Method for interrupting a lane change trajectory

Abstract

Method for interrupting a lane change trajectory, computer program product, control unit for a vehicle and vehicle. A method for interrupting a lane change trajectory (TRLC) carried out by a vehicle (100), wherein an interruption trajectory (TRInt) is calculated for multiple time steps (t1, t2) between a time (tInt) when an interruption signal is received and the time (tF_Int) when the vehicle (100) arrives at its initial lateral position (y0).

Description

[0001] METHOD FOR INTERRUPTING A LANE CHANGE TRAJECTORY

[0002] The present invention relates to a method for interrupting a lane change trajectory, a computer program product, a control unit for a vehicle, and a vehicle.

[0003] Driver assistance systems are becoming more common and can assist a driver of a vehicle in a variety of ways. Driver assistance systems are capable of performing driving maneuvers, such as lane changes, on their own. During such a lane-change maneuver, situations may occur that trigger the interruption of the lane-change maneuver, such as a faster car approaching from behind on the adjacent lane or simply the driver deciding not to continue with the lane-change maneuver. Such an interruption of the lane-change maneuver can occur at any time while carrying out the lane-change maneuver, i.e., right from starting the maneuver, when the car has not left its current lane, to when the car has nearly reached the final position at the center of the adjacent lane. When the lane-change maneuver is interrupted, the vehicle goes from its current position, anywhere on the trajectory that was planned for the lane-change maneuver, back to its initial lateral position. On the one hand, such a transition from the lane change trajectory to the initial lateral position should be carried out quickly to minimize the risk of a collision if another vehicle is approaching from behind at high velocity and on the other hand, the comfort of the driver and the passengers of the vehicle should be maintained. This means that such an interruption maneuver should be performed as quickly as possible, but also as comfortably as possible, which means in particular that a lateral acceleration of the vehicle should be relatively low.

[0004] The document WO 2022 / 157 032 A1 describes a method for determining a trajectory for a vehicle for a lane-change maneuver, in which the vehicle travels to an adjacent lane. Further, also a method for calculating a trajectory to abandon the lane-change maneuver and to move back to the center of the original lane is disclosed. Both trajectories are planned and calculated using Bezier functions. The trajectory for abandoning the lane-change maneuver is only calculated at the time and at the position of the vehicle when an interruption signal is received. Against this background, it is one object of the present invention to provide an improved method for generating an interruption trajectory when a lane-change maneuver of a vehicle is interrupted, a computer program product, a control unit for a vehicle, and a vehicle.

[0005] According to a first aspect, a method for interrupting a lane change trajectory carried out by a vehicle, wherein an interruption trajectory is calculated for multiple time steps between a time when an interruption signal is received and the time when the vehicle arrives at its initial lateral position is provided.

[0006] This method has the advantage that for each of a plurality of time steps during the interruption of the lane-change maneuver, i.e., until the vehicle returns to the center of its original lane, an interruption trajectory is calculated. By using this method to move the vehicle back to its initial lateral position at the center of the initial lane, a smooth interruption trajectory is provided that allows the interruption to be performed as quickly as possible but with a minimal impact on the driver and / or the one or more passengers of the vehicle, i.e., with a lateral acceleration as low and as constant as possible.

[0007] A lane change trajectory is calculated, for example, by a control unit or a driver assistance system of the vehicle. A lane change trajectory defines a path from the vehicle's current position, i.e., in the center of a lane, to the center of an adjacent lane. The adjacent lane may be located on the left-hand side of the vehicle or on the right-hand side of the vehicle. One or more sensor units are installed on the vehicle and their collected sensor data is used to calculate the lane change trajectory. In particular, sensor units such as cameras, radar and lidar units and their corresponding sensor data are used for the calculation. The vehicle's control unit and / or the driver assistance system of the vehicle is configured to steer the vehicle along the lane change trajectory.

[0008] While the vehicle is moving along the lane change trajectory, the sensor units of the vehicle may determine that it is no longer safe to continue along the lane change trajectory and / or the driver of the vehicle does not want to continue with the lane-change maneuver and enters an interruption signal via an interface. Therefore, a trajectory is needed along which the vehicle can move from its current position, i.e., somewhere on the lane change trajectory, back to the center of the original lane.

[0009] Accordingly, an interruption trajectory is calculated for every time step until the vehicle has again reached its initial lateral position at the center of its initial lane. The interruption trajectory may be calculated by the control unit and / or the driver assistance system especially in dependence of sensor data from the sensor units of the vehicle. The beginnings of the plurality of interruption trajectories calculated at each time step describe a trajectory from the location of the vehicle to the center of the initial lane of the vehicle, i.e., to the initial lateral position of the vehicle.

[0010] The method for generating the interruption trajectory is not limited to the interruption occurring at any specific location along the lane change trajectory. The interruption can occur when the vehicle has just started moving along the lane change trajectory and has, for example, not yet left the initial lane. But the interruption can also occur when the vehicle has nearly arrived at the center of the adjacent lane. There are no limitations to the generation of an interruption trajectory regarding the position of the vehicle along the lane change trajectory.

[0011] In embodiments, the interruption trajectory describes a trajectory between the current position of the vehicle and a final point, which lies on a transition function.

[0012] The final point lies on a transition function, wherein the transition function describes a dependency of the lateral position of the final point from a time that has elapsed since the interruption signal has been received by the control unit and / or the driver assistance system. The lateral position of the final point ranges between a final position, which is the lateral position where the vehicle would be at the end of the lane change trajectory, i.e., the center of the adjacent lane, and the lateral position at the beginning of the lane change trajectory, i.e., the center of the initial lane. As the elapsed time advances, the lateral position of the final point lying on the transition function moves from the final position to the initial position.

[0013] In embodiments, the interruption trajectory is calculated based on the current position, current velocity and / or the current acceleration of the vehicle as well as based on the lateral position of the final point.

[0014] As the interruption trajectory is calculated, the calculation may be based on the current position, current velocity and / or the current acceleration of the vehicle. Further, the interruption trajectory is calculated based on the lateral position of the final point. Depending on the model used for the calculation a number of variables are needed. For example, a polynomial of any order might be used. Preferably a fifth order polynomial is used for the calculation of the interruption trajectory. When using such a preferred fifth order polynomial, six variables are needed for the calculation (e.g. named aO, a1 , a2, a3, a4, a5). Therefore, restrictions are further needed for the final point, for example a velocity and / or an acceleration of the vehicle when it arrives at the final point.

[0015] In embodiments, a current state of the vehicle comprises a current location, current velocity, and current acceleration and wherein the current state of the vehicle is determined by one or more sensor units included in the vehicle.

[0016] The one or more sensor units included in the vehicle are configured to at least determine the current location of the vehicle. The sensor units can be implemented as one or more cameras, radar and / or lidar units. The current location of the vehicle in particular comprises a lateral position of the vehicle, especially in relation to the center of the initial lane and / or the center of the adjacent lane. The current location of the vehicle may further comprise information about locations of other vehicles located around the vehicle, for example on adjacent lanes, in front of or behind the vehicle. The current location of the vehicle may also describe the position of the vehicle relative to the other vehicles. The current velocity of the vehicle comprises in particular a lateral velocity of the vehicle. The velocity of the vehicle may be measured by wheel sensors. A wheel sensor may be included in one or more of the wheels of the vehicle. Further, the acceleration in particular contains a lateral acceleration. The acceleration may be measured by an accelerometer.

[0017] The one or more sensor units are configured to collect sensor data and to provide the sensor data to, for example, the control unit and / or the driver assistance system.

[0018] In embodiments, the time when the vehicle arrives at its initial lateral position is the time that is needed to shift the lateral position of the final point from a final lateral position of the vehicle to the initial lateral position of the vehicle and is calculated based on a predetermined maximum lateral acceleration of the vehicle, wherein the final lateral position of the vehicle is defined as the lateral position of the end of the lane change trajectory and the initial lateral position is defined as the lateral position of the vehicle at the beginning of the lane change trajectory.

[0019] The time when the vehicle arrives at its initial lateral position may be calculated based on a maximum lateral acceleration that is allowed while the vehicle moves along the interruption trajectory. The higher a maximum lateral acceleration, the shorter the time until the vehicle arrives at its initial lateral position. Accordingly, the longer the time until the vehicle arrives at its initial lateral position, the lower a lateral acceleration of the vehicle. The maximum lateral acceleration may be a predetermined value, for example issued for all vehicles to minimize the risk of a collision. The maximum lateral acceleration may vary according to the model and / or kind of the vehicle as well as in dependency of the velocity of the vehicle.

[0020] In embodiments the transition function describes a dependency between the lateral position of the final point and the time, which has elapsed since an interruption signal, initiating the interruption of the lane change trajectory, has been received. The time that has elapsed since the interruption signal has been received may also be determined while determining the current state of the vehicle. Alternatively, the elapsed time may be calculated by the control unit and / or the driver assistance system. As the final point lies on the transition function, the final point for a specific time step is determined by the elapsed time.

[0021] In embodiments the transition function is an analytical function, or an empirical function based on a lookup table.

[0022] The transition function covers at least the time until the vehicle arrives at its initial lateral position while remaining below or at the maximum for the lateral acceleration. The transition function may therefore be determined analytically with the restraint of this time. Further, the transition function may simply be an empirical function based on a lookup table based on a plurality of possible times until the vehicle arrives at its initial lateral position and / or a plurality of velocities of the vehicle. The transition function may be calculated by the control unit and / or the driver assistance system.

[0023] In embodiments the transition function is chosen from a number of predetermined transition functions based on the time when the vehicle arrives at its initial lateral position.

[0024] The transition function may be chosen from a number of predetermined transition functions. The number of predetermined transition function is not limited to any number. A number of predetermined transition functions which are based on different times at which the vehicle arrives at its initial lateral position can be stored for example in a storage of the control unit and simply be accessed based on the calculated time at which the vehicle arrives at the initial lateral position.

[0025] In embodiments the transition function is calculated based on the time when the vehicle arrives at the initial lateral position. As the time until the vehicle arrives at its initial lateral position is a time that is at least needed to perform the movement of the vehicle from the position at the interruption to the center of the initial lane, the transition function is calculated based on this time until the vehicle arrives at its initial lateral position. Therefore, the time until the vehicle arrives at its initial lateral position is a constraint when calculating the transition function.

[0026] In embodiments a lateral velocity and a lateral acceleration of the vehicle at the final point are set to zero.

[0027] The interruption trajectory is calculated between the current position of the vehicle and the final point. As the final point is the end of the interruption trajectory, the vehicle should not perform any lateral movements after it has arrived at the final point. Therefore, the lateral velocity and the lateral acceleration at the final point are set to zero. This is equivalent to moving straight forward upon arrival at the final point. This further defines that upon arrival at the lateral position of the final point, the car will move straight forward and no longer conduct any lateral movement. Further, depending on the method for calculating the interruption trajectory, such constraints are necessary to conduct the calculation for the interruption trajectory.

[0028] In embodiments at a last time step a lateral position of the final point is equal to an initial lateral position of the vehicle.

[0029] When the interruption trajectory is calculated for a last time step, the lateral position of the final point is equal to the initial lateral position of the vehicle, i.e., the center of the initial lane.

[0030] In embodiments the generated interruption trajectory is output to a driver assistance system, wherein the diver assistance system is configured to steer the vehicle according to the interruption trajectory.

[0031] The driver assistance system is configured to generate signals for, for example, the engine unit, brake units and / or steering unit of the vehicle, which enable the vehicle to follow the generated interruption trajectory. Furthermore, the driver assistance system can combine the generated interruption trajectory with signal data from the one or more sensor units to ensure that the vehicle follows the interruption trajectory in the right manner and / or to ensure that there are no objects along the interruption trajectory which might lead to a collision.

[0032] According to a second aspect, the invention relates to a computer program product which comprises instructions which, when the program is executed by a computer, cause the computer to carry out the method according to the first aspect.

[0033] A computer program product, such as computer program means, may be embodied as a memory card, USB stick, CD-ROM, DVD or as a file which may be downloaded from a server in a network. For example, such a file may be provided by transferring the file comprising the computer program product from a wireless communication network.

[0034] According to a third aspect, the invention relates to a control unit for a vehicle, comprising a processor unit and a storage unit, which stores means to carry out the method according to the first aspect.

[0035] The driver assistance system is at least configured to receive the interruption trajectory and to generate signals that cause the engine unit, brake units, and steering unit of the vehicle to follow the interruption trajectory.

[0036] According to a fourth aspect, the invention relates to a vehicle. The vehicle comprises a control unit according to the third aspect and, optionally, one or more sensor units in communication with the control unit.

[0037] The one or more sensor units are installed in the vehicle. It is advantageous to place sensor units at the front of the vehicle, for example on top of the wind shield or in the center of the radiator grille. Further, when using sensor data to perform a lane change maneuver, it is advantageous to have sensor units on the sides of the vehicle, for example on and / or in the side mirrors, to minimize a blind spot. Further, one or more sensor units can also be employed in the back of the vehicle, for example in the top of the rear window or in the center of the trunk lid. However, the placement of the sensor units may be different for each vehicle model.

[0038] Furthermore, the one or more sensor units can be of any kind. For example, a camera, a lidar, ultrasonic and / or a radar can be used as a sensor unit. The one or more sensor units employed on and / or in the vehicle are configured to send collected sensor data to the control unit and / or the driver assistance system.

[0039] The embodiments and features described with reference to the method of the first aspect of the present invention apply mutatis mutandis to the second, third and fourth aspect, and vice versa.

[0040] The respective units may be implemented in terms of hardware and / or software. In the case of a hardware implementation, the respective unit can be designed as, for example, a computer or as a microprocessor. In a software implementation, the respective unit can be designed as a computer program product, as a function, as a routine, as an algorithm, as part of a program code or as an executable object. Furthermore, each of the units mentioned above may also be designed as part of a higher-level control system of the vehicle, such as a central electronic control unit and / or an engine control unit (ECU).

[0041] Further possible implementations or alternative solutions of the invention also encompass combinations - that are not explicitly mentioned herein - of features described above or below with regard to the embodiments. The person skilled in the art may also add individual or isolated aspects and features to the most basic form of the invention.

[0042] Further embodiments, features and advantages of the present invention will become apparent from the subsequent description and dependent claims, taken in conjunction with the accompanying drawings, in which: Fig. 1 shows a schematic top view of a vehicle comprising sensor units and a control unit according to an embodiment;

[0043] Fig. 2 shows a schematic view of a lane change trajectory and a corresponding lateral position versus time diagram;

[0044] Fig. 3 shows a flow diagram of the steps of a method for generating an interruption trajectory;

[0045] Fig. 4 shows a schematic view of a lane change trajectory with a resulting interruption trajectory and a corresponding lateral position versus time diagram; and

[0046] Fig. 5 shows an exemplary transition function and an interruption trajectory, calculated based on the transition function.

[0047] In the Figures, like reference numerals designate like or functionally equivalent element, unless otherwise indicated.

[0048] Fig. 1 shows a schematic top view of a vehicle 100, in this example the vehicle 100 is a passenger car. The vehicle 100 may be any type of vehicle. For convenience, a passenger car will be used as an example for the vehicle 100 throughout the description, but the invention is not limited thereto. The vehicle 100 includes a driver assistance system, which is implemented as, for example, a semi-autonomous or fully autonomous driver assistance system. The driver assistance system is part of a control unit 103 of the vehicle 100. The control unit 103 may be an electronic control unit (ECU). The driver assistance system is configured to control a steering unit 107, an engine unit 104 and one or more brake units 106 of the vehicle 100, in order to, for example, perform an autonomous or semi-autonomous lane changing maneuver along a predetermined trajectory of the vehicle 100. Further, the vehicle 100 includes one or more sensor units 102. The one or more sensor units 102 may be camera, lidar, radar, ultrasonic, location sensors, wheel angle sensors and / or wheel velocity sensors. The one or more sensor units 102 are at least implemented to determine the current state of the vehicle 100. The current state of the vehicle 100 includes a current location, comprising at least a lateral position y of the vehicle 100. The current state of the vehicle 100 further comprises a lateral velocity and a lateral acceleration of the vehicle 100. The sensor units 102 of the vehicle 100 are configured to output data to the control unit 103 and / or the driver assistance system. The one or more sensor units 102 are connected to the control unit 103 via data links 105. The data links 105 are either wired connections and / or wireless connections.

[0049] In the embodiment shown in Fig. 1 , the vehicle 100 comprises four sensor units 102. One sensor unit 102 is installed in the front of the vehicle, in this case in the center of the radiator grille. Another sensor unit 102 is installed in the back of the vehicle 100 for example in the bumper. Two other sensor units 102 are installed in each of the side mirrors of the vehicle 100. In the vehicle 100 shown in Fig. 1 , the sensor units 102 are ultrasonic sensors. Furthermore, the wheels of the vehicle 100 comprise wheel sensors for determining the velocity as well as the acceleration of the vehicle 100.

[0050] The driver assistance system of the vehicle 100 is configured to perform a lane change operation of the vehicle 100 based on a lane change trajectory TRLC and sensor data received from the sensor units 102. Therefore, the driver assistance system is configured to receive the lane change trajectory TRLC and steer the vehicle 100 accordingly. In order to steer the vehicle 100 along the lane change trajectory TRLC, the driver assistance system is configured to output signals to the engine unit 104 of the vehicle 100 as well as to the steering unit 107 and to the brake units 106 depending on the lane change trajectory TRLC-

[0051] A possible lane change trajectory TRLC is shown in Fig. 2 a). Such a lane change trajectory TRLC can be automatically generated by the driver assistance system when operating the vehicle 100 in an autonomous mode. Criteria for generating a lane change trajectory TRLC may include the velocity of the vehicle 100, a distance to a preceding vehicle, no vehicle approaching from behind in the adjacent lane, and the like. The lane change trajectory TRLC may also be generated when a lane change signal is received. Such a lane change signal may be the operation of the turn signal lever by the driver of the vehicle 100. Upon receiving such a signal, the lane change trajectory TRLC is calculated. The calculated lane change trajectory TRLC is output to the driver assistance system and the lane change is performed by the driver assistance system in an autonomous or semi-autonomous manner.

[0052] The lane change trajectory TRLC is in particular characterized by two points. The beginning of the lane change trajectory TRLC at time to (Fig. 2 b)) is the initial lateral position y0of the vehicle 100. In particular, the initial lateral position y0of the vehicle 100 is the center of the initial lane 110. The end point of the lane change trajectory TRLC, thus the final lateral position yFof the vehicle 100, is defined as the center of the adjacent lane 120. The lane change trajectory TRLC is a trajectory connecting the center of the initial lane 110 with the center of the adjacent lane 120. The lane change trajectory TRLC can be calculated using different methods, in this example a fifth order polynomial is used.

[0053] Fig. 2 b) shows the lateral position y of the vehicle 100 during the time to to tF, i.e., from the beginning of the lane change trajectory TRLC to the end of the lane change trajectory TRLC-

[0054] While the vehicle 100 is performing the lane change, i.e., while the vehicle 100 is on the lane change trajectory TRLC, various scenarios may occur due to which the lane-change maneuver must be interrupted. For example, a vehicle on the adjacent lane 120 appears from behind at high velocity so that there is a risk of collision. Further, situations may arise in which the driver of the vehicle 100 simply does not want to perform the lane-change maneuver anymore. In such situations, a trajectory from the current position y of the vehicle 100 to its initial lateral position y0, i.e., the center of the initial lane 110, must be calculated.

[0055] With reference to Fig. 3, a method for calculating an interruption trajectory TRmt is explained.

[0056] Further reference is also made to Fig. 4 and Fig. 5. In a first step S1 , a lane change interruption signal is received. As already mentioned above, the lane change interruption signal can be generated by the driver, for example by pressing the turn signal lever in the opposite direction of the lane-change maneuver or by the sensor units 102 of the vehicle 100 recognizing that another vehicle is approaching from behind at a high velocity in the adjacent lane 120.

[0057] Fig. 4 a) shows the lane change trajectory TRLC of the vehicle 100, and the position along the lane change trajectory TRLC at which the lane change interruption signal was received, and a resulting interruption trajectory TRmt.res along which the vehicle 100 arrives at its initial position yo in the center of its initial lane 1 10. The time at which the interruption signal is received is denoted as tint and the lateral position of the vehicle 100 when the interruption signal is received is denoted as ymt.

[0058] Further in step S1 , the time tpjnt at which the vehicle arrives at its initial lateral position y0is calculated, based on a maximum lateral acceleration that the vehicle 100 can tolerate while the interruption trajectory TRmt is conducted.

[0059] In a second step S2, a transition function 200 is calculated or chosen from a number of predetermined transition functions 200 based on the calculated time tp _mt from step S1 .

[0060] The transition function 200 is shown in Fig. 5 a). In this example, the transition function 200 is a linear function. The transition function 200 describes a relation between a lateral position ypp and a time te. The transition function is defined for the time te, beginning at the time the interruption signal is received at time tint to when the vehicle 100 arrives at the initial lateral position y0at time tFmt. The lateral position yFp of the final point FP is defined in the range of the final lateral position yFat the end of the lane change trajectory TRLC to the initial lateral position y0at the beginning of the lane change trajectory TRLC, i.e., the center of the initial lane 110. In a third step S3, the current state of the vehicle 100 is determined. The current state of the vehicle 100 is determined by using the one or more sensor units 102. The current state of the vehicle 100 comprises the current position of the vehicle 100, in particular the lateral position y, the current velocity and the current acceleration of the vehicle 100. Additionally in the third step, the elapsed time tefrom receiving the interruption signal at tint is measured. At this time step, the elapsed time is te= tmt = 0.

[0061] In an intermediate step S3' the current lateral position y of the vehicle 100 is compared to the initial lateral position y0of the vehicle 100. If the current lateral position y of the vehicle 100 is equal to the initial lateral position y0of the vehicle 100, the vehicle 100 has arrived at its initial position y0, i.e., the interruption is finished, and the method is not carried out anymore. If the current lateral position y of the vehicle 100 is not equal to the initial lateral position y0of the vehicle 100, steps S4 and S5 are carried out.

[0062] In a fourth step S4, the lateral position yFp on the final point FP0 at the current time step te= 0 is identified. By looking at the transition function 200 shown in Fig. 5 a) at the current time step te= tmt = 0, the final point FP0 has the lateral position yF.

[0063] In the fifth step S5, an interruption trajectory TRmt is calculated for the current time step te= tmt = 0, based on the identified final point FP0 and the determined current state of the vehicle 100. At the current time step te= 0, the current lateral position of the vehicle 100 is ymt and the lateral position of the final point FP0 is yF. The interruption trajectory TRmt is therefore calculated based on the lateral position of the final point yFand the current lateral position ymt of the vehicle 100 using a fifth order polynomial. The lateral velocity as well as the lateral acceleration at the final point are set to zero when applying the fifth order polynomial.

[0064] When the interruption trajectory TRmt has been calculated at the time t = 0, it is output to the driver assistance system which is configured to steer the vehicle 100 accordingly by generating and sending respective signals to the steering unit 107, the engine unit 104 and the brake units 106. Upon steering the vehicle 100 according to the generated interruption trajectory TRmt, the method jumps again to step S3, wherein the current state of the vehicle 100 is determined. The elapsed time teis now determined to be te= ti = 1 . The current position y of the vehicle 100 at the time ti is yi.

[0065] In the intermediate step S3' the current lateral position yi is compared to the initial position y0of the vehicle 100. By comparison, it is determined that yi is not equal to y0. Therefore, the method continues with step S4.

[0066] In step S4, the lateral position ypp of the final point at time te= ti is determined by using the transition function 200 shown in Fig. 5 a). The final point FP1 is defined by the lateral position yFPi.

[0067] In step S5, the interruption trajectory TRmt is calculated based on the lateral position yFpi of the final point FP1 and the current lateral position yi of the vehicle 100 as well as based on the current velocity and the current acceleration of the vehicle 100. The interruption trajectory TRmt for this time step ti is calculated using the same method as in the time step before. The interruption trajectory TRmt for this time step ti is calculated using the fifth order polynomial.

[0068] The calculated interruption trajectory TRmt at the time step ti describes a trajectory between the current lateral position yi and the lateral position of the final point yFpi.

[0069] When the interruption trajectory TRmt has been calculated, it is output to the driver assistance system which is configured to steer the vehicle 100 accordingly by generating and sending respective signals to the steering unit 107, the engine unit 104 and the brake units 106.

[0070] Upon steering the vehicle 100 according to the generated interruption trajectory TRmt, the method jumps again to step S3, wherein the current state of the vehicle 100 is determined. The elapsed time teis now te= t2 = 2. The determined lateral position y of the vehicle 100 at the time t2 is y2.

[0071] Again, the comparison at step S3' of the current lateral position y2of the vehicle 100 and the initial lateral position y0of the vehicle 100 yields that steps S4 and S5 need to be carried out.

[0072] The steps S4 and S5 are carried out until the current position y of the vehicle 100 is equal to the initial position y0of the vehicle 100 (comparison in step S3'). If this is the case, the vehicle 100 has successfully interrupted the lane change trajectory TRLC and therefore has reached its initial lateral position y0in the initial lane 1 10.

[0073] Fig. 5 b) shows the multiple interruption trajectories TRmt calculated for each of a plurality of time steps from tint to tFjnt- Additionally in Fig. 5 b), the transition function 200 is shown and it can be seen how the final point FP is shifted from the final lateral position yFto the initial lateral position y0along the transition function 200 as the elapsed time teprogresses.

[0074] As further shown in Fig. 5 b) the vehicle 100 only moves along one interruption trajectory TRmt for a time until the subsequent time step. Therefore, the movement performed by the vehicle 100 while interrupting the lane change trajectory TRLC is constituted only by a short section of each interruption trajectory TRmt. By using this method for performing an interruption of the lane change trajectory, a preferred lateral acceleration is applied to the vehicle.

[0075] The resulting interruption trajectory TRmt, res shown in Fig. 4 only shows the parts of the multiple interruption trajectories TRmt along which the vehicle 100 actually travels until a new interruption trajectory is calculated at the consecutive time step. So to say, the resulting interruption trajectory TRmt, res is a combination of the beginnings of the multiple interruption trajectories TRmt-

[0076] Although the present invention has been described by a lane change to the lane left-hand side of the vehicle, the same above-described method can be used when the vehicle changes to an adjacent lane on its right-hand side. Although the present invention has been described in accordance with preferred embodiments, it is obvious for the skilled person in the art that modifications are possible in all embodiments.

[0077] REFERENCE NUMERALS

[0078] 100 vehicle

[0079] 102 sensor unit

[0080] 103 control unit

[0081] 104 engine unit

[0082] 105 data link

[0083] 106 brake units

[0084] 107 steering unit

[0085] 110 initial lane

[0086] 120 adjacent lane

[0087] 200 transition function

[0088] FP, FP0, FP1 , FP2 final point

[0089] TRLClane change trajectory

[0090] TRint interruption trajectory

[0091] TR|nt,res resulting interruption trajectory y lateral position yi, y2current lateral position vehicle yo initial lateral position yr final lateral position yFP, yFPi , yFP2 lateral position final point te elapsed time tint time interruption signal received tFtime lane change trajectory ends tFJnt time interruption ends

[0092] S1 - S5 method step tl, t2 time step

Claims

CLAIMS1 . A method for interrupting a lane change trajectory (TRLC) carried out by a vehicle (100), wherein an interruption trajectory (TRmt) is calculated for multiple time steps (ti, t2> between a time (tmt) when an interruption signal is received and the time (tF_mt) when the vehicle (100) arrives at its initial lateral position (y0).

2. The method according to claim 1 , wherein the interruption trajectory (TRmt) describes a trajectory between the current position (y, yi, y2) of the vehicle (100) and a final point (FP, FP0, FP1 , FP2), which lies on a transition function (200).

3. The method according to claim 2, wherein the interruption trajectory (TRmt) is calculated based on the current position (y, yi, y2), current velocity and / or the current acceleration of the vehicle (100) as well as based on the lateral position of the final point (yFp, yFpi , yFp2).

4. The method according to one of the preceding claims, wherein a current state of the vehicle (100) comprises a current location, current velocity, and / or current acceleration and wherein the current state of the vehicle (100) is determined by one or more sensor units(102) included in the vehicle (100).

5. The method according to one of the preceding claims, wherein time (tFmt) when the vehicle (100) arrives at its initial lateral position (y0) is the time that is needed to shift the lateral position of the final point (yFP) from a final lateral position (yF) of the vehicle (100) to the initial lateral position (y0) of the vehicle (100) and is calculated based on a predetermined maximum lateral acceleration of the vehicle (100), wherein the final lateral position (yF) of the vehicle (100) is defined as the lateral position (y) of the end of the lane change trajectory (TRLC) and the initial lateral position (y0) is defined as the lateral position of the vehicle (100) at the beginning of the lane change trajectory (TRLC).

6. The method according to one of the preceding claims, wherein the transition function (200) describes a dependency between the lateral position of the final point (yFP) and a time which has elapsed (te) since an interruption signal, initiating the interruption of the lane change trajectory (TRLC), has been received (tint).

7. The method according to one of the preceding claims, wherein the transition function (200) is an analytical function, or an empirical function based on a lookup table.

8. The method according to one of the preceding claims, wherein the transition function (200) is chosen from a number of predetermined transition functions (200) based on the time (tFjnt) when the vehicle (100) arrives at its initial lateral position (y0).

9. The method according to one of claims 1 - 6, wherein the transition function is calculated based on the time (tF_mt) when the vehicle (100) arrives at the initial lateral position (y0).

10. The method according to one of the preceding claims, wherein a lateral velocity and a lateral acceleration of the vehicle (100) at the final point (FP) are set to zero.11 . The method according to one of the preceding claims, wherein at a last time step a lateral position (yFp) of the final point (FP) is equal to an initial lateral position (y0) of the vehicle (100).

12. The method according to one of the preceding claims, wherein the generated interruption trajectory (TRmt) is output to a driver assistance system, wherein the driver assistance system is configured to steer the vehicle (100) according to the interruption trajectory (TRmt).

13. A computer program product, comprising instructions which, when the program is executed by a computer, causes the computer to carry out the method of one of the claims 1 -14. Control unit (103) for a vehicle (100) comprising: a processor unit; and a storage unit, which stores means to carry out the method of one of claims 1 - 12.

15. Vehicle (100) comprising a control unit (103) according to claim 14.

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