Control device and method for controlling operation of motor vehicle

Abstract

To provide a device and / or a method each suitable for improving the prior art.SOLUTION: The invention provides a control device 2 for controlling an operation of a vehicle 1. The control device 2 is designed to determine a course of a first boundary based on a surroundings model of the vehicle 1 and to determine a course of a second boundary based on the surroundings model. The first boundary delimits a range maximally traversable by the vehicle 1, and the second boundary delimits a further range traversable by the vehicle 1, which is located completely within the range delimited by the first boundary and which the vehicle 1 can leave for a predetermined period of time. The control device 2 is designed to adapt the predetermined course of the second boundary in a section at the level of the motor vehicle 1 so that the further range delimited by the second boundary is expanded in the section and decreases with increasing distance from the vehicle 1.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a control device or control unit for controlling operation of a motor vehicle, a motor vehicle having a control device and / or a method for controlling operation of a motor vehicle. Additionally or alternatively, a computer program is provided comprising instructions which, when executed by a computer, cause the computer to at least partially carry out the method. Additionally or alternatively, a computer readable medium is provided comprising instructions which, when executed by a computer, cause the computer to at least partially carry out the method. [Background technology]

[0002] In modern motor vehicles, especially in motor cars, driver assistance systems are increasingly used. Driver assistance systems (FAS: (Advanced) Driver Assistance System, (A)DAS) are electronic, especially mechatronic, devices in motor vehicles that support the driver in certain driving situations. Here, priority is often given not only to safety aspects but also to increased comfort. Driver assistance systems are able to carry out a movement plan and, optionally, lateral and / or longitudinal steering of the motor vehicle based on said movement plan.

[0003] The trajectory or path plan may have comfort and safety limit parameters. In the outcome of the plan, the comfort limit parameters may be violated in the short term. The safety limit parameters must not be violated. In many cases, the comfort limit parameters are set much narrower than the safety limit parameters. The safety limit parameters may correspond to a safer operating range or are a restricted subset thereof. The limit parameters for the plan may be detected based on a surroundings model. The surroundings model may be estimated based on sensor data detected using on-board and / or off-board sensors. The surroundings model may then be used to predict short-term changes in the surroundings of the motor vehicle. Based on this, not only the measured limits (particularly lane estimation and thus e.g. drivable road range) at time t=0 are obtained, but also the predicted movement paths for t>0 (i.e. future) for other vehicles in the surroundings of the motor vehicle, from which the limit parameters for the plan may also be generated. For example, the limits for the longitudinal movement of the motor vehicle may be based on the predicted movement profile of the leading vehicle over time.

[0004] Noise and sporadic rather large jumps in the odometry (especially the measured actual position) and in the course of the currently estimated centerline based on the surrounding model can result in violation of comfort limit parameters in the first part of the trajectory / path planning, which can result in unstable steering behavior in laterally driven vehicle assistance functions.

[0005] This problem can also occur in longitudinal planning, for example if the measured actual acceleration violates the comfort limit parameters for the acceleration to be planned in longitudinal planning, or if a jump occurs in the object perception of a forward object which violates the comfort distance parameters of the host vehicle relative to the preceding motor vehicle, causing an unexpected braking shock. Summary of the Invention [Problem to be solved by the invention]

[0006] In the context of the prior art, it is an object of the present disclosure to provide an apparatus and / or method, respectively, suitable for improving upon the prior art. [Means for solving the problem]

[0007] This problem is solved by the features of the independent claims. The equivalent and dependent claims respectively envisage optional developments of the disclosure.

[0008] Therefore, the above problem is solved by a control device for open-loop or closed-loop control of the operation of a motor vehicle, the control device being configured to determine the course of a first boundary based on an ambient model of the motor vehicle and to determine the course of a second boundary based on the ambient model.

[0009] The first boundary defines a maximum range within which the motor vehicle may travel, and the second boundary defines another range within which the motor vehicle may travel that is entirely within the range defined by the first boundary but that the motor vehicle may deviate from for a predetermined period of time.

[0010] The control device is configured to adapt the predetermined course of the second boundary in a portion at the level of the motor vehicle such that a further range defined by the second boundary is expanded in said portion and decreases with increasing distance from the motor vehicle.

[0011] The control device or control unit may be part of or be a driving assistance system. The control device may be, for example, an electronic control unit (ECU), which may be a processor-controlled intelligent unit that can communicate with other modules, for example via a Central Gateway (CGW), possibly via field buses such as CAN bus, LIN bus, MOST bus and FlexRay, and / or via Automotive Ethernet (Vehicle Ethernet) together with telematics controls and / or surrounding sensors to form the vehicle (vehicle) electrical system.

[0012] It is conceivable that the control unit controls functions related to the driving behavior of the motor vehicle, such as the steering, engine control, power transmission and / or braking systems. Further driver assistance systems, such as parking assist, adaptive cruise control (ACC), lane keeping assist, lane change assist, traffic sign recognition, traffic light recognition, start assist, night vision assist and / or intersection assist (turn assist), can be controlled by the control unit.

[0013] When the term "control" or "controlling" or "controlling" is used, this should be understood as "open-loop control or closed-loop control" or "open-loop controlling or closed-loop controlling" or "open-loop controlling or closed-loop controlling" even if not expressly stated. This also applies to modified forms (conjugations) of the above terms.

[0014] An ambient model may be understood as a model which contains information about static and / or dynamic objects in the surroundings of the motor vehicle and / or information about the roadway course.

[0015] The surroundings model can be generated by the control device. The motor vehicle can be equipped with a sensor system by means of which sensor data is detected that again carries or includes information on which the surroundings model is determined or generated by the control device. Sensor data fusion can be used to generate the surroundings model.

[0016] The first boundary may be information that includes or consists of the safety limit parameters described at the beginning.

[0017] The second boundary may be information that includes or consists of the comfort limit parameters described at the beginning.

[0018] The maximum travelable range may therefore be understood as the range that the motor vehicle must not deviate from.

[0019] The further range within which the motor vehicle may travel, defined by the second boundary, may therefore be understood as a range within which the motor vehicle should preferably remain but which may deviate for a given period of time.

[0020] The term range relates to a spatial area or region around the motor vehicle. If a certain area is to be utilized for automated lateral driving of the motor vehicle, both areas can be delimited laterally, i.e. to the left and / or to the right, as viewed from the motor vehicle, by their respective boundaries.

[0021] If a given range is to be utilized for automated longitudinal driving of a motor vehicle, both ranges can be delimited by their respective boundaries in the direction of travel as seen by the motor vehicle, i.e. in front and / or behind.

[0022] In both cases, the boundary may represent not only a spatial extent but also a temporal extent - in other words, the boundary may represent not only where the motor vehicle must be, but also when the motor vehicle must be where it must be.

[0023] It is also conceivable to use it for automated lateral and / or longitudinal driving, in which case the above statements apply analogously.

[0024] The course refers to an imaginary line extending along the (outer) boundary of the above-mentioned range in the surrounding model. In the case of a spatial boundary, the course of the boundary therefore represents the position of the outer contour of the respective (traveling) range. The course can be defined, for example, by a function, for example a polynomial or a polynomial sequence or a spline.

[0025] The above-mentioned device then offers a series of advantages. In particular, it can be ensured that even if the actual position, actual driving direction, actual speed and / or actual acceleration of the motor vehicle defined for the path or trajectory planning jump or change abruptly, it is possible to prevent the violation of comfort limits by its large selection in the vicinity of the vehicle (for example because these are completely or partially measured). It is therefore possible to minimize unexpected steering corrections and braking shocks. But it is further ensured that safety limits are not violated.

[0026] In the following, possible developments of the above-mentioned device are explained in detail.

[0027] The control device can be configured to adapt the course of the second boundary so that the further range defined by said second boundary is maximum (in width and / or length and / or in time) at the beginning of a given planning area.

[0028] A planning area may be understood as a spatial and / or temporal area whose boundaries and thus ranges are to be determined. In one example, the area starts at the level of the motor vehicle and extends a certain number of meters ahead of the motor vehicle. In another example, the area starts at the level of the motor vehicle and extends a certain number of meters ahead of the motor vehicle, which advances based on the actual and / or planned speed and / or acceleration of the motor vehicle within a certain period of time (e.g. 5 seconds). The area defining the planning area can also be spatially defined laterally. It is also conceivable that the planning area is defined by a surrounding model or its boundaries. The above explanations on the area whose boundaries are to be determined apply equally to the planning area.

[0029] The second boundary can be selected to be maximally wide at the beginning of the planning region, where jumps in the actual state of the motor vehicle (see above) in the path planning or trajectory planning have a particularly strong influence, so that violations of the second boundary or comfort constraints can be prevented with high reliability.

[0030] The controller can be configured to identify a starting point at the beginning of the planning region through which a second boundary extends based on the progression of the first boundary.

[0031] The controller can be configured to identify the starting point by subtracting a predetermined offset from a point through which the first boundary extends at the beginning of the predetermined planning area and according to its predetermined course.

[0032] Theoretically, it would be conceivable to set the offset to zero, i.e. the comfort limits at the beginning of the planning region would correspond to the safety limits.

[0033] The first boundary and / or the second boundary may define a maximum travelable range or another travelable range laterally outwardly from the motor vehicle.

[0034] As already mentioned above, this is advantageous in the planning of automated lateral driving, in which the lateral or transverse definition is adapted to the lane course (lane transition) or to objects (e.g. other traffic participants) in the surroundings model.

[0035] The control device can be configured to determine a length along which the further range defined by the second boundary extends at the level of the motor vehicle based on a speed of the motor vehicle.

[0036] The length may correspond to an extension of a portion of the motor vehicle along a direction of travel of the motor vehicle and / or along a longitudinal direction of the motor vehicle.

[0037] It is contemplated that the length of the segment will increase as the speed of the motor vehicle increases.

[0038] This has the advantage that it is possible to avoid violating the comfort limits even at high speeds, where the above-mentioned jumps tend to occur more strongly.

[0039] The control device can be configured to identify a route to be traveled by the motor vehicle such that the motor vehicle traveling along the route is at all times entirely within a maximum travellable range defined by the first boundary, and deviates at most for a predetermined period of time by a range defined by the second boundary.

[0040] Additionally, the controller may be configured to provide open-loop or closed-loop control of lateral and / or longitudinal steering of the motor vehicle such that the motor vehicle travels autonomously along a predetermined path.

[0041] A route can be understood as locational information, i.e. information about where the motor vehicle is. A route can also have temporal information, i.e. information about where the motor vehicle is and when. In the latter case, the route is also called a trajectory.

[0042] The above matters can be summarized as follows in other words and with respect to possible specific configurations of the disclosure, and the following description should not be construed as limiting the disclosure.

[0043] The comfort limit can be expanded in a first portion of the planning region. In this case, at time 0 of the plan, an initial maximum value for the comfort limit can be set, which is less than or equal to the safety limit. The limit can then be interpolated forward through the centerline until a desired narrower target comfort limit is reached. The length of the range with the expanded limit can be speed dependent. It is conceivable that the range is longer at higher speeds and shorter at lower speeds.

[0044] This ensures that even jumps in the initial planned state (e.g. because the initial planned state has been fully or partially measured) do not violate comfort constraints and that the vehicle movement can be comfortably planned.

[0045] In some circumstances it may be advantageous to extend the safety limits as well, in which case the extended range may initially exceed the estimated hard safety limits.

[0046] There is also provided a motor vehicle having a control unit or controller as described above.

[0047] The motor vehicle may be a private vehicle, in particular a car, and / or a commercial vehicle, such as for example a truck.

[0048] The motor vehicle may be automated. The motor vehicle may be configured to at least partially and / or at least temporarily take over longitudinal steering (guiding) and / or lateral steering (guiding) during automated driving of the motor vehicle.

[0049] The automated travel can be such that the movement of the motor vehicle is (almost) autonomous. The automated travel can be at least partially and / or temporarily controlled by a control device.

[0050] It is conceivable that the motor vehicle can actively intervene in the lateral steering of the motor vehicle by the driving assistance system, for example by adapting the actual steering wheel position, or optionally passively, for example by displaying turning instructions. The same applies to the longitudinal steering of the motor vehicle.

[0051] A motor vehicle may be at autonomy level 0, i.e. the driver takes over the dynamic driving tasks, although support systems (e.g. ABS or ESP) are present.

[0052] The motor vehicle may be an autonomous level 1 motor vehicle, i.e. it may be equipped with certain driver assistance systems that support the driver in operating the vehicle, such as, for example, adaptive cruise control (ACC).

[0053] The motor vehicle may be an autonomy level 2 motor vehicle, i.e. capable of being partially automated such that automatic parking, lane keeping or lateral steering, general longitudinal steering, acceleration and / or braking are taken over by the driver assistance system.

[0054] The motor vehicle may be an autonomous level 3 motor vehicle, i.e., capable of being automated in operation such that the driver does not need to continually monitor the vehicle's systems. The motor vehicle automatically performs functions such as turning on turn signals, changing lanes, and keeping in lane. The driver is free to undertake other actions but is required to assume control within the system's reserve warning period if necessary.

[0055] The motor vehicle may be an autonomous level 4 motor vehicle, i.e., it may be highly automated such that driving of the vehicle is continuously assumed by the vehicle's systems. When the system is no longer capable of performing the driving role, the driver is required to take over driving.

[0056] The motor vehicle may be an autonomous level 5 motor vehicle, i.e., it may be fully automated such that no driver is needed to fulfill the driver's role. No human intervention is needed except for setting objectives and initiating the system. The motor vehicle may dispense with a steering wheel and pedals.

[0057] The above discussion of control systems applies equally to motor vehicles and vice versa.

[0058] There is also provided a method of controlling the operation of a motor vehicle, the method comprising determining a progression of a first boundary based on an environment model of the motor vehicle and determining a progression of a second boundary based on the environment model. The first boundary defines a range within which the motor vehicle can travel at a maximum. The second boundary defines another range within which the motor vehicle can travel, which is entirely within the range defined by the first boundary and within which the motor vehicle may deviate for a predetermined period of time. The method comprises adapting the predetermined progression of the second boundary in a portion at the level of the motor vehicle such that the other range defined by the second boundary is expanded in said portion and decreases with increasing distance from the motor vehicle.

[0059] The (control) method may be a computer-implemented method, and one, several or all steps of the method may be performed at least in part by a computer or data processing device, optionally by a control device.

[0060] What has been described above with respect to the control device and motor vehicle applies equally to the method and vice versa.

[0061] There is also provided a computer program comprising instructions which, when executed by a computer, cause a computer to at least partly carry out or implement the method described above.

[0062] The program code of the computer program may be present in any code, in particular code suitable for controlling a motor vehicle.

[0063] What has been described above with respect to the control device, the motor vehicle and the method applies equally to the computer program and vice versa.

[0064] Also provided is a computer readable medium, in particular a computer readable storage medium, which contains instructions that, when executed by a computer, cause the computer to execute or perform at least in part the method described above.

[0065] That is, it is possible to provide a computer readable medium containing a computer program as defined above. The computer readable medium can be any digital data storage device, such as for example a USB stick, a hard disk, a CD-ROM, an SD card or an SSD card (or an SSD drive / SSD hard disk).

[0066] The computer program does not necessarily have to be stored on such a computer readable storage medium available to the motor vehicle, but may also be obtained externally, for example via the Internet.

[0067] What has been described above in relation to the method, the control device, the computer program and the motor vehicle applies equally to the computer readable medium and vice versa.

[0068] In the following, an optional embodiment will be described with reference to FIGS. [Brief description of the drawings]

[0069] [Figure 1] 1 is a schematic diagram of a motor vehicle having a control system according to the present disclosure; [Diagram 2] FIG. 1 shows a motor vehicle in possible driving situations in which the method according to the present disclosure can be applied. [Diagram 3] 1 is a flow chart that generally illustrates a method according to the present disclosure for controlling operation of a motor vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0070] A motor vehicle 1, shown only diagrammatically in FIG. 1, is equipped with a control device 2 according to the present disclosure and a sensor system 3 connected to said control device.

[0071] In Fig. 2 a motor vehicle 1 is shown in a plan view (BEV = bird's eye view) with an environment model 10. The motor vehicle 1 is located on a roadway 5 having a center line 6, and in front of the motor vehicle 1 in the direction of travel (from left to right in Fig. 2) another motor vehicle 4 enters the roadway 5. This driving situation is used exemplarily for the further explanation of the method 100 according to the present disclosure.

[0072] The control device 2 of the motor vehicle 1 is arranged to execute a (control) method 100 which will be described in more detail below with reference also to FIG.

[0073] In a first step 101 of the method 100, the control device 2 determines an environment model 10 of the motor vehicle 1 (whose plan view is shown in Figure 2, see above) based on environment information received by the sensor system 3 in the form of sensor data.

[0074] In a second step 102 of the method 100, the control device 2 determines the course of hard boundaries 9 based on the environment model 10 of the motor vehicle 1 determined in the first step S1. These are so-called safety limits that the motor vehicle 1 cannot exceed or overshoot in the further course of the journey.

[0075] Here, the first hard boundary 9, seen in the direction of travel, firstly runs parallel to the lateral edges of the roadway 5 and then, after the motor vehicle 1 has passed, deflects inwards towards the centre line 6. The course of the first hard boundary 9 is selected in such a way that, with a certain safety distance from each edge 5, the departure of the motor vehicle 1 from the roadway 5 can be avoided with a sufficiently high probability and therefore reliably. Another motor vehicle 4, contained in the surrounding model 10, more precisely its outer boundary or contour, represents the second hard boundary 8, the course of which is likewise determined by the control device 2. The first and second hard boundaries 8, 9 thereby define a range 11 within which the motor vehicle 1 can maximally travel or here limit this range laterally as seen from the motor vehicle 1. It is therefore necessary to carry out a trajectory planning in which overshooting of both hard boundaries 8, 9 by the motor vehicle 1 is avoided.

[0076] In a third step 103 of the method 100 , the control device 2 of the motor vehicle 1 determines the transition of the soft boundary 7 based on the surroundings model 10 .

[0077] The soft boundary 7 is a so-called comfort limit and here defines a further range 12 within which the motor vehicle 1 can travel, which is entirely within the range 11 defined by both hard boundaries 8, 9 and from which the motor vehicle 1 can deviate for a given time only.

[0078] The further range 12 defined by the second boundary is maximum at the beginning of a given planning area, here at the rear end of the surrounding model 10 in the driving direction or at the left end in FIG. 3. The starting point through which the soft boundary 7 runs is determined at the beginning of the planning area based on the course of the first hard boundary 9. More precisely, the control device 2 determines the starting point by subtracting a predetermined offset from the point through which the first hard boundary 9 runs according to a predetermined course at the beginning of the given planning area.

[0079] The soft boundary 7 extends from the starting point parallel to the first hard boundary 9 in a first portion 13 in the direction of travel of the motor vehicle 1, coincides with a second hard boundary 8 formed by another motor vehicle 4 and, like the first hard boundary 9 (it is not a mistake that the second boundary has a smaller number than the first boundary), in the further course deflects inward towards the centre line 6 after the motor vehicle 1 has passed.

[0080] Therefore, the course of the soft boundary 7 determined by the control device 2 is adapted or selected by the control device 2 in the portion 13 at the level of the motor vehicle 1 so that the further range 12 defined by the soft boundary 7 is widened in the portion 13, thus at the level of the motor vehicle 1, and narrows with increasing distance from the motor vehicle 1 in the direction of travel of the motor vehicle 1, or tapers in plan view.

[0081] The length of portion 13, in particular the protrusion beyond the motor vehicle 1 in the direction of travel of the motor vehicle 1, where another range defined by the second boundary is extended at the level of the motor vehicle, is determined by the control device 2 based on the speed of the motor vehicle 1.

[0082] In a fourth step 104 of the method 100, the control device 2 identifies a route to be traveled by the motor vehicle 1 such that the motor vehicle 1 traveling along said route is at all times entirely within a maximum drivable range 11 defined by the hard boundaries 8, 9, while deviating at most for a predefined (i.e. permissible) period by a range 12 defined by the soft boundaries 7. Here, the predefined route may correspond to the centre line 6.

[0083] In a fifth step 105 of the method 100, the control device 2 performs open-loop or closed-loop control of the lateral and / or longitudinal driving of the motor vehicle 1 so that the motor vehicle 1 moves autonomously along the identified path, here the center line 6.

[0084] The above-described method 100 is then continuously executed by the control device 2 in order to drive the motor vehicle 1 in an automated manner. [Explanation of symbols]

[0085] 1 Motor vehicle 2. Control device 3 Sensor System 4. Another motor vehicle 5 Roadway 6. Centre Line 7 Comfort limit parameters or soft boundaries 8,9 Safety limiting parameters or hard boundaries 10 Surrounding Models 11 Maximum driving range 12 Range within comfort limit parameters that should preferably be driven 13. Areas where driving is preferably expanded 100 ways 101~105 Method steps

Claims

1. A control device (2) for open-loop or closed-loop control of the operation of a motor vehicle (1), the control device (2) comprising: - determining the course of a first boundary (8, 9) based on an environment model (10) of said motor vehicle (1); and - determining the course of the second boundary (7) based on said surrounding model (10); It is composed of - said first boundary (8, 9) defines a maximum travelable range (11) of said motor vehicle (1); and the second boundary (7) defines another range (12) within which the motor vehicle (1) can travel, which is entirely within the range (11) defined by the first boundaries (8, 9) and from which the motor vehicle (1) may deviate for a predetermined period of time, in said control device (2); The control device (2) - a control device (2) configured to adapt the predetermined course of the second boundary (7) in a portion (13) at the level of the motor vehicle (1) in such a way that the further range (12) defined by the second boundary (7) is widened in said portion (13) and decreases with increasing distance from the motor vehicle (1).

2. 2. The control device (2) according to claim 1, characterized in that the control device (2) is configured to adapt the course of the second boundary (7) so that the further range (12) defined by the second boundary (7) is maximum at the beginning of a given planning area.

3. 3. The control device (2) according to claim 2, characterized in that the control device (2) is configured to determine, based on the course of the first boundary (8, 9), a starting point through which the second boundary (7) extends at the beginning of the planning area.

4. 4. The control device (2) according to claim 3, characterized in that the control device (2) is configured to determine the starting point by subtracting a predetermined offset from a point through which the first boundary (8, 9) extends at the beginning of the predetermined planning area according to its predetermined course.

5. The control device (2) according to any one of claims 1 to 4, characterized in that the control device (2) is configured to determine the length of the portion (13) in which the other range (12) defined by the second boundary (7) is extended at the level of the motor vehicle (1) based on the speed of the motor vehicle (1).

6. The control device (2), - to identify a route to be travelled by said motor vehicle (1) in such a way that said motor vehicle (1) travelling along said route is at all times entirely within said maximum travellable range (11) defined by said first boundaries (8, 9) and does not deviate from said range (12) defined by said second boundary (7) for at most a predefined period of time; and - for open-loop or closed-loop control of the lateral and / or longitudinal motion of the motor vehicle (1) so that the motor vehicle (1) follows the identified route in an automated manner; The control device (2) according to any one of claims 1 to 5, characterized in that it is configured

7. A motor vehicle (1), comprising a control device (2) according to any one of claims 1 to 6.

8. A method (100) for controlling the operation of a motor vehicle (1), the method (100) comprising: - determining (102) the course of a first boundary (8, 9) on the basis of an environment model (10) of said motor vehicle (1), and - determining (103) the course of the second boundary (7) based on said surroundings model (10); Contains - said first boundary (8, 9) defines a maximum travelable range (11) of said motor vehicle (1); and - in the method (100), the second boundary (7) defines another range (12) within which the motor vehicle (1) can travel, which is entirely within the range (11) defined by the first boundary (8, 9) and from which the motor vehicle (1) may deviate for a predetermined period of time, The method (100), - a method (100), characterized in that it comprises adapting the predetermined course of the second boundary (7) in a portion (13) at the level of the motor vehicle (1) in such a way that the further range (12) defined by the second boundary (7) is widened in said portion (13) and decreases with increasing distance from the motor vehicle (1).

9. A computer program comprising instructions which, when executed by a computer, cause the computer to carry out the method according to claim 8.

10. 9. A computer readable medium containing instructions which, when executed by a computer, cause the computer to perform the method of claim 8.

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