Method for operating a motor vehicle, driver assistance system for a motor vehicle, and motor vehicle having a driver assistance system

Abstract

The invention relates to a method for operating a motor vehicle (10) when traveling a route section (12), the expected profile of which is described by route profile data (28). The route profile data (28) and the expected profile of the route section (12) are provided in the motor vehicle (10). When traveling a first subsection (14) of the route section (12), driving dynamics sensors (32) of the motor vehicle (10) record driving dynamics data that describe at least a longitudinal and / or transverse acceleration of the motor vehicle (10) when traveling the first subsection (14). An actual profile of the first subsection (14) is derived from the driving dynamics data, wherein a deviation of the actual profile from the expected profile is determined for the first subsection (14). The route profile data (28) are assessed taking the deviation into consideration, wherein, if the deviation is within a predetermined tolerance range, the route profile data (28) are assessed as plausible, and a driving parameter, when traveling further remaining subsections (20) of the route section (12), is adapted on the basis of the plausible route profile data (28).

Description

[0001] Description

[0002] Method for operating a motor vehicle, driver assistance system for a motor vehicle and motor vehicle with a driver assistance system

[0003] The invention relates to a method for operating a motor vehicle, wherein the motor vehicle is assisted by a driver assistance system when traveling along a predetermined route section, in particular when traveling along a curved route section. The assistance can, for example, comprise preventing the motor vehicle from entering a curve along the route section at an excessive speed or from traveling through the curve at an excessive speed. The invention also relates to such a driver assistance system and to a motor vehicle having such a driver assistance system. Further aspects of the invention are directed to a computer program and to a computer-readable storage medium on which the computer program is stored. The computer program comprises instructions that cause the driver assistance system according to the invention to execute the method steps of the method according to the invention.

[0004] Excessive cornering speed is known to lead to unsafe or uncontrolled operation of a motor vehicle in traffic. Therefore, systems known as predictive ESC (electronic stability control) systems are known in the art and can help prevent excessive cornering speed for a motor vehicle.

[0005] In this context, DE 10 2017 212 254 A1, for example, describes predictive route guidance for a vehicle. This involves determining a curve along a road the vehicle is to travel from digital map material. The curve is then approximated by setting a start point and an end point, with a clothoid segment connecting the start and end points sweeping an angle specified by the curve. While the vehicle negotiates the curve, driving dynamics data is recorded and used to adapt the vehicle's further travel path to the actual curve. The originally selected clothoid segment is therefore continuously corrected while negotiating the curve and thus adapted to the digital map data assumed to be correct.The disadvantage here is that if the digital map data is inaccurate or unreliable, the originally selected clothoid segment is also inaccurate or deviates from the actual curve.

[0006] In general, other known predictive ESC systems often have the problem that they predict or predict a curve based on map data, whereby the reliability of the map data can only be guaranteed to a limited extent.

[0007] In this context, for example, DE 10 2017 001 709 A1, DE 10 2009 041 580 A1, and WO 2013 / 011 058 A1 describe the verification of existing map data using camera sensors of a motor vehicle. When driving along a section of road depicted by the map data, the vehicle records this section with the camera sensors. A comparison between map data and camera sensor data is then intended to lead to the verification or falsification of the map data.

[0008] A disadvantage of using camera sensors is that they cannot reliably detect the road layout due to, for example, restricted visibility. This can occur in heavy rain, fog, spray, and / or darkness. The data captured by the camera sensors often does not provide a reliable basis for verifying existing map data due to road markings being missing or obscured by dirt or snow. Furthermore, a camera sensor can also mistakenly interpret tar seams, skid marks, or tire prints on wet roads as road markings, in which case any road layout derived from these supposed road markings will naturally be inaccurate.

[0009] The use of map data for the purpose of predictive ESC is therefore only partially reliable and verification of such map data may also be problematic under certain circumstances.

[0010] An object of the present invention is therefore to provide a reliable method for operating a motor vehicle when driving on a predetermined and in particular curved section of road.

[0011] This object is achieved by the subject matter of the independent patent claims. Advantageous developments of the invention are described by the dependent patent claims, the following description, and the figures. The invention provides a method for operating a motor vehicle while traveling along a predetermined route section. An expected course of the route section is described by known route data.

[0012] According to the invention, a driver assistance system of the motor vehicle carries out the method steps described below.

[0013] First, the known route data is provided in the vehicle as digital map data. This can be done, for example, by a navigation module of the driver assistance system. The map data can be stored in the navigation module or retrieved by the navigation module from a server device external to the vehicle via a communication connection.

[0014] The expected course of the predetermined route section to be traveled by the motor vehicle is then derived from the digital map data. In other words, a computing device of the driver assistance system can, for example, use the digital map data to derive the layout of the route or the road layout along the route section to be traveled. In particular, consideration can be given to whether there are one or more curves along the expected route and / or the radius of the curves.

[0015] According to the invention, when driving along a first section of the route, the driver assistance system activates driving dynamics sensors of the motor vehicle to record driving dynamics data. The first section can, for example, extend from a curve entry point or curve entry to a curve apex. The driving dynamics data describe at least a longitudinal and / or lateral acceleration of the motor vehicle when driving along the first section of the route. In particular, the aforementioned driving dynamics measured variables can be recorded from the time the motor vehicle enters a curve along the predetermined route section. In other words, when driving along the first section, the driving dynamics sensors record actual forces acting on the motor vehicle, which are significantly influenced by the course of the first section.

[0016] The recorded driving dynamics data is then used to derive the actual course of the first section of the route. In other words, the recorded driving dynamics data can be used to derive the actual course of the road within the first section, either previously traveled or currently traveled. For this purpose, the vehicle's speed along the first section and the longitudinal and / or lateral acceleration acting on the vehicle can be taken into account, for example.

[0017] For the course of the first section of the predetermined route section, both the course information from the digital map data (the expected course) and the information derived from the recorded driving dynamics data (the actual course) are now available.

[0018] In a further process step, the driver assistance system determines any deviation between the actual route and the expected route for the first section. In other words, it determines whether the actual route deviates from the expected route for the first section, i.e., the section of the route already traveled.

[0019] According to the invention, the known route data for the entire route section is evaluated taking the deviation into account. In other words, the known route data, in particular the digital map data, are evaluated for the entire route section to determine whether they correspond to the actual route within the first subsection already traveled. In other words, the determined deviation is extrapolated or transferred to the entire route section. If the deviation for the first subsection lies within a predetermined tolerance range, the known route data for the entire route section are evaluated as plausible. Therefore, the described evaluation can also be referred to as a plausibility check of the known route data.

[0020] If the known route data has been assessed as plausible, at least one driving parameter for the motor vehicle is adjusted when driving further remaining sections of the entire route section, depending on the route data. Preferably, the adjustment takes place exclusively on the basis of the route data. Therefore, the motor vehicle will be operated based on the digital map data in the future, provided that the tolerated deviation within which the route data is assessed as plausible exists within the first section. The route data can describe not only a curved route of the route section, but also include information about a road gradient and / or a gradient.In other words, the potentially uncertain map data is made plausible by measurement data recorded in the vehicle, whereby the measurement data record the driving dynamics of the vehicle and are influenced by the course of the road, for example by the radius of curvature of a curve being driven through.

[0021] Preferably, the aforementioned driving dynamics parameters, such as yaw rate and / or lateral acceleration, are recorded from the entry into the curve until the apex is reached. A check is then carried out to determine whether the expected curve path derived from the map data is plausible in relation to these driving dynamics parameters. This plausibility check is therefore carried out over a longer section of the curve, preferably up to a braking intervention point, which, for example, is located at or near the apex of the curve.

[0022] The inventive use of the vehicle dynamics measurement variables is advantageous because corresponding vehicle dynamics sensors are present in almost every vehicle equipped with an ESC system. Furthermore, the reliability of these sensors is very high because they are part of the safety-relevant ESC system. Furthermore, the equipment rate of ESC systems is very high, with almost every new vehicle being equipped with an ESC system. Yaw rate and / or lateral acceleration can thus be measured safely and reliably, and this can be achieved with a very high equipment rate in existing vehicle fleets.

[0023] The inventive evaluation or plausibility check of the known route data can be specified using a confidence measure for the route data. Based on this confidence measure, the driver assistance system can then decide whether the known route data or map data are sufficiently reliable to operate the motor vehicle in the further course of the route section based on the route data.

[0024] The invention also includes embodiments which provide additional advantages.

[0025] One embodiment provides that when driving along the first sub-section, the driver assistance system additionally controls environmental sensors of the motor vehicle to record environmental data, wherein the environmental data describes the actual course of at least one of the further sub-sections. In other words, while driving along the first sub-section, not only can the driving dynamics data be recorded which describe the actual course of the first sub-section, but additional environmental data can be recorded which predictively describe the actual course of at least one of the further, ahead sub-sections. The actual course of the at least one further sub-section can then be derived from the environmental data. The deviation of the actual course from the expected course can then be determined for the at least one further sub-section.This deviation is then taken into account when evaluating the known route data. In other words, the known route data is evaluated or verified not only based on the driving dynamics data already recorded for the first section, but also based on the environmental data recorded for the subsequent sections. The environmental sensors can, for example, be camera sensors on the motor vehicle, which can be configured to optically record the further course of the road along at least one further section. Using the environmental data, the known route data can be verified even more reliably.

[0026] An advantageous development provides that the environmental data additionally or alternatively also include data that was recorded by other vehicles during a previous trip along the first and / or at least one further section. In other words, the environmental data can contain so-called swarm data that has already been recorded by said other vehicles. This swarm data can, for example, be available or made available for download to the motor vehicle on an internet-based server device. For example, it can be provided that an automated retrieval of the swarm data takes place via a communication connection between the motor vehicle, in particular the driver assistance system, and said server device as soon as the motor vehicle is on the known section of the route.By incorporating data from third-party vehicles, the evaluation or plausibility check of known route data can be further improved. For this purpose, the data from the third-party vehicles can also be transmitted to the vehicle via established car-to-car communication connections.

[0027] A further development provides that the evaluation of the known route data depends on whether differences in the deviations between the actual and expected route are determined for the first and at least one further section. For example, it may happen that no or only a tolerable deviation is determined between the actual and expected route in the first section, whereas a large deviation is determined in a further section. In other words, the actual route within the first section, which is derived from the driving dynamics data described above, can correspond very well with the expected road route from the digital map data. This initially speaks in favor of evaluating the route data as plausible for the further operation of the motor vehicle or assigning it a high degree of confidence.Accordingly, the route data could be used to adjust the driving parameters. However, if there is a significant deviation from the expected road course in at least one further section, the actual course of which is determined using, for example, the camera sensors described above, a lower confidence level can be assigned to the known route data. However, if the differences in the deviations are small, for example, within a predetermined tolerance range, all data sources (here: driving dynamics data, environmental data, and map data) can be classified as consistent. This can further increase the already high confidence level for the known route data. In other words, in the last-described case, both the driving dynamics data and the environmental data confirm the expected course of the route section determined from the map data.The confidence level for the road ahead is therefore high.

[0028] A further development provides for at least one driving parameter to be adjusted depending on the described differences in the deviations. In other words, the severity of the adjustment can be graded depending on the differences. If the differences are particularly large, i.e., if the individual data sources contradict each other, the confidence level decreases, and the adjustment of the driving parameter can therefore only be carried out to a very limited extent with reliability based on the confidence level. If the confidence level decreases, for example, only a moderate speed reduction can be implemented if necessary. If the confidence level is high, i.e., if the differences are small, a significant speed reduction can also be implemented if necessary, provided excessive cornering speed is detected.

[0029] A further development provides that the deviations between the actual and expected road course along the first and at least one further sub-section are weighted differently to evaluate the known route data. As described above, a large deviation in the first sub-section means that the driving dynamics data and the map data do not match. A large deviation in the at least one further sub-section, on the other hand, means that the environmental data and the map data do not match. According to the further development described here, these deviations are to be weighted differently when evaluating the known route data. In this case, the driving dynamics data can preferably be given the comparatively highest reliability.Accordingly, a deviation in the first sub-section can be given a higher weighting when evaluating the known route data than a deviation in at least one further sub-section. If essentially the same deviations occur in all sub-sections of the entire route section, this indicates that the map data is incorrect or unreliable. However, since the digital map data is an important data source for predicting the course of the curve, the confidence level can generally be classified as low in this case. In conjunction with the further developments described above, only a minor adjustment of the driving parameter, for example the current speed of the vehicle, can be made if necessary.

[0030] According to an advantageous further development, at least one driving parameter is adjusted taking the described weighting into account. In this case, it may also be the case that no adjustment of the driving parameter is possible at all because the confidence level of the known road profile data is too low.

[0031] An advantageous development provides that, when deriving the actual course of the first and / or at least one further sub-section, currently prevailing environmental conditions that influence the driving dynamics data and / or the environmental data are taken into account. In other words, it can be taken into account whether current visibility conditions negatively influence the data acquisition by a camera sensor. Alternatively or additionally, it can be taken into account whether road grip due to currently slippery road conditions negatively influences the acquisition of the driving dynamics data. This advantageously allows the at least one driving parameter to be adapted not only to the actual course of the route section to be traveled, but also to take into account the currently prevailing conditions.

[0032] An advantageous development provides that the driver assistance system performs a fully or partially autonomous intervention in the current driving operation of the motor vehicle to adapt the at least one driving parameter. The intervention preferably comprises transmitting a deceleration request to a braking control system of the motor vehicle and / or transmitting a steering request to a steering system of the motor vehicle and / or transmitting an acceleration request to an acceleration control system of the motor vehicle and / or transmitting an adjustment request to an adjustment system of a lighting device of the motor vehicle.

[0033] For use cases or application situations that may arise during the method and which are not explicitly described here, it may be provided that, in accordance with the method, an error message and / or a request to enter user feedback is issued and / or a default setting and / or a predetermined initial state is set.

[0034] A further aspect of the invention relates to a driver assistance system for implementing the method for operating a motor vehicle when traveling along a predetermined route section according to one of the previously described embodiments. Here, an expected course of the route section is described by known route data.

[0035] The driver assistance system according to the invention comprises a navigation module designed to provide the known route data in the form of digital map data in the motor vehicle and to derive the expected course of the route section to be traveled by the motor vehicle from the digital map data. The driver assistance system also comprises a sensor system or is designed to control the sensor system. The sensor system comprises at least one driving dynamics sensor designed to record driving dynamics data when the motor vehicle travels a first partial section of the route section, wherein the driving dynamics data describe at least a longitudinal and / or a lateral acceleration of the motor vehicle when traveling the first partial section of the route section.

[0036] The driver assistance system also comprises a computing device which is designed to derive an actual course of the first subsection of the route section from the recorded driving dynamics data, to determine a deviation of the actual course from the expected course for the first subsection, and to carry out an evaluation of the known route course data taking into account the deviation, wherein, if the deviation lies within a predetermined tolerance range, the known route course data are evaluated as plausible by the computing device.

[0037] A computing device can be understood, in particular, as a data processing device that contains a processing circuit. The computing device can therefore, in particular, process data to perform computing operations. This may also include operations for performing indexed access to a data structure, for example, a look-up table (LUT).

[0038] The computing unit may, in particular, contain one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more single-chip systems (SoCs). The computing unit may also contain one or more processors, for example one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The computing unit may also include a physical or virtual network of computers or other of the aforementioned units.

[0039] In various embodiments, the computing unit includes one or more hardware and / or software interfaces and / or one or more memory units.

[0040] A memory unit can be a volatile data memory, for example a dynamic random access memory (DRAM) or a static random access memory (SRAM), or a non-volatile data memory, for example a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or flash EEPROM, a ferroelectric random access memory (FRAM), a magnetoresistive random access memory,MRAM (magnetoresistive random access memory) or phase-change random access memory (PCRAM).

[0041] According to the invention, the driver assistance system is designed to adapt at least one driving parameter for the motor vehicle when driving on further remaining, in particular future, sections of the route section depending on the plausible route data.

[0042] An advantageous development of the driver assistance system provides that the described sensor system additionally comprises environmental sensors which are designed to record environmental data which describe the actual course of at least one of the further subsections.

[0043] An environmental sensor system can be understood, for example, as a sensor system capable of generating sensor data or sensor signals that map, represent, or reproduce an environment. In particular, the ability to detect electromagnetic or other signals from the environment is not sufficient for a sensor system to be considered an environmental sensor system. For example, cameras, radar systems, lidar systems, or ultrasonic sensor systems can be considered environmental sensor systems.

[0044] According to the embodiment described here, the computing device is designed to derive the actual course of the at least one further sub-section from the environmental data, to determine the deviation of the actual course from the expected course for the at least one further sub-section and to take the deviation into account when evaluating the known route data.

[0045] A further aspect of the invention relates to a computer program comprising instructions which cause the driver assistance system according to the invention to carry out the method steps of the method according to the invention.

[0046] A further aspect of the invention relates to a computer-readable storage medium on which the computer program according to the invention is stored.

[0047] A further aspect of the invention relates to a motor vehicle with a driver assistance system according to the invention. The invention also includes further developments of the driver assistance system according to the invention, the computer program according to the invention, and / or the motor vehicle according to the invention, which have features as already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the driver assistance system according to the invention, the computer program according to the invention, and / or the motor vehicle according to the invention are not described again here.

[0048] The invention also includes combinations of the features of the described embodiments.

[0049] Exemplary embodiments of the invention are described below. Shown are:

[0050] Fig. 1 is a schematic representation of a motor vehicle driving along a predetermined section of road;

[0051] Fig. 2 is a schematic representation of a driver assistance system for carrying out a method for operating a motor vehicle when driving along a predetermined route section; and

[0052] Fig. 3 is a schematic representation of a method for operating a motor vehicle when driving along a predetermined route section.

[0053] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also considered components of the invention, either individually or in a combination other than that shown. Furthermore, the described exemplary embodiments can also be supplemented by further features of the invention already described.

[0054] In the figures, functionally identical elements are provided with the same reference numerals.

[0055] Fig. 1 shows a schematic representation of a motor vehicle 10 traveling along a predetermined route section 12. In the situation depicted here, the predetermined route section 12 is a curve in a road. In the situation depicted in Fig. 1, the motor vehicle 10 is currently located within a first subsection 14 of the route section 12, wherein the first subsection 14 extends between a curve entry point 16 and a curve apex 18. A further subsection 20 adjoins the first subsection 14. In the example shown here, the further subsection 20 extends between the curve apex 18 and a curve exit point 22.

[0056] The example shown in Fig. 1 may be based on the situation that the motor vehicle 10 is equipped with a driver assistance system 24 (see Fig. 2), which may, for example, be designed to carry out a braking intervention at the curve apex 18 if the motor vehicle 10 exceeds a predetermined limit speed there.

[0057] Within the first subsection 14, for example, driving dynamics sensors 32 (see Fig. 2) of the motor vehicle 10 can record driving dynamics data while driving through the first subsection 14 and derive from these data an actual course of the first subsection 14 of the route section 12. This course can be compared with an expected course for the first subsection 14, whereby a deviation between the actual and the expected course can be determined based on the comparison.

[0058] If the deviation lies within a predetermined tolerance range, route data 28 (see Fig. 2), which describe the expected route, can be assessed as plausible. These route data 28, assessed as plausible, can then be used by the motor vehicle 10 to travel the further section 20.

[0059] Fig. 2 shows a schematic representation of a driver assistance system 24 with reference to the components identified and described in connection with Fig. 1. The driver assistance system 24 is designed to operate a motor vehicle 10 while traveling along a predetermined route section 12. The driver assistance system 24 comprises a navigation module 26, which can be designed to provide route data 28 describing the predetermined route section 12 in the form of digital map data in the motor vehicle 10.

[0060] The driver assistance system 24 also includes a sensor system 30, which, in the embodiment shown here, includes at least one vehicle dynamics sensor 32 and at least one environment sensor 34. The driver assistance system 24 also includes a computing device 36.

[0061] The navigation module 26 can be designed to derive an expected course of the route section 12 to be traveled by the motor vehicle 10 from the route data 28 and to transmit this expected course to the computing device 36.

[0062] The sensor system 30 can be designed to transmit driving dynamics data to the computing device 36, wherein the driving dynamics data can have been detected by the driving dynamics sensor 32 when driving along a first partial section 14 of the route section 12.

[0063] In addition, the sensor system 30 can be designed to transmit environmental data to the computing device 36, wherein the environmental data can have been detected by the at least one environmental sensor 34 and describe an actual course of a further subsection 20 of the predetermined route section 12.

[0064] In the computing device 36, the map data, the driving dynamics data, and / or the environmental data can be combined to check the plausibility of the map data. Based on the plausibility check, a confidence measure for the map data can be determined, and the computing device 36 can use the confidence measure to determine the extent to which at least one driving parameter for the motor vehicle 10 should be adjusted when traveling along the further subsection 20.

[0065] Fig. 3 shows a schematic representation of a method for operating a motor vehicle 10 with reference to the components designated and described in connection with Figs. 1 and 2. The method relates to the driving of a predetermined route section 12 by the motor vehicle 10, wherein an expected course of the route section 12 is described by known route data 28.

[0066] In a method step S1, a driver assistance system 24 of the motor vehicle 10 provides the known route data 28 in the motor vehicle 10 as digital road maps or map data. In a method step S2, the expected course of the route section 12 to be traveled by the motor vehicle 10 is derived from the digital map data. In a step S3, when traveling along a first partial section 14 of the route section 12, driving dynamics sensors 32 of the motor vehicle 10 are activated by the driver assistance system 24 to record driving dynamics data, wherein the driving dynamics data describe at least a longitudinal and / or a lateral acceleration of the motor vehicle 10 when traveling along the first partial section 14 of the route section 12. In a method step S4, an actual course of the first partial section 14 of the route section 12 is derived from the recorded driving dynamics data.In a method step S5, a deviation of the actual route from the expected route is determined for the first subsection 14. In a method step S6, the known route data 28 are evaluated taking the deviation into account. If the deviation lies within a predetermined tolerance range, the known route data 28 are assessed as plausible. Finally, in a method step S7, at least one driving parameter for the motor vehicle 10 is adjusted when driving on further remaining subsections 20 of the route section 12 depending on the plausible route data 28.

[0067] The following Table 1 shows how the driving dynamics data of, for example, yaw rate and lateral acceleration together with the data of an environment sensor 34, for example a front camera of the motor vehicle 10, can be used to check the plausibility of the map data, which adjustments to the driving parameter, in particular which speed reduction, can be made, and how contradictions between the data of the digital map, the front camera 34 and the driving dynamics sensors 32 can be dealt with (iO: in order; niO: not in order).

[0068] In Case 1, all data sources are consistent. The confidence level for the upcoming curve is high. Therefore, a significant speed reduction can be implemented if necessary, provided excessive cornering speed has been detected.

[0069] In case 2, the camera 34 is "lying," meaning that the data from the digital map and the vehicle dynamics sensors 32 contradict the data from the camera 34. The previous curve path is confirmed by the data from the vehicle dynamics sensors 32. However, the contradiction with the camera data reduces the confidence level, so that only a moderate speed reduction can be implemented if necessary.

[0070] In case 3, the map is "lying," i.e., the data from the front camera 34 and the driving dynamics sensors 32 contradict the data from the digital map. However, since the digital map can be the most important data source for predicting the course of the curve, the confidence level drops to "low," so that only a slight reduction in speed can be made if necessary. In case 4, the map and the camera 34 are "lying," i.e., the data from the driving dynamics sensors 32 contradict the data from the front camera 34 and the digital map. As a result, the confidence level for the upcoming curve again drops to "low," so that only a slight reduction in speed can be made if necessary.

[0071] In the described combination of cases 1 to 4, it is assumed that the driving dynamics sensors 32 are very reliable and do not "lie." The software algorithm for determining the confidence measure is not aware per se that a sensor 32 is "lying." Only the inconsistencies in the measured data are detectable by the algorithm. The method can also be supplemented with data from other vehicles driving ahead, determined via environmental sensors 34. This data source can also be used to deduce the course of the curve ahead, provided that such other vehicles are present. The "low" speed reduction can also mean that no speed reduction at all is possible. This can be the case, in particular, for the described case 4.

[0072] Table 1 Thus, the described method can be used to calculate a confidence measure for the course of the upcoming curve section. By using data sources not only from digital maps and environmental sensors (e.g., front camera), but also from the much more reliable data from vehicle dynamics sensors (e.g., for yaw rate and lateral acceleration), a significantly higher confidence measure for the course of the upcoming curve section can be determined. This allows for a greater reduction in speed at excessive cornering speeds, which significantly increases the efficiency of a predictive ESC system.

[0073] Overall, the examples show how the invention can provide a reliable method for operating a motor vehicle when driving along a predetermined section of road, in particular a curved section of road.

[0074] List of reference symbols

[0075] Motor vehicle Route section First section Curve entry point Curve apex Further section Curve exit point Driver assistance system Navigation module Route data Sensor system Driving dynamics sensor Environment sensor

[0076] computing device

Claims

Patent claims 1. A method for operating a motor vehicle (10) when driving along a predetermined route section (12), wherein an expected course of the route section (12) is described by known route course data (28), wherein a driver assistance system (24) of the motor vehicle (10) - the known route data (28) are provided in the motor vehicle (10) as digital map data, - the expected course of the route section (12) to be travelled by the motor vehicle (10) is derived from the digital map data, - when driving along a first section (14) of the route section (12), driving dynamics sensors (32) of the motor vehicle (10) are activated to record driving dynamics data, wherein the driving dynamics data describe at least a longitudinal and / or a lateral acceleration of the motor vehicle (10) when driving along the first section (14) of the route section (12), - an actual course of the first section (14) of the route section (12) is derived from the recorded driving dynamics data, - for the first section (14) a deviation of the actual course from the expected course is determined, and - taking the deviation into account, an evaluation of the known route data (28) is carried out, wherein, if the deviation lies within a predetermined tolerance range, the known route data (28) are evaluated as plausible, and - at least one driving parameter for the motor vehicle (10) is adapted when driving on further remaining sections (20) of the route section (12) as a function of the plausible route data (28).

2. Method according to claim 1, wherein the driver assistance system (24) - when driving along the first section (14), additional environmental sensors (34) of the motor vehicle (10) are activated to record environmental data, the environmental data describing the actual course of at least one of the further sections (20), - the actual course of the at least one further subsection (20) is derived from the environmental data, - for the at least one further section (20) the deviation of the actual course from the expected course is determined, and - the deviation is taken into account when evaluating the known route data (28).

3. The method according to claim 2, wherein the environmental data additionally or alternatively comprise data which were recorded by other vehicles when previously driving through the first subsection (14) and / or the at least one further subsection (20).

4. Method according to one of claims 2 or 3, wherein the evaluation of the known route data (12) is carried out depending on whether differences in the deviations between the respective actual and expected route are determined for the first sub-section (14) and the at least one further sub-section (20).

5. The method according to claim 4, wherein the at least one driving parameter is adjusted depending on the differences.

6. Method according to one of claims 2 to 5, wherein the deviations between the actual and expected route along the first subsection (14) and the at least one further subsection (20) are weighted differently for evaluating the known route data (12).

7. The method according to claim 6, wherein the at least one driving parameter is adjusted taking into account the weighting.

8. Method according to one of claims 2 to 7, wherein when deriving the actual course of the first subsection (14) and / or of the at least one further subsection (20), currently prevailing environmental conditions influencing the driving dynamics data and / or the environmental data are taken into account.

9. Method according to one of the preceding claims, wherein the driver assistance system (24) carries out a fully or partially autonomous intervention in a current driving operation of the motor vehicle (10) in order to adapt the at least one driving parameter.

10. The method according to claim 9, wherein the intervention comprises at least one of the following: a transmission of a deceleration request to a brake control system of the motor vehicle (10), a transmission of a steering request to a steering system of the motor vehicle (10), a transmission of an acceleration request to an acceleration control system of the motor vehicle (10), a transmission of an adjustment request to an adjustment system of a lighting device of the motor vehicle (10).

11. Driver assistance system (24) for carrying out the method for operating a motor vehicle (10) when driving along a predetermined route section (12) according to one of the preceding claims, wherein an expected course of the route section (12) is described by known route data (28), the driver assistance system (24) comprising - a navigation module (26), wherein the navigation module (26) is designed to provide the known route data (28) in the form of digital map data in the motor vehicle (10) and to derive the expected course of the route section (12) to be traveled by the motor vehicle (10) from the digital map data, - a sensor system (30) with at least one driving dynamics sensor (32) which is designed to detect driving dynamics data when the motor vehicle (10) travels along a first section (14) of the route section (12), wherein the driving dynamics data describe at least a longitudinal and / or a lateral acceleration of the motor vehicle (10) when traveling along the first section (14) of the route section (12), - a computing device (36) which is designed to derive an actual course of the first sub-section (14) of the route section (12) from the recorded driving dynamics data, to determine a deviation of the actual course from the expected course for the first sub-section (14), and to carry out an evaluation of the known route data (28) taking the deviation into account, wherein, if the deviation lies within a predetermined tolerance range, the known route data (28) are evaluated as plausible by the computing device (36), wherein the driver assistance system (24) is designed to determine at least one driving parameter for the motor vehicle (10) when driving on further remaining To adapt subsections (20) of the route section (12) depending on the plausible route data (28).

12. Driver assistance system (24) according to claim 11, wherein the sensor system (30) additionally comprises environmental sensors (34) which are designed to detect environmental data which describe the actual course of at least one of the further sub-sections (20), wherein the computing device (36) is designed to derive the actual course of the at least one further sub-section (20) from the environmental data, to determine the deviation of the actual course from the expected course for the at least one further sub-section (20), and to take the deviation into account when evaluating the known route data (28).

13. Computer program comprising instructions which cause the driver assistance system (24) according to one of claims 11 or 12 to carry out the method steps according to the method according to one of claims 1 to 10.

14. A computer-readable storage medium on which the computer program according to claim 13 is stored.

15. Motor vehicle (10) with the driver assistance system (24) according to one of claims 11 or 12.

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