Driving assistance system and driving assistance method for a vehicle

Abstract

The present disclosure relates to a driving assistance system (100) for a vehicle (10), comprising a surroundings detection module (110) which is configured to detect surroundings of the vehicle; and a control module (120) which is configured to initiate a positioning of the vehicle (10) at a stopping point (HL) of a traffic infrastructure, wherein, when the surroundings detection module (HO) detects another means of transport (20) at the stopping point (HL) on an ego lane (EG) ahead of the vehicle (10) and detects a drivable usage track (NU) next to the ego lane (EG), the control module (120) is configured to initiate the positioning of the vehicle (10) in such a manner that the vehicle (10) is positioned laterally offset towards the drivable usage track (NU) with respect to the other means of transport (20) on the ego lane (EG).

Description

[0001] Driver assistance system and driver assistance procedure for a vehicle

[0002] The present disclosure relates to a driver assistance system for a vehicle, a vehicle having such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method. In particular, the present disclosure relates to efficiently avoiding a turning other vehicle at a traffic junction, such as an intersection.

[0003] State of the art

[0004] At intersections, a vehicle that intends to turn left, for example, and initially allows oncoming traffic to pass, may block the straight-ahead travel of a following vehicle. This may result in the following vehicle having to wait until the vehicle in front has turned, thus disrupting traffic flow. Furthermore, the driver of the following vehicle may be tempted to perform risky and / or illegal maneuvers to pass the turning vehicle, which may compromise road safety. Disclosure of the Invention

[0005] It is an object of the present disclosure to provide a driver assistance system for a vehicle, a vehicle with such a driver assistance system, a driver assistance method for a vehicle, and a storage medium for executing the driver assistance method, which can improve traffic flow, for example, at intersections. Furthermore, it is an object of the present disclosure to increase road safety.

[0006] This object is achieved by the subject matter of the independent claims. Advantageous embodiments are specified in the subclaims.

[0007] According to an independent aspect of the present disclosure, a driver assistance system for a vehicle, in particular a motor vehicle, is specified. The driver assistance system comprises an environment detection module configured to detect vehicle surroundings; and a control module configured to initiate positioning of the vehicle at a stopping point of a traffic infrastructure. If the environment detection module detects an external means of transport at the stopping point in an ego lane in front of the vehicle and a drivable lane adjacent to the ego lane, the control module is configured to initiate positioning of the vehicle such that the vehicle is positioned laterally offset in the ego lane with respect to the external means of transport toward the drivable lane.

[0008] According to the invention, the ego vehicle is positioned laterally offset behind a third-party vehicle at a stopping point, such as a red traffic light, so that it is possible to bypass the third-party vehicle via a utility lane adjacent to the roadway. For example, the third-party vehicle can be a third-party vehicle that wants to turn left at the traffic light. If the third-party vehicle still has to let oncoming traffic pass after the traffic light turns green, the following ego vehicle is already positioned laterally offset so that the ego vehicle can bypass the third-party vehicle via the utility lane, such as a cycle lane or safety lane. As a result, blocking of the ego vehicle by the waiting third-party vehicle can be prevented, thereby improving traffic flow.

[0009] In addition, proactive lateral positioning avoids the need for a large turning range to avoid the unrelated vehicle, simplifying the maneuver. Furthermore, proactive lateral positioning can provide a better view of the adjacent lane and other road users, such as cyclists, thereby improving road safety.

[0010] The environment detection module and the control module can be implemented in a common software and / or hardware module. Alternatively, the environment detection module and the control module can each be implemented in separate software and / or hardware modules.

[0011] Preferably, the traffic infrastructure is a traffic junction. The term "traffic junction," as used in the present disclosure, refers to a location or area where multiple traffic routes meet, in particular intersect. The traffic routes may be of different or identical types and may, in particular, be roads.

[0012] Preferably, the traffic infrastructure, in particular the traffic junction, is selected from the group comprising or consisting of an intersection and a road junction. While at an intersection all traffic routes continue after they meet, at a road junction one of the traffic routes ends. However, the present disclosure is not limited to these examples, and other traffic infrastructures are conceivable at which a stopping point exists and at which a following vehicle can be blocked by a preceding vehicle. Preferably, the stopping point on the traffic infrastructure is a traffic light or is provided by the traffic light. In some embodiments, the traffic light can be a traffic light. For example, the stopping point can be provided or indicated by a stop line on a traffic light.

[0013] Preferably, the third-party means of transport is a turning third-party means of transport, such as a left-turning third-party means of transport.

[0014] Preferably, the third-party means of transport is a vehicle or third-party vehicle. The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc. that are used to transport people, goods, etc. In particular, the term includes motor vehicles used for passenger transport.

[0015] Preferably, the passable lane is a cycle lane or a safety lane. Cycle lanes are sections of the road designated for bicycle traffic, separated from the carriageway not structurally but by a roadway barrier and marked by a roadway marking. Safety lanes are part of the carriageway but are not lanes themselves. Safety lanes are also not exclusively reserved for cyclists; the guide line may be crossed by other vehicles if necessary. However, the present disclosure is not limited to this, and the passable lane may be another lane that can be used by the owner vehicle and, for example, may be used due to legal regulations.

[0016] The control module is configured to initiate the positioning of the vehicle such that the vehicle is positioned laterally offset in the ego lane relative to the external means of transport towards the drivable lane. The term "lateral," as used in the context of the present disclosure, refers to a direction perpendicular to the longitudinal extension of the ego lane and / or perpendicular to the direction of travel of the ego lane and / or perpendicular to a longitudinal axis of the ego vehicle. Preferably, the control module is configured to initiate the positioning of the vehicle such that the vehicle is positioned closer to the drivable lane than to an opposite boundary of the ego lane. In particular, the vehicle can be positioned substantially directly or immediately on the drivable lane.

[0017] The vehicle, in particular the driver assistance system, preferably comprises an environmental sensor system configured to capture environmental data. The environmental sensor system preferably comprises at least one LiDAR system and / or at least one radar system and / or at least one camera and / or at least one ultrasound system. The environmental sensor system can provide the environmental data (also referred to as "environmental data") that maps an area surrounding the vehicle.

[0018] The environmental data can be used to position the vehicle relative to the third-party vehicle and the drivable lane. In an exemplary embodiment, object recognition can be performed on the environmental data, such as semantic segmentation of a camera image using a trained neural network, to recognize at least the third-party vehicle and the drivable lane. Typically, this involves classifying objects / subjects into at least one class, such as "road surface," "ego lane," "crossing lane," "oncoming lane," "sidewalk," "bike lane," "post," "traffic sign," "traffic light," "pedestrian crossing," "bicycle crossing," "floor markings," "lane markings," "vehicle," "bicycle," and / or "pedestrian."

[0019] In some embodiments, in addition to the environmental data, digital map data can optionally be used in combination with a vehicle position, such as a GPS position, to position the vehicle relative to the third-party vehicle and the drivable lane. If the third-party vehicle is stationary or substantially stationary at the stopping point of the traffic infrastructure, the control module can be configured in some embodiments to initiate the positioning of the vehicle such that the vehicle comes to a stop in the ego lane laterally offset from the third-party vehicle toward the drivable lane.However, the present disclosure is not limited thereto, and in some embodiments, the third-party means of transport and / or the ego vehicle may, for example, also roll (slowly) such that the vehicle is positioned or rolls laterally offset in the ego lane with respect to the third-party means of transport toward the drivable lane during rolling.

[0020] Preferably, the control module is configured to position the vehicle such that the vehicle comes to a stop in the ego lane at a predetermined distance behind the (essentially stationary) third-party vehicle, wherein the predetermined distance is selected to allow the third-party vehicle to be bypassed via the accessible lane. In particular, the vehicle can be offset laterally and positioned at the predetermined distance, so that a large pivoting range is not required to bypass the third-party vehicle, which simplifies the maneuver to bypass the third-party vehicle.

[0021] The predetermined distance can be defined in a direction substantially perpendicular to a direction of the lateral offset. The predetermined distance can, for example, be defined in a direction parallel to the longitudinal course of the ego lane and / or parallel to the direction of travel of the ego lane and / or parallel to the longitudinal axis of the ego vehicle.

[0022] Preferably, the predetermined distance is 2 meters or more, 3 meters or more, or 4 meters or more.

[0023] Preferably, the control module is configured to selectively permit and prohibit the third-party vehicle from bypassing the accessible lane based on a traffic situation. The traffic situation may concern or be a traffic situation on the lane and / or the traffic infrastructure, such as an intersection. For example, the traffic situation on the lane may concern other road users, and / or the traffic situation at the intersection may be a traffic jam.

[0024] In some embodiments, the control module can be configured to prevent the third-party vehicle from bypassing the accessible lane by actively taking measures. Such active measures can include, for example, issuing a corresponding visual and / or acoustic driver warning during manual driving. During automated driving, the driving strategy can be adjusted such that the third-party vehicle is not bypassed via the accessible lane and, for example, the driver waits until the third-party vehicle has turned and the path is clear for the owner vehicle.

[0025] In some embodiments, the control module can be configured to authorize the third-party vehicle to bypass the accessible lane without taking any active measures (passive authorizing, such as no intervention by the driver assistance system during manual driving). Alternatively, the third-party vehicle to bypass the accessible lane can be authorized by taking active measures (active authorizing). During manual driving, such active measures can include, for example, issuing a corresponding visual and / or acoustic driver warning. During automated driving, the third-party vehicle to bypass the accessible lane can be automated.

[0026] Preferably, the control module is configured to prevent the third-party vehicle from bypassing the accessible lane if a traffic jam is detected in front of the third-party vehicle to be bypassed, thus resulting in no advantage being gained from this situation and there could even be a risk that the lane will be completely or partially blocked. Preferably, the environment detection module is configured to detect at least one other road user on the accessible lane, for example by analyzing the environmental data from the environmental sensors. The control module can be configured to selectively permit or prohibit the third-party vehicle from bypassing the accessible lane based on a position and / or a speed and / or a behavior of the at least one other road user.For example, based on the position and / or speed and / or behavior of the at least one other road user, it can be predicted or estimated whether the maneuver to bypass the third-party vehicle poses a danger to the at least one other road user and / or obstructs the at least one other road user (e.g., blocking a bike path at a red light may not be permitted under certain circumstances). Based on such a risk analysis, the control module can decide whether or not to bypass the third-party vehicle.

[0027] Preferably, the at least one further road user is a vulnerable road user, such as a vulnerable road user (VRU). The term "vulnerable road user," as used in the present disclosure, generally refers to those road users who are at particular risk of being injured or killed in road traffic because they are not surrounded by a protective shell, such as a driver's cab. In particular, vulnerable road users include, but are not limited to, pedestrians, cyclists, wheelchair users, and / or e-scooters.

[0028] Preferably, the control module is configured to selectively permit or prohibit the third-party vehicle from bypassing the accessible lane based on at least one traffic rule. In other words, the term "accessible" can be defined taking into account applicable traffic rules.

[0029] Traffic regulations can include formal traffic rules and / or non-formal local traffic rules. Formal traffic rules can be legal norms from (country-specific) traffic law. Non-formal local traffic rules can arise from typical (e.g., country-specific) behavior of road users and can, in particular, indicate or be generally accepted and / or local behavior of road users.

[0030] According to a further independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle comprises the driver assistance system according to the embodiments of the present disclosure.

[0031] The term "vehicle" includes cars, trucks, vans, buses, mobile homes, motorcycles, etc., used to transport people, goods, etc. In particular, the term includes motor vehicles used to transport people.

[0032] The driver assistance system is preferably configured for automated driving. In particular, the driver assistance system can be configured to move the vehicle automatically, so that the vehicle is positioned laterally offset in the ego lane relative to the third-party vehicle toward the drivable lane. Optionally, the driver assistance system can also be configured to automatically bypass the third-party vehicle via the drivable lane.

[0033] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral guidance. Automated driving can, for example, involve extended driving on the highway or limited-time driving while parking. The term "automated driving" encompasses automated driving with any degree of automation. Examples of levels of automation are assisted, partially automated, conditionally automated, highly automated, and fully automated driving (with increasing levels of automation in each case). The five levels of automation mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021. In assisted driving (SAE Level 1), the system performs longitudinal or lateral guidance in specific driving situations.In partially automated driving (SAE Level 2), the system assumes longitudinal and lateral guidance in certain driving situations, whereby the driver must continuously monitor the system, as in assisted driving. In conditionally automated driving (SAE Level 3), the system assumes longitudinal and lateral guidance in certain driving situations without the driver having to continuously monitor the system; however, the driver must be able to assume control of the vehicle within a certain period of time upon request from the system. In highly automated driving (SAE Level 4), the system assumes control of the vehicle in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback. In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that can also be mastered by a human driver.

[0034] Furthermore, the term "at least partially automated driving or maneuvering" is also understood in this document to include partially automated, conditionally automated, highly automated, and fully automated driving. In other words, the term "at least partially automated driving" refers to a level of automation up to and including SAE Level 2.

[0035] However, the embodiments of the present disclosure are not limited to automated driving. In alternative embodiments, the driver assistance system can use at least one output device to output driver instructions regarding the positioning of the vehicle relative to the third-party vehicle and / or the avoidance of the third-party vehicle via the accessible lane when the vehicle is driven manually.

[0036] According to a further independent aspect of the present disclosure, a driver assistance method for a vehicle, in particular a motor vehicle, is specified. The driver assistance method comprises detecting, by an environment detection module, a vehicle environment; and initiating, by a control module, positioning of the vehicle at a stopping point of a traffic infrastructure. If the environment detection module detects an external means of transport at the stopping point in an ego lane in front of the vehicle and a drivable lane adjacent to the ego lane, the vehicle is positioned such that the vehicle is positioned laterally offset in the ego lane with respect to the external means of transport toward the drivable lane.

[0037] The driver assistance procedure can implement the aspects of the driver assistance system described in this document.

[0038] According to a further independent aspect of the present disclosure, a software (SW) program is provided. The SW program can be configured to be executed on one or more processors and thereby to carry out the driver assistance method described in this document.

[0039] According to a further independent aspect of the present disclosure, a storage medium is provided. The storage medium may comprise a software program configured to be executed on one or more processors and thereby to execute the driver assistance method described in this document.

[0040] According to a further independent aspect of the present disclosure, software with program code is provided. The software is configured to implement the driver assistance method described in this document when the software runs on one or more software-controlled devices.

[0041] According to a further independent aspect of the present disclosure, a driver assistance system for a vehicle is provided. The driver assistance system comprises one or more processors; and at least one memory connected to the one or more processors and containing instructions executable by the one or more processors to carry out the driver assistance method described in this document.

[0042] A processor or processor module is a programmable computing unit, i.e. a machine or an electronic circuit that controls other elements according to given instructions and thereby drives an algorithm (process).

[0043] Short description of the drawings

[0044] Embodiments of the disclosure are illustrated in the figures and are described in more detail below. They show:

[0045] Figure 1 schematically shows a driver assistance system for a vehicle according to embodiments of the present disclosure,

[0046] Figure 2 schematically shows a situation at an intersection according to embodiments of the present disclosure,

[0047] Figure 3 schematically shows a vehicle with a driver assistance system for automated driving according to embodiments of the present disclosure, and

[0048] Figure 4 is a flowchart of a driver assistance method according to embodiments of the present disclosure.

[0049] Embodiments of the disclosure

[0050] In the following, unless otherwise stated, the same reference symbols are used for identical and equivalent elements.

[0051] Figure 1 schematically shows a driver assistance system 100 for a vehicle according to embodiments of the present disclosure. Figure 2 schematically shows a situation at an intersection in which the driver assistance system 100 is used according to the embodiments of the present disclosure.

[0052] The example in Figure 2 shows an intersection with a traffic light LS or red light, where a third-party vehicle 20 is parked at a stop line HL and wishes to turn left. To do so, the third-party vehicle 20 must first allow oncoming traffic 30 to pass when the traffic light turns green.

[0053] The driver assistance system 100 of the ego vehicle 10 comprises an environment recognition module 110 configured to recognize the vehicle's surroundings; and a control module 120 configured to initiate positioning of the vehicle 10 at a stopping point of a traffic infrastructure (e.g., the stop line HL at the traffic light). If the environment recognition module 110 detects the third-party means of transport 20 at the stopping point on the ego lane EG in front of the vehicle 10 and a drivable lane NU adjacent to the ego lane EG, the control module 120 is configured to initiate positioning of the vehicle 10 such that the vehicle 10 is positioned laterally offset in the ego lane EG with respect to the third-party means of transport 20 toward the drivable lane NU. The drivable lane NU can be a cycle lane or protective lane used, for example, by a cyclist 40.

[0054] In embodiments, the vehicle 10, in particular the driver assistance system 100, comprises an environmental sensor system configured to capture environmental data. The environmental sensor system may, for example, comprise at least one LiDAR system and / or at least one radar system and / or at least one camera and / or at least one ultrasound system. The environmental data may be used to position the vehicle 10 relative to the external means of transport 20 and the drivable lane NU. In some embodiments, in addition to the environmental data, digital map data may optionally be used in combination with a vehicle position, such as a GPS position, to position the vehicle 10 relative to the external means of transport 20 and the drivable lane NU.

[0055] The control module 120 is configured to cause the positioning of the vehicle 10 such that the vehicle 10 is positioned laterally offset on the ego lane EG with respect to the third-party vehicle 20 toward the drivable lane NU. In some embodiments, the control module 120 is configured to cause the positioning of the vehicle 10 such that the vehicle 10 is positioned closer to the drivable lane NU than to an opposite boundary of the ego lane, such as a center line ML. In particular, the vehicle 10 can be positioned substantially directly or immediately on the drivable lane NU.

[0056] The term “lateral” refers to a direction perpendicular to the longitudinal course of the ego lane EG and / or perpendicular to the direction of travel of the ego lane EG and / or perpendicular to a longitudinal axis of the ego vehicle 10 and / or perpendicular to a longitudinal axis of the external means of transport 20. In the example of Figure 2, the lateral offset corresponds to a distance dl between the longitudinal axis of the ego vehicle 10 and the longitudinal axis of the external means of transport 20.

[0057] If the third-party means of transport 20 is stationary or substantially stationary at the stopping point of the traffic infrastructure, the control module 120 can be configured in some embodiments to initiate the positioning of the vehicle 10 such that the vehicle 10 comes to a stop on the ego lane EG laterally offset relative to the third-party means of transport 20 toward the drivable lane NU. However, the present disclosure is not limited thereto, and the third-party means of transport 20 and / or the ego vehicle 10 can, for example, also roll slowly, such that the vehicle 10 is positioned or rolls laterally offset relative to the third-party means of transport 20 toward the drivable lane NU while rolling.In embodiments, the control module 120 is configured to further cause the positioning of the vehicle 10 such that the vehicle 10 comes to a stop on the ego lane EG at a predetermined distance d2 behind the essentially stationary external means of transport 20, wherein the predetermined distance d2 is selected such that it enables the external means of transport 20 to be bypassed via the drivable utility lane NU. In particular, the vehicle 10 can be offset laterally and positioned at the predetermined distance d2 such that no large pivoting range is necessary for bypassing the external means of transport 20, which simplifies the driving maneuver for bypassing the external means of transport 20. The predetermined distance d2 can be, for example, 2 meters or more, 3 meters or more, or 4 meters or more.

[0058] The control module 120 can further be configured to selectively enable and prevent the third-party means of transport 20 from bypassing the accessible lane NU based on a traffic situation on the lane NU and / or the traffic infrastructure, such as the intersection.

[0059] In some embodiments, the control module 120 can be configured to prevent the third-party vehicle 20 from bypassing the accessible lane NU by actively taking measures. Such active measures can include, for example, issuing a corresponding visual and / or acoustic driver warning during manual driving. During automated driving, the driving strategy can be adapted such that the third-party vehicle 20 is not bypassed via the accessible lane NU and, for example, the driver waits until the third-party vehicle 20 has turned and the path is clear for the ego vehicle 10.

[0060] Additionally or alternatively, the control module 120 can be configured to authorize the bypassing of the third-party vehicle 20 via the drivable lane NU by taking no active measures (passive authorizing, such as no intervention of the driver assistance system 100 during manual driving). Alternatively, the bypassing of the third-party vehicle 20 via the drivable lane NU can be authorized by taking active measures (active authorizing). Such active measures can, for example, include issuing a corresponding visual and / or acoustic driver warning during manual driving. During automated driving, the bypassing of the third-party vehicle 20 via the drivable lane can be automated.

[0061] In some embodiments, the control module 120 can be configured to prevent the third-party vehicle 20 from bypassing the accessible lane NU if a traffic jam situation is detected in front of the third-party vehicle 20 to be bypassed, e.g. at the intersection, and therefore no advantage is gained from this situation and there could even be a risk that the lane NU is completely or partially blocked.

[0062] In embodiments, the environment detection module 110 is configured to detect at least one other road user 40 on the passable lane NU, for example, by analyzing the environmental data from the environmental sensor system. The at least one other road user 40 may be a cyclist, for example, but the present disclosure is not limited thereto.

[0063] The control module 120 can be configured to selectively permit or prohibit the third-party vehicle 20 from bypassing the accessible lane NU based on a position and / or a speed and / or a behavior of the at least one other road user 40. For example, the position and / or the speed and / or the behavior of the at least one other road user 40 can be used to predict or estimate whether the maneuver to bypass the third-party vehicle 20 poses a danger to the at least one other road user 40 and / or obstructs the at least one other road user 40 (e.g., blocking a cycle path at a red light may not be permitted under certain circumstances). Based on such a risk analysis, the control module 120 can decide whether or not the third-party vehicle 20 should be bypassed manually or automatically.In some embodiments, the control module 120 can be configured to selectively permit or prohibit the third-party vehicle 20 from bypassing the accessible lane NU based on at least one traffic rule. The traffic rules can include formal traffic rules and / or informal local traffic rules. The at least one traffic rule can, for example, specify whether the accessible lane NU may be used or not.

[0064] Figure 3 schematically shows a vehicle 10 with a driver assistance system 300 for automated driving according to embodiments of the present disclosure.

[0065] The driver assistance system 300 may comprise or be the driver assistance system according to the invention described with reference to Figures 1 and 2, or may be communicatively connected to the driver assistance system according to the invention in order to implement the functionalities described in this document.

[0066] The driver assistance system 300 can be configured to move the vehicle 10 automatically, so that the vehicle 10 is positioned laterally offset in the ego lane relative to the third-party vehicle toward the drivable lane. Optionally, the driver assistance system 300 can be further configured to automatically bypass the third-party vehicle via the drivable lane.

[0067] In automated driving, the longitudinal and / or lateral guidance of the vehicle 10 is automatic. The driver assistance system 300 thus assumes vehicle guidance. To this end, the driver assistance system 300 controls the drive 20, the transmission 22, the (e.g., hydraulic) service brake 24, and the steering 26 via intermediate units (not shown).

[0068] To plan and implement automated driving, driver assistance system 300 receives environmental information from an environmental sensor system 12 that monitors the vehicle's surroundings. In particular, vehicle 10 may include at least one environmental sensor configured to record environmental data indicating the vehicle's surroundings. The at least one environmental sensor may, for example, include one or more LiDAR systems, one or more radar systems, one or more ultrasonic sensors, and / or one or more cameras.

[0069] However, the embodiments of the present disclosure are not limited to automated driving. In alternative embodiments, the driver assistance system 300 can output driver instructions regarding the positioning of the vehicle 10 relative to the third-party vehicle and / or the avoidance of the third-party vehicle via the drivable utility lane when the vehicle 10 is driven manually, using at least one output device.

[0070] The at least one output device can comprise at least one display device and / or at least one loudspeaker. The at least one display device can comprise a display, in particular an LCD display, a plasma display or an OLED display. Additionally or alternatively, the at least one display device can comprise a projection device that is configured to display information directly in the driver's field of vision, in particular to project it onto a windshield. In some embodiments, the at least one display device can be a central information output device of an infotainment system, such as a head unit or a pillar-to-pillar display. Preferably, the at least one output device is permanently installed in the vehicle.

[0071] Figure 4 schematically shows a flowchart of a driver assistance method 400 for a vehicle according to embodiments of the present disclosure. The driver assistance method 400 can be implemented by appropriate software that can be executed by one or more processors (e.g., a CPU).

[0072] The driver assistance method 400 comprises, in block 410, recognition of a vehicle environment by an environment recognition module; and, in block 420, initiation of positioning of the vehicle at a stopping point of a traffic infrastructure by a control module, wherein, if the environment recognition module recognizes an external means of transport at the stopping point on an ego lane in front of the vehicle and a drivable lane next to the ego lane, the positioning of the vehicle is carried out such that the vehicle is positioned laterally offset in the ego lane with respect to the external means of transport towards the drivable lane.

[0073] According to the invention, the ego vehicle is positioned laterally offset behind a third-party vehicle at a stopping point, such as a red traffic light, so that it is possible to bypass the third-party vehicle via a utility lane adjacent to the roadway. For example, the third-party vehicle can be a third-party vehicle that wants to turn left at the traffic light. If the third-party vehicle still has to let oncoming traffic pass after the traffic light turns green, the following ego vehicle is already positioned laterally offset so that the ego vehicle can bypass the third-party vehicle via the utility lane, such as a cycle lane or safety lane. As a result, blocking of the ego vehicle by the waiting third-party vehicle can be prevented, thereby improving traffic flow.

[0074] In addition, proactive lateral positioning avoids the need for a large turning range to avoid the unrelated vehicle, simplifying the maneuver. Furthermore, proactive lateral positioning can provide a better view of the adjacent lane and other road users, such as cyclists, thereby improving road safety.

[0075] Although the invention has been illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned by way of example are truly only examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

Claims

Patent claims 1. A driver assistance system (100) for a vehicle (10), comprising: an environment recognition module (HO) configured to recognize a vehicle environment; and a control module (120) configured to initiate positioning of the vehicle (10) at a stopping point (HL) of a traffic infrastructure, wherein, if the environment recognition module (HO) detects an external means of transport (20) at the stopping point (HL) on an ego lane (EG) in front of the vehicle (10) and a drivable lane (NU) next to the ego lane (EG), the control module (120) is configured to initiate positioning of the vehicle (10) such that the vehicle (10) is positioned laterally offset on the ego lane (EG) with respect to the external means of transport (20) towards the drivable lane (NU).

2. Driver assistance system (100) according to claim 1, wherein the external means of transport (20) is stationary at the stopping point (HL) of the traffic infrastructure and the control module (120) is configured to cause the positioning of the vehicle (10) such that the vehicle (10) comes to a standstill on the ego lane (EG) laterally offset with respect to the external means of transport (20) towards the drivable utility lane (NU).

3. Driver assistance system (100) according to claim 1 or 2, wherein the control module (120) is configured to cause the positioning of the vehicle (10) such that the vehicle (10) comes to a standstill on the ego lane (EG) at a predetermined distance (d2) behind the external means of transport (20), wherein the predetermined distance (d2) is selected such that it enables the external means of transport (20) to be bypassed via the drivable utility lane (NU).

4. Driver assistance system (100) according to one of claims 1 to 3, wherein the control module (120) is configured to bypass the third-party means of transport (20) via the to selectively release or prevent trafficable lanes (NU) based on a traffic situation.

5. Driver assistance system (100) according to claim 4, wherein the environment recognition module (110) is configured to recognize at least one other road user (40) on the drivable lane (NU), and wherein the control module (120) is configured to selectively enable or prevent the third-party means of transport (20) from bypassing the drivable lane (NU) based on a position and / or a speed and / or a behavior of the at least one other road user (40).

6. Driver assistance system (100) according to one of claims 1 to 5, wherein the control module (120) is configured to selectively permit or prohibit a bypassing of the third-party means of transport (20) via the drivable lane (NU) based on at least one traffic rule.

7. The driver assistance system (100) according to one of claims 1 to 6, wherein the control module (120) is configured to initiate the positioning of the vehicle (10) by: controlling at least one output device for outputting at least one visual and / or acoustic driver instruction; and / or controlling at least one driver assistance function for automated driving.

8. Vehicle (10), in particular a motor vehicle, comprising the driver assistance system (100) according to one of claims 1 to 7.

9. Driver assistance method (400) for a vehicle (10), comprising: Detecting (410), by an environment detection module (HO), a vehicle environment; and Initiating (420), by a control module (120), a positioning of the vehicle (10) at a stopping point (HL) of a traffic infrastructure, wherein, if the environment recognition module (110) detects a third-party means of transport (20) at the stopping point (HL) on a ego lane (EG) in front of the vehicle (10) and a drivable lane (NU) next to the ego lane (EG), the positioning of the vehicle (10) is carried out in such a way that the vehicle (10) on the ego lane (EG) is positioned laterally offset with respect to the external means of transport (20) towards the drivable lane (NU).

10. A storage medium comprising a software program configured to be executed on one or more processors and thereby to execute the driver assistance method (400) according to claim 9.

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