingly.

[0061] Figure 7 shows another example, in which vehicle 2 is located in an initial area of ​​the acceleration section BS, which is designed as an uphill section. Here, too, the acceleration section BS and the adjacent lane FS are shown in Figure 7 above in a top view and in Figure 7 below in a schematic side view. Vehicle 2 is approaching a higher level of the adjacent lane FS from a lower level on the acceleration section BS, which is designed as an uphill section.

[0062] The problem here is that due to the higher level of the adjacent lane FS, the detection range EB, in particular its vertical extent, i.e. the vertical frustrum, is blocked for a very long time by the higher adjacent lane FS. Due to the low lane change speed vsw, which results from the low acceleration of the vehicle 2 due to the acceleration section BS designed as an incline, and the very late detection of the adjacent lane FS by means of the detection range EB of the rear-facing environment detection sensor 3, for example only shortly before the time of the lane change, a very large length XEB of the detection range EB is required here, as shown in Figure 7 below. The length XEB of the detection range EB is in particular greater than a length XEB required for the determined lane change speed vsw without this problem.Thus, here too, the detection range EB, in particular its length XEB, is adapted depending on the topology of the acceleration section BS and depending on the topology of the previous section of the adjacent lane FS.

[0063] Figure 8 shows the vehicle 2 with the device 1 for implementing the method. Figure 9 shows the device 1 for implementing the method. The device 1 comprises, in particular, a detection unit 5, which is designed, for example, as a control unit.

[0064] The vehicle 2, and in particular its device 1, comprises the rearward-facing environment detection sensor 3, the detection unit 5, an inertial sensor system 6, and a position determination unit 7 for determining a current position of the vehicle 2 using a global navigation satellite system. The vehicle 2 also comprises further environment detection sensors 4, a digital map 8, and actuators 9. The actuators 9 are provided, in particular, for longitudinal and lateral control of the vehicle 2. If a gimbal actuator is provided, this can also be one of the actuators 9. Each of these components can also be a component of the device 1.

[0065] In the determination unit 5 designed as a control unit, a fusion F of data from the environment detection sensors 3, 4 and a localization L of the vehicle 2 takes place, in particular by means of fused data from the environment detection sensors 3, 4 and data from the position determination unit 7 and the digital map 8. Data of the localization L are processed in a behavior planning module 10 of the determination unit 5 in order to control the actuators 9 accordingly.

[0066] The behavior planning module 10 comprises a lane change planning module 11, in which, in particular, the length XEB of the detection zone EB is determined. This length XEB depends on the current speed v of the vehicle 2, the angle a of the acceleration path BS to the horizontal, and one or more other parameters, ie, the length XEB is a conversion function of these variables. Therefore, the lane change planning module 11 includes the current speed v of the vehicle 2, the intrinsic acceleration a e of the vehicle 2 and the angle a of the acceleration section BS to the horizontal.

[0067] The current speed v of the vehicle 2 is determined, for example, by means of a speed detection sensor of the vehicle 2 and / or the device 1. The acceleration a eis predetermined, for example, depending on the load of the vehicle 2, in particular on its weight. The weight of the load and thus a total weight of the vehicle 2, which determines the acceleration a e influenced, can for example be predetermined or determined by means of a corresponding weight detection sensor system of the vehicle 2 and / or the device 1. The lane change planning module 11 receives the angle a of the acceleration section BS in particular from the digital map 8, in particular as a function of a current position of the vehicle 2 determined by means of the position determination unit 7. Alternatively or additionally, the angle a of the acceleration section BS can also be determined, for example, by means of the inertial sensor system 6 when the vehicle 2 travels the acceleration section BS.

[0068] For all lane-changing planning purposes, the required length XEB of the detection zone EB can be calculated at any time. As already mentioned above, the conversion function for determining the length XEB of the detection zone EB depends not only on the current speed v of vehicle 2 and the angle a of the acceleration path BS to the horizontal, but also on one or more other parameters, in particular on many other parameters, such as the expected relative speeds to other road users VT, i.e., on an overspeed factor, also referred to as an overspeeding factor.

[0069] List of reference symbols

[0070] 1 device

[0071] 2 vehicles

[0072] 3 rear-facing environment detection sensor

[0073] 4 additional environmental detection sensors

[0074] 5 Investigation Unit

[0075] 6 Intertial sensors

[0076] 7 Positioning unit

[0077] 8 Map

[0078] 9 Actuator

[0079] 10 Behavior Planning Module

[0080] 11 Lane change planning module a e Self-acceleration

[0081] BS acceleration track

[0082] EB detection area

[0083] F Fusion

[0084] FS lane

[0085] L Localization

[0086] TT rajectory v speed vsw lane change speed

[0087] VT of other road users x distance

[0088] XEB Length of the detection area a Angle of the acceleration path to the horizontal

Claims

Claims: Method for planning a lane change of a vehicle (2) from an acceleration section (BS), on which the vehicle (2) is accelerated, to an adjacent lane (FS), wherein a topology of the acceleration section (BS) is taken into account to determine an acceleration of the vehicle (2) achievable on the acceleration section (BS), characterized in that a detection area (EB) of at least one rearward-facing environmental detection sensor (3) of the vehicle (2) is adapted depending on the topology of the acceleration section (BS) and / or a preceding section of the adjacent lane (FS).A method according to claim 1, characterized in that a lane change speed (vsw) is determined which the vehicle (2) exhibits at the determined achievable acceleration at the time of the lane change, and the detection range (EB) of the at least one rearward-facing environmental sensing sensor (3) of the vehicle (2) is adapted as a function of the determined lane change speed (vsw). A method according to claim 2, characterized in that a lane change speed (vsw) is determined for the determined lane change speed (vsw). The required length (XEB) of the detection area (EB) is determined based on the lane change speed (vsw) and the detection area (EB) is adapted so that the adjacent lane (FS) is detected over the entire determined required length (xEß). A method according to any one of the preceding claims, characterized in that a camera is used as the rearward-facing environmental sensing sensor (3). A method according to any one of the preceding claims, characterized in that the detection range (DLR) is adapted by aligning the at least one environmental sensing sensor (3). A method according to claim 5, characterized in that the at least one environmental sensing sensor (3) is aligned by means of a gimbal actuator. A method according to any one of the preceding claims, characterized in that the detection range (DLR) is adapted by adapting a focal length and / or a field of view and / or a lens opening angle of the at least one environmental sensing sensor (3). A device (1) for planning a lane change of a vehicle (2), designed and configured for carrying out a method according to any one of the preceding claims.Device (1) according to claim 8, comprising a detection unit (5) for determining at least the acceleration achievable on the acceleration track (BS) and the necessary adaptation of the detection range (EB) of the at least one environment detection sensor (3). Device (1) according to claim 8 or 9, comprising the at least one environment detection sensor (3) and / or the gimbal actuator and / or a position determination unit (7) for determining a current position of the vehicle (2) and / or a digital map (8) and / or an inertial sensor (6) and / or a speed detection sensor for detecting a current speed (v) of the vehicle (2).

Images