Lane change assistance system and lane change assistance method for a vehicle

Abstract

The present disclosure relates to a lane change assistance system (100) for a vehicle (10), comprising: - an analysis module (110) configured - to determine a first left criticality measure for a lane change (SWl) to the left and a first right criticality measure for a lane change (SWr) to the right with respect to other vehicles (20, 30) in a current vehicle environment; - to determine or obtain a second left criticality measure for the lane change (SWl) to the left and a second right criticality measure for the lane change (SWr) to the right on the basis of historical fleet data for a current route section; - to determine a left overall criticality measure on the basis of the first left criticality measure and the second left criticality measure, and to determine a right overall criticality measure on the basis of the first right criticality measure and the second right criticality measure; and - a user interface module (120) configured to output a lane change recommendation either for the lane change (SWl) to the left or the lane change (SWr) to the right to a driver of the vehicle (10) on the basis of a comparison of the left overall criticality measure and the right overall criticality measure.

Description

[0001] Lane change assistance system and lane change assistance procedure for a vehicle

[0002] The present disclosure relates to a lane change assistance system for a vehicle, a vehicle with such a lane change assistance system, a lane change assistance method for a vehicle, and a storage medium for executing the lane change assistance method. The present disclosure relates in particular to a decision for a lane change suggestion to the left or right for automated lane changes.

[0003] State of the art

[0004] Driver assistance systems for automated driving are steadily gaining in importance. Automated driving can be implemented with varying degrees of automation. Examples of these levels include assisted, partially automated, conditionally automated, highly automated, and fully automated driving. The five automation levels 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 fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that a human driver can also handle.

[0005] An example of a driver assistance system is the lane change assistant, which can perform an automatic lane change or assist a driver with a manual lane change. For this purpose, the lane change assistant uses data from environmental sensors that visually perceive the surroundings, both in the visible and invisible range. These environmental sensors can include, for example, a camera, radar, and / or LiDAR.

[0006] Common lane change assistants are limited in that they often lack a sufficient driving strategy to reliably determine whether to overtake a vehicle in front by changing lanes to the left or right, provided this is legally permitted. As a result, the reliability of the lane change assistant can be reduced. Furthermore, without a sufficient driving strategy, risky overtaking maneuvers can occur, which can compromise road safety.

[0007] Disclosure of the invention

[0008] One objective of this disclosure is to specify a lane-change assistance system for a vehicle, a vehicle with such a lane-change assistance system, a lane-change assistance method for a vehicle, and a storage medium for executing the lane-change assistance method, all of which enable the reliable operation of a lane-change assistance system. Furthermore, one objective of this disclosure is to improve road safety.

[0009] This problem is solved by the subject matter of the independent claims. Advantageous embodiments are specified in the dependent claims. According to an independent aspect of the present disclosure, a lane change assistance system for a vehicle, in particular a motor vehicle, is specified. The lane change assistance system comprises an analysis module and a user interface module.

[0010] The analysis module is configured to: determine a first left criticality measure for a left lane change and a first right criticality measure for a right lane change with reference to other vehicles in a current vehicle environment; determine or obtain a second left criticality measure for a left lane change and a second right criticality measure for a right lane change based on historical fleet data for a current route segment; determine an overall left criticality measure based on the first left criticality measure and the second left criticality measure, and determine an overall right criticality measure based on the first right criticality measure and the second right criticality measure.

[0011] The user interface module is set up to issue a lane change recommendation to the driver of the vehicle, either for a lane change to the left or a lane change to the right, based on a comparison of the left total criticality measure and the right total criticality measure.

[0012] According to the invention, a two-stage approach is provided in which, on the one hand, the current situation is assessed based on the criticality of the surrounding objects, and on the other hand, the criticality of lane changes to the left and right is taken into account based on fleet data of the current road segment. By combining both aspects, it can be determined whether a lane change to the left or to the right is preferable. The result is displayed to the driver as a recommendation, which the driver can confirm, for example, by a gesture. Subsequently, the lane change is executed automatically as suggested. This two-stage approach enables reliable operation of the lane change assist system and thus increases road safety.

[0013] The analysis module and the user interface module may include software components / algorithms that are set up to run on at least one processor and thereby perform the functionalities of the respective module.

[0014] The (ego) vehicle is located or driving in an ego lane. A left-hand auxiliary lane and a right-hand auxiliary lane may be adjacent to the ego lane on the left and right, respectively, in the direction of travel. In some embodiments, at least one other vehicle may be located or driving in the left-hand auxiliary lane (e.g., behind, beside, and / or in front of the ego vehicle). Additionally or alternatively, at least one other vehicle may be located or driving in the right-hand auxiliary lane (e.g., behind, beside, and / or in front of the ego vehicle).

[0015] In some embodiments, a third, unrelated vehicle may be located in front of the ego vehicle in the ego lane. This third vehicle may be traveling at a speed lower than the ego vehicle's desired speed and / or a set speed (e.g., of an Adaptive Cruise Control, ACC). In this case, the driver may wish to change lanes and overtake the third vehicle either on the left or right adjacent lane (and optionally merge back into the original ego lane after overtaking). The embodiments described in this disclosure serve to determine whether the third vehicle should be overtaken on the left or right, or whether changing lanes to the left or right adjacent lane is preferable or less problematic.

[0016] The decision as to whether a lane change to the left or right lane is better or less critical is based on various criticality measures ("attention"). A criticality measure, or attention, in relation to the ego-vehicle describes a quantitative assessment of the potential risks and hazards associated with a lane change. A criticality measure, or attention, considers one or more factors that influence the safety and feasibility of the lane change.

[0017] Preferably, the analysis module is configured to determine a vehicle-specific criticality score for each other vehicle in the current vehicle environment. The criticality score of other vehicles in relation to an ego vehicle describes a quantitative assessment of the potential danger posed by other road users when the ego vehicle attempts a lane change. This criticality score takes into account one or more factors that influence the safety and feasibility of the lane change.

[0018] Preferably, the analysis module is set up to determine a vehicle-specific criticality measure for each foreign vehicle in the current vehicle environment by virtually projecting the ego vehicle onto the respective lane of the foreign vehicle.

[0019] Preferably, the analysis module is configured to take into account other vehicles up to a certain maximum distance from the ego vehicle, such as x meters behind the ego vehicle and y meters in front of it. x and y can be in the range of 100m to 500m, or between 100m and 200m. x and y can also be the same or different. The other vehicles can be detected, for example, using environmental sensors on the ego vehicle, such as a radar system, a lidar system, and / or at least one camera.

[0020] Preferably, the first left criticality measure corresponds to the sum of all vehicle-specific criticality measures of the other vehicles in the left-hand lane, and the first right criticality measure corresponds to the sum of all vehicle-specific criticality measures of the other vehicles in the right-hand lane. This allows for an estimation, based on a comparison of the first left-hand and first right-hand criticality measures, as to whether a lane change to the left-hand or right-hand lane is better, with the better lane being the one with the smaller or larger sum, depending on the definition of the criticality measure.

[0021] Preferably, the analysis module is configured to determine the first left criticality measure and the first right criticality measure based on a time-to-collision (TCC). TTC refers to the remaining time until two vehicles collide, assuming constant speeds and traveling in specific directions. The TTC value is typically expressed in seconds. A low TTC value indicates that a collision is likely in the near future, while a high TTC value indicates that a collision is unlikely in the near future.

[0022] In some embodiments, the vehicle-specific criticality measure of each foreign vehicle can be based on a time-to-collision, for example via a function K(TTC) —> Aij, where the vehicle-specific criticality measures Aij are defined for the secondary lanes i, j.

[0023] Alternatively, the vehicle-specific criticality measure of each other vehicle can be a time-to-collision (TTC). The first left criticality measure can then correspond to the sum of all vehicle-specific TCCs of the other vehicles in the left-hand lane, and the first right criticality measure can correspond to the sum of all vehicle-specific TCCs of the other vehicles in the right-hand lane. The higher the TCC sum of all vehicle-specific TCCs of the other vehicles in a lane, the less likely a collision is and the better a lane change to that lane becomes. Therefore, based on a comparison of the first left-hand criticality measure and the first right-hand criticality measure, an estimate can be made as to whether a lane change to the left-hand or right-hand lane is better, with the better lane being the one with the higher TCC sum.

[0024] Preferably, the analysis module is configured to determine the first left criticality measure and the first right criticality measure based on a collision length. The collision length is the distance a vehicle travels during the time until a potential collision, assuming constant speeds and traveling in specific directions. A low collision length indicates that a collision is likely in the near future. Conversely, a high collision length indicates that a collision is unlikely in the near future.

[0025] In some embodiments, the vehicle-specific criticality measure of each foreign vehicle can be based on one of the collision lengths, for example via a function K(coll) —> Aij, where the vehicle-specific criticality measures Aij are defined for the secondary lanes i, j.

[0026] Preferably, the second left criticality measure and the second right criticality measure from the fleet data are spatially and / or temporally aggregated criticality measures. For example, the vehicle-specific criticality measures of a large number of vehicles can be aggregated or summed in relation to one or more reference vehicles on a specific route segment (e.g., y km, such as 5 km) at a specific time or over a specific period.

[0027] Preferably, the second left criticality measure and the second right criticality measure are dependent on the time of day. For example, the vehicle-specific criticality measures of a large number of vehicles can be aggregated or summed in relation to one or more reference vehicles on a specific section of road (e.g., y km, such as 5 km) and a specific time of day (e.g., morning, noon, afternoon, night, rush hour, etc.).

[0028] Preferably, the vehicle, and in particular the lane change assist system, includes a communication module. The vehicle's communication module can be configured for communication via a mobile network. The mobile network can be, for example, an LTE or 5G network. This allows the vehicle to communicate via the mobile network with, for example, a central unit to receive fleet data on the second left criticality measure and the second right criticality measure. Preferably, the user interface module is configured to output the lane change recommendation for the lane change that has a lower or higher overall criticality measure (depending on the definition of the criticality measures).

[0029] Preferably, the user interface module is configured to output the lane change recommendation to the driver visually and / or audibly and / or haptically.

[0030] The user interface module can comprise at least one first output device for displaying the optical lane change recommendation. In some embodiments, the at least one first output device can comprise at least one display device for displaying the optical lane change recommendation. 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 configured to display information directly in the driver's field of vision, in particular to project it onto a windshield.

[0031] The user interface module can include at least one second output device for outputting the acoustic lane change recommendation. In some embodiments, the at least one second output device can include at least one loudspeaker, in particular at least one vehicle interior loudspeaker, for outputting the acoustic lane change recommendation.

[0032] The user interface module can include at least one third output device for displaying the haptic lane change recommendation, or be connected to at least one third output device and control it to display the haptic lane change recommendation. The at least one third output device can, for example, include a vibration mechanism in a steering wheel and / or a seatbelt pretensioner in a driver's seat.

[0033] In some embodiments, the user interface module may comprise or be a central information output and input device of an infotainment system, such as a head unit, a pillar-to-pillar display, or a head-up display. Preferably, the user interface module is permanently installed in the vehicle.

[0034] Preferably, the lane change assistance system further comprises a lane change assistance module that is configured at least for automated lateral guidance of the vehicle in order to perform an automated lane change in accordance with the lane change recommendation. In particular, automated lateral guidance of the vehicle can be performed, for example, to change from the primary lane to the selected adjacent lane, thus enabling overtaking of the (third) vehicle in the primary lane. Optionally, after overtaking, a further lane change back to the original primary lane can be performed.

[0035] Preferably, the lane change assistance module is configured to perform the automated lane change according to the lane change recommendation when user confirmation is received.

[0036] Preferably, the user confirmation includes, or is, a shoulder check in the direction of the recommended lane change, i.e., a shoulder check to the left or right.

[0037] Preferably, the lane change assist system is configured to detect the driver's shoulder check based on data acquired by interior sensors. In particular, the lane change assist system (or another vehicle system) can be configured to evaluate the data acquired by the interior sensors, such as image data, using suitable software. By evaluating the acquired data, the shoulder check and its direction can be detected and determined. However, the present disclosure is not limited to this, and other user confirmations are conceivable, such as verbal confirmations or the actuation of a switch or lever.

[0038] According to another independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle comprises the lane change assistance system according to the embodiments of the present disclosure.

[0039] The term "vehicle" includes cars, trucks, vans, buses, motorhomes, motorcycles, etc., used for the transport of people, goods, etc. In particular, the term includes motor vehicles for passenger transport.

[0040] The lane change assist system can be configured for automated driving, specifically for automated lateral control and, optionally, automated longitudinal control of the vehicle. For example, the lane change assist system can be an Automated Lane Change (ALC) system capable of performing automated lane changes.

[0041] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral vehicle control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking maneuvers. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, partially automated, conditionally automated, highly automated, and fully automated driving (each with an increasing degree of automation). The five automation levels 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 control in specific driving situations.In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, although the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain timeframe if requested by the system. In highly automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option. 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 a human driver can also handle.

[0042] Furthermore, the term "at least partially automated driving or maneuvering" within this document is understood to encompass 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 from SAE Level 2 onwards.

[0043] According to another independent aspect of the present disclosure, a lane-change assistance method for a vehicle, in particular a motor vehicle, is specified. The lane-change assistance method comprises:

[0044] Determine, with reference to foreign vehicles in a current vehicle environment, a first left criticality measure for a lane change to the left and a first right criticality measure for a lane change to the right;

[0045] Determine or obtain, based on historical fleet data for a current route segment, a second left criticality measure for changing lanes to the left and a second right criticality measure for changing lanes to the right; Determine, based on the first left criticality measure and the second left criticality measure, an overall left criticality measure;

[0046] Determine, based on the first right criticality measure and the second right criticality measure, a right overall criticality measure; and

[0047] Output, through a user interface module, a lane change recommendation either for changing lanes to the left or to the right based on a comparison of the left total criticality measure and the right total criticality measure.

[0048] The lane change assist procedure can implement the aspects of the lane change assist system described in this document.

[0049] According to another independent aspect of the present disclosure, a software (SW) program is specified. The SW program can be configured to run on one or more processors and thereby execute the lane-change assistance procedure for a vehicle described in this document.

[0050] According to another independent aspect of the present disclosure, a storage medium is specified. The storage medium may include a software program configured to run on one or more processors and thereby execute the lane-change assistance procedure for a vehicle described in this document.

[0051] According to another independent aspect of the present disclosure, software with program code is specified. The software is designed to perform the lane-change assistance procedure for a vehicle when the software runs on one or more software-controlled devices.

[0052] According to another independent aspect of the present disclosure, a system is specified. The system comprises one or more processors; and at least one memory associated with the one or more processors and containing instructions that can be executed by the one or more processors to perform the lane-change assistance procedure for a vehicle described in this document.

[0053] 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 advances an algorithm (process).

[0054] Brief description of the drawings

[0055] Examples of the manifestation of the revelation are shown in the figures and are described in more detail below. They show:

[0056] Figure 1 schematically shows a vehicle with a lane change assistance system according to embodiments of the present disclosure,

[0057] Figure 2 schematically depicts a traffic situation according to embodiments of the present disclosure, and

[0058] Figure 3 shows a flowchart of a lane change assistance procedure according to embodiments of the present disclosure.

[0059] Implementations of the revelation

[0060] Unless otherwise noted, the same reference symbols are used for identical and equivalent elements in the following.

[0061] Figure 1 schematically shows a vehicle 10 with a lane change assistance system 100 according to embodiments of the present disclosure. Figure 2 schematically shows a traffic situation according to embodiments of the present disclosure. The ego vehicle 10 is located or driving on an ego lane EFS. Adjacent to the ego lane EFS on the left in the direction of travel is a left-hand side lane NFS1, and on the right-hand side lane NFS2. In some embodiments, at least one first other vehicle 20 can be located behind, beside, and / or in front of the ego vehicle 10 on the left-hand side lane NFS1. Additionally or alternatively, at least one second other vehicle 30 can be located behind, beside, and / or in front of the ego vehicle 10 on the right-hand side lane NFS2.

[0062] In some embodiments, a third, unrelated vehicle 40 may be located in front of the ego vehicle 10 on the ego-driving lane EFS. The third, unrelated vehicle 40 may be traveling at a speed lower than a driver request for the ego vehicle 10 and / or a set speed (e.g., of an Adaptive Cruise Control, ACC) of the ego vehicle 10. In this case, the driver may wish to change lanes and overtake the third, unrelated vehicle 40 either on the left-hand side lane NFS1 or the right-hand side lane NFS2. Specifically, a lane change SW1 from the ego-driving lane EFS to the left-hand side lane NFS1 may occur, allowing an overtaking maneuver UM1 on the left, or a lane change SWr from the ego-driving lane EFS to the right-hand side lane NFS2 may occur, allowing an overtaking maneuver UMr on the right. Optionally, the Ego vehicle 10 can switch back to the original Ego driving lane EFS after the overtaking maneuver.

[0063] The embodiments described in this disclosure serve to decide whether the third vehicle 30 should be overtaken on the left or right, or whether a lane change SW1 to the left auxiliary lane NFS1 or a lane change SWr to the right auxiliary lane NFS2 is better or less critical. The decision as to whether a lane change to the left auxiliary lane NFS1 or the right auxiliary lane NFS2 is better or less critical is based on various criticality measures.

[0064] The lane change assistance system 100 comprises an analysis module 110 and a user interface module 120. The analysis module 110 is configured to: determine, with reference to other vehicles 20, 30 in a current vehicle environment, a first left criticality measure for a lane change SW1 to the left and a first right criticality measure for a lane change SWr to the right; determine or obtain, based on historical fleet data for a current route segment, a second left criticality measure for the lane change SW1 to the left and a second right criticality measure for the lane change SWr to the right; determine a total left criticality measure based on the first left criticality measure and the second left criticality measure, and determine a total right criticality measure based on the first right criticality measure and the second right criticality measure.

[0065] The user interface module 120 is set up to issue an optical and / or acoustic and / or haptic lane change recommendation to a driver of vehicle 10, either for lane change SW1 to the left or lane change SWr to the right, based on a comparison of the left total criticality measure and the right total criticality measure performed by the analysis module 110.

[0066] The lane change assistance system 100 can further include a lane change assistance module 130, which is configured at least for automated lateral guidance of the vehicle 10 in order to perform an automated lane change in accordance with the lane change recommendation. In particular, automated lateral guidance of the vehicle 10 can be performed, for example, to change from the ego lane EFS to the selected secondary lane NFS1 or NFS2, so that overtaking of the third other vehicle 40 in the ego lane EFS is possible.

[0067] The lane change assistance module 130 can be configured to perform the automated lane change according to the lane change recommendation when user confirmation is received. Preferably, the user confirmation includes, or is, a shoulder check in the direction of the recommended lane change, i.e., a shoulder check to the left or right. The shoulder check can be detected, for example, by means of interior sensors, such as an interior camera, and recognized by analyzing the captured data. However, the present disclosure is not limited to this, and other user confirmations are conceivable, such as verbal user confirmations or the actuation of a switch or lever.

[0068] The following section explains in detail the decision-making process for the direction of the lane change using analysis module 110.

[0069] According to the invention, a two-stage approach is provided in which, on the one hand, the current situation is evaluated based on the criticality of the surrounding vehicles 20, 30, and, on the other hand, the criticality of lane changes to the left and right is taken into account based on fleet data of the current section of the route. By combining both aspects, it can be determined whether a lane change to the left or to the right is preferable.

[0070] Current situation based on the criticality of the surrounding foreign vehicles

[0071] The analysis module 110 is set up to determine, with reference to foreign vehicles 20, 30 in the current vehicle environment, a first left criticality measure Ai ("Attention") for a lane change SW1 to the left and a first right criticality measure A r("Attention") for a lane change SWr to the right. Other vehicles 20, 30 can be taken into account up to a certain maximum distance to the ego vehicle 10, such as x meters behind the ego vehicle 10 and y meters in front of the ego vehicle 10. The other vehicles 20, 30 can be detected, for example, by means of environmental sensors on the ego vehicle 10, such as a radar system, a lidar system and / or at least a camera.

[0072] For each foreign vehicle 20, 30 in the current vehicle environment, a respective vehicle-specific criticality measure ("Attention") can be determined. The first left criticality measure Ai can correspond to a sum of all vehicle-specific criticality measures Ai of the foreign vehicles 20 on the left auxiliary lane NFS1, and the first right criticality measure A rcan correspond to the sum of all vehicle-specific criticality measures Aj of the foreign vehicles 30 on the right-hand side lane NFS2, where i is an index of the foreign vehicles 20 on the left-hand side lane NFS1 and j is an index of the foreign vehicles 30 on the right-hand side lane NFS2. Therefore:

[0073] This means that, based on a comparison of the first left-wing criticality measure Ai and the first right-wing criticality measure A, it is already possible to r An assessment is made as to whether a lane change to the left or right side lane is better, whereby the better side lane may be the one with the smaller or larger sum of the vehicle-specific criticality measures Ai, Aj, depending on the definition of the criticality measure.

[0074] In a first example, the first left criticality measure Ai and the first right criticality measure A can be determined as follows: rA time-to-collision (TTC) can be used. For example, the ego vehicle 10 can be "virtually" projected onto the respective adjacent lanes to the right and left. Then, for each other vehicle 20, 30 in the vicinity of the ego vehicle 10, a TTC for the virtual ego vehicle 10 can be determined. The vehicle-specific criticality measures Ai, Aj can be the calculated TTCs, or a suitable function K(TTC) → Aij can be used that calculates the vehicle-specific criticality measures Ai, Aj from the TCC.

[0075] Optionally, in addition to the criticality measures for other vehicles 20 and 30, a criticality measure can also be calculated for the lane alignment. A criticality measure for a turning and / or ending lane at a distance of x meters can be calculated using a further function K(d) — Aij and included in the summation of the first left criticality measure Ai and the first right criticality measure A rbe included. In a second example, the first left criticality measure Ai and the first right criticality measure A can be determined. r A collision length can be used. For example, the ego vehicle 10 can be “virtually” projected to the right and left onto the respective adjacent lanes. Then, for each other vehicle 20, 30 in the vicinity of the ego vehicle 10, a collision length to the virtual ego vehicle 10 can be determined. The vehicle-specific criticality measures Ai, Aj can be the calculated collision lengths, or a suitable function K(coll) → Aij can be used that calculates the vehicle-specific criticality measures Ai, Aj from the collision length.

[0076] In one variant relating to the collision length, the criticality measure A can be calculated from an ego vehicle length Lio, a safety distance dio to the front and rear, a vehicle length of the vehicle on the adjacent lane L20 and an associated safety distance d?o:

[0077] The distance M corresponds here to the spatial overlap of the projected ego vehicle, including the safety distances on the adjacent lane, with the vehicle on the adjacent lane, including the associated safety distances.

[0078] Criticality of lane changes to the left and right based on fleet data of the current route section

[0079] Analysis module 110 is set up to calculate a second left criticality measure Bi for the left lane change and a second right criticality measure B based on historical fleet data for a current route segment (e.g. 5km). rto determine the criticality for switching to the right lane, or to obtain it, for example, from a central unit such as a server or backend. The second left criticality measure Bi and the second right criticality measure B. r These can be spatiotemporally aggregated criticality measures, composed of criticality measures from vehicles that have previously traveled on this section of track and in this lane (and transmitted data, for example, to a central unit). Optionally, temporal clustering can be performed, selecting the most appropriate criticality measures depending on the time of day.

[0080] One approach to clustering involves calculating a statistical occupancy density for each lane, lane position, time of day, and day of the week. The occupancy density P describes the probability that, at a given time the ego vehicle is traveling, a vehicle will be present on the relevant lane (left, right) for the lane change on the relevant section of the route. The occupancy density is estimated from fleet data by transmitting detected vehicles from other vehicles via sensors (e.g., radar, lidar) to a central unit, where the data is aggregated.

[0081] An occupancy density Pi( X )for a track i at position x can be calculated as follows: `tocc` represents the time a vehicle, including a safety distance, was present at a position. `tfree` represents the time no vehicle was present. `tocc` and `tfree`, as well as `Pi(` X) can be calculated in a more differentiated way in some embodiments by clustering, depending on time of day, day of the week, etc.

[0082] A criticality Bi then corresponds to the occupancy density Pi( X ).

[0083] Combining both aspects: Based on the first left criticality measure Ai and the second left criticality measure Bi, an overall left criticality measure Ci is determined, and based on the first right criticality measure A r and the second right criticality measure B r A correct overall criticality measure C will be calculated. r determined: = a ■ Ai + ß ■ Bi

[0084] C r = oc ■ A r + ß ■ B r a and ß are weighting factors that can be chosen appropriately.

[0085] Based on a comparison of the left-wing overall criticality measure Ci and the right-wing overall criticality measure C rA lane change recommendation is issued to the driver of the vehicle, either for a lane change to the left or a lane change to the right.

[0086] In a practical example, the ego vehicle, equipped with steering and lane-keeping assist, is traveling in the middle lane of a three-lane highway in the USA at a set speed of 130 km / h (passing on the right is permitted). A car in front of the ego vehicle is traveling at 115 km / h, causing the ego vehicle to slow down. To regain the set speed of 130 km / h as quickly as possible, the ALC (Active Lane Change) system must suggest a lane change to the right or left.

[0087] In this case, a criticality measure for all surrounding vehicles can be calculated using the TTC approach, and a result from fleet data can also be used. For example, the criticality measures for the other vehicles might favor a left lane change, but based on historical fleet data, a right lane change might be considered safer. By combining both statements, a recommendation is calculated and then suggested to the driver. The driver then needs to confirm this recommendation, for example, by checking over their shoulder, after which the lane change is executed automatically. Figure 3 schematically shows a flowchart of a lane change assistance method 300 according to embodiments of the present disclosure. The lane change assistance method 300 can be implemented by appropriate software that can be executed by one or more processors (e.g., a CPU).

[0088] The lane change assistance procedure 300 comprises, in block 310, determining, with reference to other vehicles in a current vehicle environment, a first left criticality measure for a left lane change and a first right criticality measure for a right lane change; in block 320, determining or obtaining, based on historical fleet data for a current route segment, a second left criticality measure for a left lane change and a second right criticality measure for a right lane change; in block 330, determining, based on the first left criticality measure and the second left criticality measure, a total left criticality measure; in block 340, determining, based on the first right criticality measure and the second right criticality measure, a total right criticality measure;and in block 350 an output, through a user interface module, of a lane change recommendation either for changing lanes to the left or to the right based on a comparison of the left total criticality measure and the right total criticality measure.;

[0089] According to the invention, a two-stage approach is provided in which, on the one hand, the current situation is assessed based on the criticality of the surrounding objects, and on the other hand, the criticality of lane changes to the left and right is taken into account based on fleet data of the current road segment. By combining both aspects, it can be determined whether a lane change to the left or to the right is preferable. The result is displayed to the driver as a recommendation, which the driver can confirm, for example, by a gesture. Subsequently, the lane change is executed automatically as suggested. This two-stage approach enables reliable operation of the lane change assist system and thus increases road safety.Although the invention has been further illustrated and explained in detail by means of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that a multitude of possible variations exist. It is also clear that the embodiments mentioned as examples are truly only examples and are not to be understood in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.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 the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

Claims

Patent claims 1. Lane change assistance system (100) for a vehicle (10), comprising: an analysis module (110) configured to determine, with reference to other vehicles (20, 30) in a current vehicle environment, a first left criticality measure for a lane change (SW1) to the left and a first right criticality measure for a lane change (SWr) to the right; to determine or obtain, based on historical fleet data for a current route segment, a second left criticality measure for a lane change (SW1) to the left and a second right criticality measure for a lane change (SWr) to the right; to determine, based on the first left criticality measure and the second left criticality measure, an overall left criticality measure, and, based on the first right criticality measure and the second right criticality measure, an overall right criticality measure;and a user interface module (120) configured to issue a lane change recommendation to a driver of the vehicle (10) based on a comparison of the left total criticality measure and the right total criticality measure, either for a lane change (SW1) to the left or a lane change (SWr) to the right.

2. Lane change assist system (100) according to claim 1, wherein the analysis module (110) is configured to determine a vehicle-specific criticality measure for each foreign vehicle (20, 30) in the current vehicle environment, wherein the first left criticality measure corresponds to a sum of all vehicle-specific criticality measures of the foreign vehicles (20) on a left side lane (NFS1), and wherein the first right criticality measure corresponds to a sum of all vehicle-specific criticality measures of the foreign vehicles (30) on a right side lane (NFS2).

3. Lane change assist system (100) according to claim 1 or 2, wherein the analysis module (110) is configured to determine the first left criticality measure and the first right criticality measure. To determine a criticality measure based on a time-to-collision and / or a collision length.

4. Lane change assist system (100) according to one of claims 1 to 3, wherein the second left criticality measure and the second right criticality measure are spatially and / or temporally aggregated criticality measures from the fleet data.

5. Lane change assist system (100) according to one of claims 1 to 4, wherein the second left criticality measure and the second right criticality measure are time-of-day dependent.

6. Lane change assistance system (100) according to one of claims 1 to 5, wherein the user interface module (120) is configured to output the lane change recommendation for the lane change that has a smaller or larger overall criticality measure.

7. Lane change assistance system (100) according to one of claims 1 to 6, further comprising a lane change assistance module (130) which is configured at least for automated lateral guidance of the vehicle (10) in order to perform an automated lane change, wherein the lane change assistance module (130) is configured to perform the automated lane change in accordance with the lane change recommendation when a user confirmation is received, in particular wherein the user confirmation is a shoulder check in the direction of the recommended lane change.

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

9. Lane change assistance procedure (300) for a vehicle (10), comprising: Determine (310), with reference to foreign vehicles (20, 30) in a current vehicle environment, a first left criticality measure for a lane change (SW1) to the left and a first right criticality measure for a lane change (SWr) to the right; Determine or Obtain (320), based on historical fleet data for a current route segment, a second left criticality measure for lane changes (SW1) to the left, and a second right criticality measure for lane changes (SWr) to the right; - Determine (330), based on the first left criticality measure and the second left criticality measure, a total left criticality measure; Determine (340), based on the first right criticality measure and the second right criticality measure, a right overall criticality measure; and Output (350), through a user interface module (120), a lane change recommendation either for the lane change (SW1) to the left or the lane change (SWr) to the right based on a comparison of the left total criticality measure and the right total criticality measure.

10. Storage medium comprising a software program configured to run on one or more processors and thereby to execute the lane change assistance method (300) according to claim 9.

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