Method for lane change assistance, driver assistance system for a motor vehicle, and motor vehicle

Abstract

For lane change assistance in a motor vehicle (1) which is located in a first lane (9a) of a road (8), sensor data of at least one surroundings sensor system (4, 5) of the motor vehicle (1) are obtained by means of a driver assistance system (2) of the motor vehicle (1), said sensor data representing a second lane (9b) of the road (8), which second lane is adjacent to the first lane (9a), and representing a first additional vehicle (10a) which is located in the second lane (9b). Depending on the sensor data, a check is performed to determine whether sufficient space is available for the motor vehicle (1) in the second lane (9b) with adherence to a minimum distance between the motor vehicle (1) and the first additional vehicle (10a). Depending on a result of the check, an automatic lane change of the motor vehicle (1) from the first lane (9a) to the second lane (9b) is initiated. The minimum distance is determined depending on an intended route path for the motor vehicle (1).

Description

[0001] Lane change assistance system, driver assistance system for a motor vehicle and motor vehicle

[0002] The invention relates to a method for lane change assistance in a motor vehicle located in a first lane of a road, wherein sensor data from at least one environmental sensor system of the motor vehicle are obtained by means of a driver assistance system of the motor vehicle, which represent a second lane of the road adjacent to the first lane and a first further vehicle located in the second lane, depending on the sensor data, it is checked whether sufficient space is available for the motor vehicle while maintaining a minimum distance between the motor vehicle and the first further vehicle in the second lane, and depending on a result of the check, an automatic lane change of the motor vehicle from the first lane to the second lane is initiated.The invention further relates to a corresponding driver assistance system for a motor vehicle and a motor vehicle with such a driver assistance system.

[0003] Driver assistance systems for lane change assistance in motor vehicles are well-known. These systems can automatically perform a lane change, for example, when initiated by a corresponding action from the driver or, in the case of highly automated or autonomous vehicles, based on the current path planning. An important aspect of this is the positioning of the vehicle in the target lane after the lane change.

[0004] It is particularly important to maintain a sufficient minimum distance or safety distance to vehicles ahead. For this positioning, the conditions prevailing before the lane change can be taken into account, such as the positions of the individual vehicles involved, distances between vehicles in the target lane, differential speeds between the vehicle performing the lane change and the other vehicles, accelerations of the road users, and so on. In particular, it is also checked whether the safety distance would be maintained during the lane change. If this is not the case, the automatic lane change is not initiated. This leads to reduced availability of the lane change assist function. It is an object of the present invention to increase the availability of a lane change assist function of a driver assistance system.

[0005] This problem is solved by the subject matter of the independent claim. Advantageous further developments and preferred embodiments are the subject matter of the dependent claims.

[0006] The invention is based on the idea of ​​taking into account a planned route for the motor vehicle in order to determine the minimum distance.

[0007] According to one aspect of the invention, a method for lane-change assistance in a motor vehicle is described. The motor vehicle is located in a first lane of a road, in particular, the motor vehicle is driving in the first lane. Sensor data from at least one environmental sensor system of the motor vehicle are obtained by means of a driver assistance system of the motor vehicle. The sensor data represent a second lane of the road adjacent to the first lane, in particular, they represent at least part of the second lane, as well as a first further vehicle located in the second lane, in particular, driving in the second lane.

[0008] The driver assistance system uses sensor data to check whether sufficient space is available for the vehicle, particularly behind the first vehicle in the second lane, while maintaining a minimum distance. This check is especially important if the vehicle were to change lanes from the first to the second lane. Based on the result of this check, the driver assistance system initiates an automatic lane change from the first to the second lane, specifically behind the first vehicle, while maintaining the minimum distance. The driver assistance system determines this minimum distance based on the planned, and especially the anticipated, future route of the vehicle.

[0009] The driver assistance system includes a data processing system that can perform the aforementioned steps. However, the driver assistance system does not necessarily include at least one environmental sensor system or other sensors of the vehicle, or actuators for the final execution of the automatic lane change. Initiating the automatic lane change can therefore be understood, in particular, as involving the generation of at least one control signal that can be transmitted to the actuator(s) of the vehicle in order to actually carry out the automatic lane change. Accordingly, the method according to the invention can be implemented purely by computer.

[0010] Unless otherwise specified, all steps of such a computer-implemented procedure can be performed by the data processing system, which includes at least one data processing device, in particular by a motor vehicle data processing system. The terms "data processing system" and "at least one data processing device" may be used interchangeably.

[0011] In the event that the at least one data processing device comprises two or more data processing devices, certain steps performed by the at least one data processing device can be understood, for example, as different data processing devices performing different steps or different parts of a step. In particular, it is not necessary for each data processing device to perform the steps completely. In other words, the execution of the steps can be distributed among the two or more data processing devices.

[0012] Each embodiment of the computer-implemented method results in a corresponding embodiment of a lane-change assistance method that is not purely computer-implemented, in that it includes corresponding steps for generating the sensor data by the at least one environmental sensor system and / or for carrying out the lane change by the actuator(s) of the motor vehicle depending on the at least one control signal.

[0013] The term "automatic lane change" can be understood to mean, in particular, that at least the lateral control of the vehicle is carried out automatically, without any intervention from the person driving the vehicle. However, this can be implemented at various levels of automation, especially according to SAE J3016.

[0014] Whether there is sufficient space behind the first other vehicle for the motor vehicle depends on the minimum distance.In particular, sufficient space is available for the motor vehicle if, in a hypothetical execution of the automatic lane change, the resulting distance between the motor vehicle and the first vehicle in front of it would be at least equal to the minimum distance, and if, on the other hand, there is either no other road user behind the second lane or such a road user has a sufficiently large distance from the first vehicle to create a gap into which the motor vehicle can fit even while maintaining the minimum distance, and in particular so that the minimum distance or a corresponding further minimum distance can also be maintained between the motor vehicle and any vehicle that may be driving behind it.

[0015] To assess whether sufficient space is available, methods known per se can be used, which in particular take into account the relative positions of all road users relevant to the lane change and / or their speeds or relative speeds and / or accelerations, and so on. In contrast to known methods, however, the invention considers the further intended route of the motor vehicle to determine the minimum distance. Furthermore, in some embodiments, additional conditions can also be considered to determine the minimum distance, such as outside temperature, weather conditions, visibility conditions, and so on.

[0016] In particular, the automatic lane change is only initiated if the check determines that there is sufficient space available for the vehicle while maintaining the minimum distance. For example, the automatic lane change is initiated precisely when...

[0017] The method according to the invention allows for better utilization of the number of scenarios in which automatic lane changing is fundamentally possible and permissible with regard to regulatory and / or technical constraints, by taking the intended route into account. While conventional lane-change assistance systems generally do not fully exploit technically and / or regulatory permissible minimum distances, particularly due to the subjective sense of safety or comfort of the driver, this can be achieved in the present case depending on the intended route of the vehicle. It is also possible for the regulatory minimum distance to be briefly undercut.For example, if the route ahead indicates that the vehicle will only be in the second lane for a very short time, the minimum distance can be set smaller than in a case where the vehicle will be in the second lane for a longer period. Ultimately, this further increases the availability of the lane change assist system, while taking the route ahead into account ensures that neither the driver's subjective sense of safety nor actual safety is significantly reduced.

[0018] The planned route can be obtained by the driver assistance system, for example from a navigation system or a trajectory planning system of the vehicle.

[0019] For example, the route can include information about whether and when the vehicle is expected to leave the second lane, for example to make another lane change and / or to take an exit from the road, or similar actions.

[0020] The navigation system is not necessarily part of the driver assistance system, although this may be the case in some implementations. The same applies to the trajectory planning system.

[0021] According to at least one embodiment, the sensor data represents a second vehicle located in the second lane directly behind the first vehicle, specifically driving behind the first vehicle, thus creating a gap, particularly between the first and second vehicles. Checking whether sufficient space is available for the vehicle while maintaining the minimum distance involves verifying whether the gap provides sufficient space for the vehicle while maintaining the minimum distance.

[0022] The fact that the second vehicle is driving directly behind the first can be understood to mean, in particular, that there is no other road user, and especially no other vehicle, between the first and second vehicles. In such embodiments, the benefit of the invention is particularly great, since, with two vehicles driving one behind the other in the second lane, without the inventive consideration of the intended route of the motor vehicle, the situation frequently arises that the automatic lane change would not be initiated, even though this would be technically and regulatoryally possible and permissible.

[0023] Checking whether sufficient space is available for the vehicle can also include verifying whether, if the automatic lane change were to occur, there would be a sufficient distance between the vehicle and the second vehicle after the automatic lane change. This can be assessed based on the minimum distance or on a further minimum distance. In some embodiments, this further minimum distance can also be determined depending on the intended route.

[0024] According to at least one embodiment, the driver assistance system determines the expected duration of the vehicle's stay in the second lane, depending on the intended route, and in particular, at least also depending on the intended route. The minimum distance is determined based on this expected duration.

[0025] The shorter the dwell time, the smaller the minimum distance can be. However, regulatory and / or other lower limits for the minimum distance must be taken into account. The relationship between dwell time and minimum distance is not necessarily constant or continuous. In particular, minimum distance values ​​may be specified for predetermined intervals of expected dwell time. It should be noted again that the minimum distance can also depend on the aforementioned other conditions, such as the speed of the road users involved, and so on. Therefore, different ranges or relationships between minimum distance and dwell time may be specified for different conditions.

[0026] The anticipated dwell time proves particularly suitable for balancing the subjective sense of safety or comfort of the driver on the one hand, and the increased availability of the automatic lane-change function on the other. The shorter the anticipated dwell time, the less the subjective sense of safety or comfort is negatively affected by a lower minimum distance. Furthermore, the anticipated dwell time can be determined with particular accuracy based on the planned route and, in some embodiments, as explained below, also depending on additional information.

[0027] According to at least one embodiment, the minimum distance corresponds to a predetermined maximum value if the expected residence time is greater than a predetermined limit. The minimum distance is less than the maximum value if the expected residence time is less than the predetermined limit. If the residence time is exactly equal to the limit, both options are possible, depending on the embodiment.

[0028] The maximum value can, in particular, correspond to a minimum distance such as would be used without the present invention to check whether the automatic lane change should be initiated. If the dwell time is greater than the limit value, this is also maintained in the present method, for example. However, if the dwell time is less than the limit value, the minimum distance is reduced in order to increase the availability of the automatic lane change function, as described, without significantly affecting the subjective perception of safety and comfort.

[0029] The maximum value can also depend on other conditions, such as the speeds of the road users involved, their relative positions to each other, accelerations, weather conditions, visibility conditions, and so on.

[0030] According to at least one embodiment, the expected dwell time is determined by the driver assistance system depending on whether, according to the planned route, a further lane change from the second lane to a third lane of the road adjacent to the second lane is planned.

[0031] In this scenario, the second lane is situated between the first and third lanes. The route profile provides valuable information about the likelihood of the vehicle remaining in the second lane for an extended period, or of the vehicle changing to the third lane, and, if applicable, after how much time this is expected to occur in the second lane. This is a particularly common scenario with a relatively short dwell time, making the positive impact on the availability of the automatic lane change assist function especially significant.

[0032] According to at least one embodiment, the driver assistance system receives a vehicle-to-vehicle message from a third vehicle located in the third lane, in particular via a corresponding communication interface of the vehicle. The expected dwell time is determined depending on the vehicle-to-vehicle message.

[0033] The vehicle-to-vehicle message, also known as a V2V message, can contain or describe the current and / or future behavior of the third vehicle. Consequently, depending on the vehicle-to-vehicle message, the driver assistance system can assess whether and / or when a further lane change to the third lane will be possible after a potential lane change to the second lane. Therefore, the dwell time in such configurations can be determined with greater accuracy.

[0034] According to at least one embodiment, the sensor data represents the third lane, and the expected dwell time is determined based on this sensor data. Alternatively or additionally, the driver assistance system obtains further sensor data from at least one or more environmental sensor systems of the vehicle, which represent the third lane, and the expected dwell time is determined based on this additional sensor data.

[0035] Based on sensor data or additional sensor data, the driver assistance system can therefore assess whether sufficient space is available for the vehicle not only in the second lane but also in the third lane, or when sufficient space will be available to allow the lane change to the third lane. Accordingly, in such configurations, the expected duration of the stay in the second lane can be determined with greater accuracy.

[0036] According to at least one embodiment, the expected dwell time is determined by the driver assistance system depending on whether, according to the planned route, the vehicle is scheduled to leave the road within a given period of time.

[0037] In particular, the second lane can be the outermost lane of the road, allowing vehicles to exit the road directly from the second lane. In such configurations, the situation is similar to that described for the third lane. This is also a common situation where a lane change from the first to the second lane is often not performed or initiated according to known procedures, even though this would be possible and permissible from a regulatory and technical perspective. Availability can therefore be further increased in this way.

[0038] According to a further aspect of the invention, a driver assistance system for a motor vehicle is provided. The driver assistance system comprises a data processing system adapted to perform a lane-change assistance method according to the invention in a motor vehicle.

[0039] The terms "data processing system" and "at least one data processing device" may be used interchangeably within the scope of this disclosure. In this disclosure, a data processing device may, for example, be understood as a device with processing circuits for processing data. A data processing device can thus perform arithmetic operations to process data. Indexed access to a data structure, such as a lookup table (LUT) or a database, may also be considered an arithmetic operation. Similarly, data processing that is partially or fully implemented in hardware may be considered an arithmetic operation.

[0040] A data processing device may, in particular, comprise one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example, one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more systems-on-a-chip (SoCs). A data processing device may also comprise one or more processors, for example, one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The data processing device may also comprise a physical or virtual cluster of computers or other devices of the aforementioned type.

[0041] A data processing device can also include one or more hardware and / or software interfaces, for example, for receiving and / or providing data. A data processing device can also include one or more storage devices.

[0042] According to at least one embodiment, the driver assistance system includes at least one environmental sensor system and / or at least one further environmental sensor system and / or the navigation system and / or the trajectory planning system and / or the communication interface for receiving the vehicle-to-vehicle message and / or the one or more actuators of the motor vehicle.

[0043] Further embodiments of the driver assistance system according to the invention follow directly from the various configurations of the method according to the invention, and vice versa. In particular, individual features and corresponding explanations as well as advantages relating to the various configurations of the method according to the invention can be transferred analogously to corresponding configurations of the driver assistance system according to the invention. In particular, the driver assistance system according to the invention is configured or programmed to carry out a method according to the invention. In particular, the driver assistance system according to the invention carries out the method according to the invention.

[0044] According to another aspect of the invention, a motor vehicle is specified which has a driver assistance system according to the invention.

[0045] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0046] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show:

[0047] Fig. 1 shows a schematic representation of an exemplary embodiment of a motor vehicle according to the invention;

[0048] Fig. 2 shows a schematic representation of an exemplary scenario for the use of an exemplary embodiment of a lane-change assistance method according to the invention; and

[0049] Fig. 3: a schematic representation of an exemplary scenario for the use of a further exemplary embodiment of a lane-change assistance method according to the invention.

[0050] Figure 1 schematically illustrates an exemplary embodiment of a motor vehicle 1 according to the invention, including a driver assistance system 2 according to the invention. The driver assistance system 2 comprises a data processing system 3 adapted to perform a lane-change assistance method according to the invention for the motor vehicle 1 according to the invention. Figures 2 and 3 schematically illustrate exemplary scenarios in which exemplary embodiments of a lane-change assistance method according to the invention can be implemented.

[0051] The motor vehicle 1, for example the driver assistance system 2, has in particular at least one environmental sensor system 4, 5. For example, this can include one or more cameras 4 and / or one or more radar systems 5 and / or one or more lidar systems and / or one or more ultrasonic sensor systems, and so on.

[0052] In some embodiments, the motor vehicle 1, for example the driver assistance system 2, has a navigation system 6 and / or a communication interface 7 for receiving vehicle-to-vehicle messages from other road users. The method according to the invention can be carried out in particular when the motor vehicle 1 is located on a first lane 9a of a road 8, as schematically illustrated in the examples of Figs. 2 and 3. The data processing system 3 receives sensor data from the at least one environmental sensor system 4, 5, which represents a second lane 9b of the road adjacent to the first lane 9a, as well as a first further vehicle 10a which is located on the second lane 9b.Based on sensor data, the data processing system 3 checks whether, while maintaining a minimum distance between vehicle 1 and the first other vehicle 10a on the second lane 9b, sufficient space is available for vehicle 1 if an automatic lane change from the first lane 9a to the second lane 9b were initiated or carried out. Depending on the result of this check, and specifically only if the check indicates that sufficient space is available for vehicle 1, the data processing system 3 initiates the automatic lane change of vehicle 1 from the first lane 9a to the second lane 9b.For this purpose, the data processing system can, for example, generate one or more control signals and transmit them to one or more actuators of the vehicle 1, which influence lateral guidance and optionally longitudinal guidance of the vehicle 1, so that the automatic lane change is carried out.

[0053] According to the invention, the data processing system determines the minimum distance depending on a planned route for the motor vehicle 1. The data processing system 3 can receive this route, for example, from the navigation system 6.

[0054] In some scenarios, such as those shown in Fig. 2 and Fig. 3, a second vehicle 10b is driving behind the first vehicle 10a in the second lane 9b, creating a gap 11 between the first and second vehicles 10a. The data processing system 3 can then check, in particular, whether there would be sufficient space in the gap 11 for the vehicle 1 while maintaining the minimum distance. For this purpose, the data processing system 3 can, for example, estimate an expected distance d of the vehicle 1 to the preceding vehicle 10a and, optionally, a further expected distance d' between the vehicle 1 and the second vehicle 10b that is then behind the vehicle 1.The data processing system 3 can then, for example, decide whether the gap 11 would provide enough space for the vehicle 1 based on a comparison of the expected distance d with the minimum distance and optionally based on a comparison of the further expected distance d' with the minimum distance or a further minimum distance, and independently initiate the automatic lane change.

[0055] For example, depending on the planned route, data processing system 3 can determine the expected dwell time of vehicle 1 in the second lane 9b, particularly assuming that a lane change would be performed. Data processing system 3 can then determine the minimum distance based on this expected dwell time. If the expected dwell time is greater than a predefined limit, data processing system 3 can set the minimum distance to a predefined maximum value. Conversely, if the expected dwell time is less than the limit, data processing system 3 can reduce the minimum distance relative to the maximum value.

[0056] The dwell time can be determined based on various influencing factors, which in any case include the intended route. In particular, the dwell time can be determined depending on whether, according to the intended route, a departure from road 8 is planned, especially within a specified time period. Such a scenario could, for example, be the case in the example shown in Fig. 2. If, for instance, it is determined that the vehicle 1 would depart from road 8 after a very short dwell time on the second lane 9b, the minimum distance can therefore be reduced, for example, compared to the maximum value. If this is not the case, the minimum distance can, under certain circumstances and possibly taking further conditions into account, be set to the maximum value.

[0057] In the example shown in Fig. 3, a third lane 9c of road 8 is located adjacent to the second lane 9b. In this case, the data processing system 3 can determine the dwell time, for example, depending on whether a further lane change from the second lane 9b to the third lane 9c is planned according to the intended route. If this is the case, the minimum distance can tend to be reduced further. However, in various embodiments, additional information can also be taken into account to determine the expected dwell time. For example, if a third vehicle 10c, 10d is located in the third lane 9c, the data processing system 3 can receive a vehicle-to-vehicle message from the third vehicle 10c, 10d via the communication interface 7, providing information about the current and / or future behavior of the third vehicle 10c, 10d.The data processing system 3 can then determine the dwell time depending on the vehicle-to-vehicle message.

[0058] Alternatively or additionally, in some embodiments, the sensor data may also represent the third lane 9c and, if applicable, one or more additional vehicles 10c, 10d on the third lane 9c. The data processing system 3 can then determine the expected dwell time, for example, based on the sensor data. For instance, the data processing system can determine, based on the sensor data, whether sufficient space is available on the third lane 9c for the next lane change, particularly in the form of a further gap between the additional vehicles 10c, 10d, as schematically illustrated in Fig. 3.

[0059] Reference symbol list

[0060] motor vehicle

[0061] Driver assistance system, data processing system, camera

[0062] radar system

[0063] Navigation system

[0064] Communication interface

[0065] Street a, 9b, 9c Lanes 0a, 10b, 10c, 10d Vehicles 1 Gap

Claims

Patent claims 1. Method for lane change assistance in a motor vehicle (1) which is located in a first lane (9a) of a road (8), wherein by means of a driver assistance system (2) of the motor vehicle (1) Sensor data from at least one environmental sensor system (4, 5) of the motor vehicle (1) are obtained, which represent a second lane (9b) of the road (8) adjacent to the first lane (9a) and a first additional vehicle (10a) located on the second lane (9b); depending on the sensor data, it is checked whether sufficient space is available for the motor vehicle (1) on the second lane (9b) while maintaining a minimum distance between the motor vehicle (1) and the first additional vehicle (10a); depending on a result of the check, an automatic lane change of the motor vehicle (1) from the first lane (9a) to the second lane (9b) is initiated; and the minimum distance is determined depending on a planned route for the motor vehicle (1).

2. Method according to claim 1, wherein the sensor data represent a second further vehicle (10b) which is located on the second lane (9b) directly behind the first further vehicle (10a), so that a gap (11) is formed; checking whether sufficient space is available for the motor vehicle (1) while maintaining the minimum distance includes checking whether the gap (11) provides sufficient space for the motor vehicle (1) while maintaining the minimum distance.

3. Method according to one of the preceding claims, wherein, depending on the intended route, an expected dwell time of the motor vehicle (1) on the second lane (9b) is determined and the minimum distance is determined depending on the expected dwell time.

4. The method of claim 3, wherein the minimum distance corresponds to a predetermined maximum value if the expected residence time is greater than a predetermined limit; and the minimum distance is less than the maximum value if the expected residence time is less than the predetermined limit.

5. Method according to one of claims 3 or 4, wherein the expected dwell time is determined depending on whether, according to the intended route, a further lane change from the second lane (9b) to a third lane (9c) of the road (8) adjacent to the second lane (9b) is provided.

6. Method according to claim 5, wherein a vehicle-to-vehicle message is received from a third further vehicle (10c, 10d) located on the third lane (9c) and the expected dwell time is determined depending on the vehicle-to-vehicle message.

7. Method according to one of claims 5 or 6, wherein further sensor data from the at least one environment sensor system (4, 5) are obtained, which represent the third lane (9c) and the expected dwell time is determined depending on the further sensor data; and / or the sensor data represent the third lane (9c) and the expected dwell time is determined depending on the sensor data.

8. Method according to any one of claims 3 to 7, wherein the expected dwell time is determined depending on whether, according to the intended route, a departure from the road (8) is planned within a specified period of time.

9. Method according to one of the preceding claims, wherein the intended route is obtained from a navigation system (6) or a trajectory planning system of the motor vehicle (1).

10. Driver assistance system (2) for a motor vehicle (1) comprising a data processing system (3) adapted to perform a method according to one of the preceding claims.

11. Motor vehicle (1) with a driver assistance system (2) according to claim 10.

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