Method for assessing a traffic situation in an environment of a vehicle, electronic driver assistance system, and vehicle

Abstract

The invention relates to a method for assessing a traffic situation (14) in an environment (17) of a vehicle (1) which is moving in a first lane (6) of a directional roadway (7), comprising: - providing traffic information relating to an adjacent second lane (11) of the directional roadway (7), wherein the traffic information characterises a traffic density relating to the second lane (11) and / or a traffic flow relating to the second lane (11), - providing topology information relating to a topology of the directional roadway (7), - determining an evaluation result relating to the traffic situation (14), by evaluating a potential lane change (13) of a further vehicle (12), which is moving within the environment (17) in the second lane (11), from the second lane (11) to the first lane (6) depending on the traffic information relating to the second lane (11) and the topology information, and - providing the evaluation result relating to the traffic situation (14). The invention also relates to an electronic driver assistance system (3) and to a vehicle (1).

Description

[0001] 24-0526 PIF

[0002] 1

[0003] Method for assessing a traffic situation in the vicinity of a vehicle, electronic driver assistance system and vehicle

[0004] The present invention relates to a method for assessing a traffic situation in the vicinity of a vehicle moving on a first lane of a carriageway.

[0005] Furthermore, the invention relates to a method for operating an electronic driver assistance system of a vehicle when it is moving on a first lane of a carriageway, wherein a traffic situation in the vicinity of a vehicle is assessed using a corresponding method.

[0006] Furthermore, the invention relates to an electronic driver assistance system with an electronic evaluation unit and an electronic control unit.

[0007] The invention also relates to a vehicle with an electronic driver assistance system.

[0008] Autonomous vehicles, operating at levels 2, 2+, 3, or higher, must be able to react efficiently and quickly to a wide variety of traffic situations in their vicinity. During such autonomous driving, a vehicle merging or cutting in front of the vehicle can pose a system-related problem. In particular, vehicles merging at close range present significant challenges for automated vehicles. A rapid and, in particular, sharp reaction is required. This is achieved by significantly and somewhat uncomfortablely decelerating the vehicle to reduce the likelihood of a collision. Such a reaction is uncomfortable for the passengers of the autonomous vehicle. Therefore, for both safety and comfort reasons, it is advisable to avoid areas with a high probability of such merging.

[0009] Challenging during a merging operation or lane change, i.e., a lane change, of a neighboring vehicle from an adjacent lane onto the 24-0526 PIF

[0010] 2

[0011] The driving path of the autonomous vehicle is, at least to some extent, that merging traffic attempts to optimize both its comfort and safety needs. Comfort can be described as making the fastest possible progress. It is forced to find a gap in the adjacent lane to merge into. The need for comfort leads the driver to quickly approach the end of the lane and try to find a gap that is as far along the lane as possible, and thus as close as possible to the latest possible point of entry. The need for safety can be described as the subjectively perceived probability of being able to change to the adjacent lane before the end of the current lane. Merging traffic assesses potential gaps along the lane, determines whether merging is possible in them, and selects one.However, when assessing safety, the decisive criterion is usually only the distance to the vehicle in front, and not to the traffic behind. The need for safety leads the driver to perform a rapid lane change with high lateral acceleration in order to satisfy this need.

[0012] These two optimization criteria can lead to merging traffic changing lanes late and quickly, especially in clear traffic situations. In doing so, the driver pays no attention to the distance to the vehicle behind, only to the vehicle ahead. To establish a safe distance to the vehicle in front, the driver may slow down after merging into the new lane without regard for the traffic behind.

[0013] For an automated vehicle, it is therefore a significant challenge when it is in the lane into which a late-merging vehicle is entering. In the example scenario described above, the merging vehicle quickly changes lanes and brakes. The vehicle, in turn, must decelerate sharply to establish a sufficient safety distance, which negatively impacts passenger comfort.

[0014] Therefore, one object of the present invention is to be able to better assess or evaluate a traffic situation of a vehicle, in particular of a vehicle that is at least partially autonomously operated, from a system perspective, in order to be able to operate the vehicle more safely even in unforeseeable hazardous situations. 24-0526 PIF

[0015] 3

[0016] This problem is solved by a method, an electronic driver assistance system, and a vehicle according to the independent patent claims. Meaningful further developments arise from the dependent patent claims.

[0017] One aspect of the invention relates to a method for assessing a traffic situation in the vicinity of a vehicle moving on a first lane of a carriageway, in particular comprising:

[0018] - In particular, providing traffic information concerning a second lane of the carriageway adjacent to the first lane to an electronic evaluation unit, whereby the traffic information characterizes a traffic density concerning the second lane and / or a traffic flow concerning the second lane,

[0019] - In particular, providing topology information concerning the topology of the direction of travel to the electronic evaluation unit,

[0020] - In particular, determining an assessment result regarding the traffic situation by the electronic evaluation unit, by assessing a potential lane change of at least one other vehicle, which is moving within the vicinity of the vehicle in the second lane, from the second lane to the first lane depending on the traffic information regarding the second lane and the topology information, and

[0021] - In particular, providing the assessment results regarding the traffic situation.

[0022] The proposed method enables improved system-based assessment, evaluation, or analysis of the current traffic situation in the vicinity of a vehicle that is at least partially autonomous. This is particularly advantageous in situations where vehicles from an adjacent lane change lanes, merge, or pull into the vehicle's lane.

[0023] The two lanes, in particular the lane in question and the adjacent lane, are intended for use in the same direction.

[0024] As mentioned at the beginning, very tight lane-changing maneuvers by vehicles from an adjacent lane into the vehicle's lane are particularly dangerous. Firstly, this can lead to rear-end collisions, and secondly, autonomous systems may not be able to react in time and / or in a passenger-friendly manner. To prevent such a lane-changing maneuver, i.e., a lane change by the 24-0526 PIF

[0025] 4

[0026] To ensure that at least one other vehicle changes lanes from the second lane to the first, and that the vehicle and, in particular, its systems such as autonomous systems are not surprised and therefore system-related difficulties cannot arise, the assessment result is determined automatically by the system. Based on the assessment result regarding the traffic situation, it can be determined whether at least one other vehicle will change lanes in the second lane in the immediate future. In other words, the system can determine whether a vehicle is merging, changing lanes, or moving from the second lane to the first lane is taking place or is about to take place. This allows for preventative measures to be implemented or initiated in advance.By assessing such a potential, i.e., possibly future, lane change at the system level, appropriate measures can be initiated in advance, allowing the vehicle to prepare accordingly. This can involve preparing or pre-configuring vehicle systems such as driver assistance systems or autonomous systems, and / or providing the user, i.e., the driver, with appropriate acoustic, visual, and / or haptic cues.

[0027] The assessment result provided regarding the traffic situation allows the system to determine or decide whether a lane change from the second lane to the first lane is imminent.

[0028] In particular, the proposed method may be a computer-implemented method.

[0029] The system can determine the assessment result based on the provided traffic information and topology information. This means that, based on information regarding the second lane and the current traffic situation on that lane, and / or future traffic situation on that lane, the system can determine whether a vehicle will change lanes from the second lane to the first lane, either now or in the future. Consequently, a prediction of a potential lane change by another vehicle from the second lane to the first lane can be made. 24-0526 PIF

[0030] 5

[0031] The vehicle, which could be described as an EGO vehicle, is currently located in the first lane of the carriageway. A carriageway is defined as a roadway with at least two lanes, meaning lanes traveling in the same direction. For example, a carriageway could be a motorway, a highway, or a rural road with at least two lanes in each direction.

[0032] The first lane could, for example, be the left lane of the carriageway, and the second lane could accordingly be the right lane of the carriageway. Therefore, should the next vehicle need to change lanes due to current traffic conditions or other road-related issues, it will change from the second lane to the first lane. This can be identified early on using the assessment results. The above explanations regarding the carriageway also apply, in reverse, to left-hand traffic.

[0033] The electronic evaluation unit, which may be an electronic processing unit or a computer system, can receive traffic information via signaling, data transmission, and / or communication. This information can be provided by traffic systems such as traffic control systems or traffic information systems. It is also conceivable that the relevant information could be provided via vehicle-to-vehicle communication. Using this traffic information, the traffic density and / or traffic flow on the lane can be characterized or represented. Thus, the system can provide information on how many vehicles are in the second lane and how they are moving or traveling within it.If the traffic flow and, in particular, the traffic density on the second lane is very high, it can be strongly assumed that, in the event of an unforeseen situation, vehicles would swerve into the first lane to avoid a potential hazard. This can be taken into account when determining the assessment result.

[0034] Furthermore, topology information can be provided to the electronic evaluation unit. This information can be supplied by digital maps, navigation systems, or traffic systems. Topology information specifically includes various aspects related to the direction of travel.

[0035] 6

[0036] Specific information regarding this can be provided. This includes structural, i.e., road engineering, information. In particular, it provides details about the layout of the carriageway. For example, the topology information can provide the specific alignment of each lane, the number of lanes, and the start and end points of each lane. Turns, junctions, on-ramps, off-ramps, and other road characteristics related to the carriageway can also be provided with the topology information. This broad information source allows the system to assess whether the other vehicle, or several other vehicles, intend to change from the second lane to the first lane based on the current traffic situation.

[0037] The assessment result regarding the traffic situation can be made available to the vehicle and, in particular, to vehicle systems such as the vehicle's driver assistance systems. Furthermore, it is conceivable that the assessment result could be made available to traffic management systems or other vehicles in the vicinity of the vehicle.

[0038] In one embodiment, traffic information concerning the first lane is provided to the electronic evaluation unit. This traffic information characterizes the traffic density and / or traffic flow in the first lane, and the potential lane change is assessed based on this information. In other words, in addition to assessing, evaluating, or analyzing the second lane, the first lane can also be evaluated accordingly. This can be performed by the electronic evaluation unit. Based on the information regarding traffic density and / or traffic flow in the first lane, an improved and, in particular, more situation-appropriate and thus needs-based determination of the evaluation result can be carried out.If, during the assessment of a potential lane change based on traffic information regarding the first lane, it is determined that the first lane has low traffic volume and therefore few vehicles are moving in the first lane, then the probability of the next vehicle changing lanes from the second lane to the first lane is likely. However, if the first lane is already occupied by 24-0526 PIF.

[0039] 7

[0040] If there is a very high volume of traffic, a lane change by the other vehicle is less likely.

[0041] Furthermore, this information can be taken into account to help the vehicle prepare for a potential lane change if another vehicle changes lanes from the second lane to the first. Information regarding traffic flow and / or density allows the vehicle to better prepare for this situation. Depending on the traffic situation in the first lane, preparing for and adjusting the vehicle's driving behavior in anticipation of a lane change is essential. If a lane change occurs and traffic density is relatively high, it can be assumed that the vehicles in front will brake sharply due to the merging vehicle. This can therefore be considered when preparing safety measures for the first vehicle.

[0042] In one embodiment, it is further provided that, based on the topology information, the route of the second lane, which extends at least partially in the vicinity of the vehicle, is checked to determine whether a lane end of the second lane is located at one end of the route and / or whether there is an on-ramp to the second lane within the route. The result of this check of the route of the second lane is taken into account when determining the assessment result. This check of the route of the second lane allows the system to identify potential reasons why the other vehicle will change lanes from the second lane to the first lane.Should the route merge into the end of the second lane, it can be assumed that the vehicle in question will attempt, or indeed must attempt, to change from the second lane to the first lane within this section of the route. This can be taken into account when assessing the potential lane change. Furthermore, should there be at least one on-ramp (i.e., a ramp leading into the second lane) within this section of the route, vehicles entering the second lane via the on-ramp may again contribute to traffic congestion in the second lane. In this case, the vehicle in question would again attempt to change lanes from the second to the first lane, for example, to avoid the vehicles entering the second lane via the on-ramp at Platz24-0526 PIF.

[0043] 8

[0044] to be able to do this. Based on these examples, which are not exhaustive, the system can assess and analyze in a wide variety of situations, i.e., a wide variety of traffic situations, whether the next vehicle intends to change lanes from the second lane to the first lane.

[0045] Furthermore, it is conceivable that additional information from vehicles in the vicinity of the vehicle or from traffic management systems is provided here in order to better recognize such a lane end of the second lane and such an on-ramp.

[0046] In one embodiment, the system uses topology information and environmental information to check whether at least one potential hazard exists in the second lane. Hazard information relating to this potential hazard is then considered when determining the assessment result. Such a potential hazard could be, for example, a construction site, a traffic accident, potential collision objects, or a road closure. These could be reasons why the approaching vehicle intends to make a potential lane change from the second lane to the first lane. This information can be used as additional data to determine the assessment result. The environmental information can, for example, be provided to the electronic evaluation unit.It is also conceivable that the vehicle's environmental sensing systems will detect the surroundings using sensors.

[0047] In one embodiment, a third lane of the carriageway, which extends directly adjacent to the first lane, is checked based on the traffic flow and / or traffic density of the third lane to determine whether it can be used as a potential alternative lane for at least one other vehicle when changing lanes. The result of this check of the third lane is then taken into account when determining the overall assessment. To better evaluate the traffic situation with regard to a potential lane change, i.e., to assess it systemically, it is advantageous if all available lanes of the carriageway in the same direction of travel are evaluated. The third lane 24-0526 PIF

[0048] 9

[0049] The second lane can be adjacent to the first lane. For example, the first lane might be in the middle of the carriageway, with the second and third lanes on either side. If a vehicle is traveling in this first lane and another vehicle in the second lane to its right changes lanes from the second to the first, an additional assessment can be made to determine whether the vehicle can also change lanes to avoid any potential hazards arising from the other vehicle's lane change.The system analyzes the third lane to determine whether a lane change from the first lane to the third lane is potentially possible if another vehicle changes lanes from the second lane to the first. This provides additional safety information to help mitigate potential hazards arising from the lane change by another vehicle.

[0050] A further aspect (second aspect) of the invention relates to a method for operating an electronic driver assistance system of a vehicle moving in a first lane of a directional roadway, wherein a traffic situation in the vicinity of the vehicle is assessed using a method according to the previous aspect (first aspect) or an advantageous embodiment thereof, and the electronic driver assistance system is operated based on the assessed traffic situation. In other words, the results regarding the assessed traffic situations of the method according to the first aspect can advantageously be used to operate at least one driver assistance system or a vehicle control system of the vehicle. For this purpose, the assessment result provided according to the method of the first aspect can be taken into account or used accordingly.Thus, the traffic situation assessed by the system, particularly with regard to potential future lane changes, can be used to operate the electronic driver assistance system efficiently and, in particular, more appropriately to the situation. This is especially advantageous when the electronic driver assistance system is used to perform at least partially autonomous driving maneuvers.

[0051] In one embodiment of the second aspect (further aspect), it is provided that, based on the provided assessment result concerning the assessed 24-0526 PIF

[0052] 10

[0053] In a given traffic situation, the electronic driver assistance system intervenes in the vehicle's driving behavior. This allows the driver assistance system, and especially the vehicle itself, to be prepared in advance for the potential lane change of another vehicle from the second lane to the first. Based on the assessment results provided, corresponding control signals can be generated, particularly by the electronic driver assistance system, enabling interventions in the vehicle's driving behavior. This allows for an automatic response to the potential lane change.Depending on the current traffic situation, various traffic scenarios can be stored in a database, which can then be compared with the assessment results to determine appropriate settings for the driver assistance system and / or vehicle systems. This allows the driver assistance system to be operated proactively, pre-conditioning or pre-configuring it with regard to the traffic situation and, in particular, potential lane changes.System-side intervention means that actual interventions in the driving behavior are already being made, or that the vehicle's systems are parameterized or pre-configured so that, in the event of an actual lane change by another vehicle, the vehicle's driving behavior can be adjusted quickly and efficiently to prevent collisions or other safety-critical situations.

[0054] Alternatively or additionally, based on the provided assessment results, a corresponding instruction or warning can be issued to a user, particularly the vehicle's driver. This can be communicated to the driver audibly, visually, and / or haptically. Firstly, the driver can prepare for the impending reaction regarding the potential lane change. Furthermore, this is advantageous if the vehicle is at least partially autonomous and is currently undergoing autonomous driving at Autonomy Level 2 or 3, for example. In certain situations, such as dangerous traffic situations and lane changes, the driver can intervene in the vehicle's behavior to react appropriately to the lane change. 24-0526 PIF

[0055] 11

[0056] Furthermore, it is conceivable that the driver assistance system is an ACC system (Automatic Cruise Control System). In particular, the driver assistance system serves to perform at least partially autonomous driving maneuvers.

[0057] In one embodiment of the second aspect, the system intervention in the driving behavior is carried out by adjusting the vehicle's speed and / or the distance to a vehicle ahead to the assessed traffic situation. Adjusting the speed specifically refers to a reduction in speed. By reducing the vehicle's speed, a collision can be better avoided if the other vehicle changes lanes into the vehicle's lane. Furthermore, to provide the other vehicle with sufficient space for a lane change, the distance to the vehicle ahead can be increased.This allows for preventative action by providing sufficient space for the other vehicle, ensuring that even in the event of a sudden lane change, enough space is available to prevent a critical traffic situation or a potential collision with the other merging vehicle.

[0058] Alternatively, the system can intervene by automatically changing the vehicle's lane to an alternative lane on the same carriageway that is different from the first and second lanes. This alternative lane could be the third lane. If the system's assessment determines that a potential lane change by another vehicle from the second to the first lane could create dangerous traffic situations in the first lane, the system can then check whether a lane change by that vehicle would be advisable.If the alternative lane has sufficient space and the traffic situation is less critical there, the vehicle can move into the alternative lane itself immediately before the other vehicle changes lanes, so that the other vehicle does not pose a danger to the vehicle, as the danger has been avoided by the vehicle itself changing lanes. Thus, based on the assessed lane change of the other vehicle, the system can determine a strategic lane change for the vehicle itself, in order to ensure the safety of the vehicle and 24-0526 PIF.

[0059] 12

[0060] in particular to increase the safety of road users in the vicinity of the vehicle.

[0061] A further aspect (third aspect) of the invention relates to an electronic driver assistance system comprising an electronic evaluation unit and an electronic control unit, wherein the electronic driver assistance system is configured to perform a method according to the previous aspect, in particular according to the second aspect or an advantageous embodiment thereof. In other words, the electronic driver assistance system described above can perform a method according to one of the preceding aspects or an advantageous embodiment thereof. The electronic driver assistance system may include appropriate means to perform the methods according to the preceding aspects.

[0062] With an electronic driver assistance system, at least partially autonomous or fully autonomous driving is possible. In other words, an electronic driver assistance system can be an autonomous vehicle control system.

[0063] A further aspect (fourth aspect) of the invention relates to a vehicle with an electronic driver assistance system according to the previous aspect. The vehicle, which may be at least partially autonomous or fully autonomous, may have at least one such electronic driver assistance system or several such electronic driver assistance systems.

[0064] In particular, the vehicle in question may be a highly automated vehicle. For example, the vehicle could be a passenger car, truck, or bus.

[0065] Advantageous embodiments of one aspect of the present invention are to be regarded as advantageous embodiments of all other aspects. The reverse is also true.

[0066] The electronic driver assistance system and / or the vehicle may include technical means to carry out a method of the present invention. 24-0526 PIF

[0067] 13

[0068] 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.

[0069] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The following figures show:

[0070] Fig. 1 shows a schematic view of a vehicle which has at least one electronic driver assistance system;

[0071] Fig. 2 shows an exemplary representation of a traffic situation of the vehicle in which another vehicle on an adjacent lane could potentially change lanes based on a junction;

[0072] Fig. 3 shows an exemplary representation of another traffic situation involving the vehicle, in which another vehicle in an adjacent lane could potentially change lanes due to an obstacle in that adjacent lane; and

[0073] Fig. 4 shows an exemplary representation of another traffic situation of the vehicle, in which another vehicle on an adjacent lane could potentially change lanes by entering that adjacent lane;

[0074] In the figures, functionally identical elements are provided with the same reference symbols.

[0075] Figure 1 shows a schematic representation of a vehicle 1. This vehicle 1 can be a vehicle that is at least partially or fully autonomously operated, such as a highly automated vehicle. The vehicle 1 can have corresponding vehicle systems, vehicle control systems and / or 24-0526 PIF

[0076] 14

[0077] driver assistance systems to enable autonomous driving maneuvers or to assist a user 2, such as a driver of vehicle 1, in driving and / or controlling vehicle 1.

[0078] For example, vehicle 1 can have at least one electronic driver assistance system 3. The driver assistance system 3 can assist the driver 2 in controlling vehicle 1. In particular, autonomous driving functions can be implemented with the help of the driver assistance system 3. These driving functions can correspond to autonomy levels two or three. The driver assistance system 3 can have at least one electronic evaluation unit 4 and one electronic control unit 5. These serve to perform the corresponding autonomous driving functions and / or automated support functions. In particular, the electronic evaluation unit 4 can be fully integrated into the driver assistance system 3. It is also conceivable that the electronic evaluation unit 4 is a distributed system. In this case, at least some components can be located externally to vehicle 1.

[0079] For example, such systems can be integrated as subsystems into a backend or a central server, so that these components of the electronic evaluation unit 4 are communicatively coupled with the vehicle 1 and in particular with the driver assistance system 3 via wireless communication links.

[0080] If vehicle 1 is engaged in at least partially autonomous travel, it is crucial that the system can react efficiently and safely to a wide variety of traffic situations. Vehicles merging from an adjacent lane into vehicle 1's lane, especially suddenly, pose a particular hazard. Such merging maneuvers are especially relevant when the adjacent lane has a lane end. This forces traffic in the adjacent lane to change lanes at the lane end. The probability of vehicles merging closely increases with proximity to the lane end. Such a lane end is typically indicated by three consecutive signs, for example, at intervals of 200 m, 400 m, and 600 m. The probability is highest in the area from 400 m to the lane end.

[0081] Furthermore, such merging maneuvers can be critical during short on-ramps onto an adjacent lane. On on-ramps, merging traffic, for example, from a rural road or urban traffic onto a motorway, must quickly adapt to the new traffic situation. 24-0526 PIF

[0082] 15

[0083] Especially on very short on-ramps, merging traffic has little time, so risky driving maneuvers sometimes take place when merging at these points.

[0084] If vehicle 1 is in a traffic situation where the adjacent lane has a lane end or a short on-ramp, a situation-appropriate traffic analysis is important. This can be the case, for example, if vehicle 1 is traveling on a highway using driver assistance system 3 with an active Level 3 driving function. For instance, vehicle 1 might be traveling in the first lane of a carriageway 7. This carriageway 7 is a roadway with multiple lanes traveling in the same direction 8. In contrast, carriageway 7 may also have an opposite lane 9, designed for travel in the opposite direction 10 to carriageway 8. This could be, for example, a motorway or a highway.

[0085] On a lane 11 adjacent to the first lane 6, which may be located, for example, to the right of the first lane 6, at least one other vehicle 12 may be present. Therefore, there is a risk that this other vehicle 12 could potentially change lanes 13, which could pose a corresponding danger to vehicle 1.

[0086] In order to react to such a lane change 13, which can occur in a traffic situation 14 in the vicinity 17 of vehicle 1, various input variables or parameters are required. These can be made available to the electronic evaluation unit 4. For example, information regarding the number of lanes on the carriageway 7 can be provided to the electronic evaluation unit 4. Other such input variables could include, for example, the type of each lane on the carriageway 7. Furthermore, information regarding the driving maneuvers of the respective vehicles on the lanes can be provided as input variables. It is also possible for the system to assign vehicles in the vicinity 17 to their respective lanes.

[0087] Furthermore, vehicle 1 can be located using a vehicle system or an external unit. This allows for the determination or further verification of whether vehicle 1 is actually on the first 24-0526 PIF.

[0088] 16

[0089] Lane 6 is located. This can be done, for example, by a fusion of radar sensors, lidar sensors, or camera units and / or using digital maps. Of particular importance as input is the assessment of traffic density on the lanes of carriageway 7. For example, carriageway 7, as shown in Fig. 2, can have a third lane 15 in addition to the first lane 6 and the second lane 11. This third lane 15 is designed to be directly adjacent to the first lane 6. As illustrated by example in Fig. 2, the first lane 6 is the middle lane of carriageway 7. The second lane 11 is located to the far right of it, and the third lane 15 is located to the left of it, in turn, on the opposite carriageway 7.For each of these lanes 6, 11, and 15, various traffic information can be collected and, in particular, made available to the electronic evaluation unit 4. This allows for the evaluation of traffic information regarding the traffic flow and / or traffic density on each of these lanes 6, 11, and 15. In other words, the system can assess, for each lane 6, 11, and 15, how many vehicles are on the surrounding lanes 6, 11, and 15 and how they are moving. Furthermore, the system can determine the speeds of these vehicles. From this, for example, the average probability of a collision (time-to-collision, TTC) can be calculated.

[0090] To determine whether the other vehicle 12 intends to, and in particular will, make a potential lane change 13 from the second lane 11 to the first lane 6, additional topology information concerning the topology of the carriageway 7 is provided to the electronic evaluation unit 4. This information can include details about the design of the carriageway 7. Specifically, the road alignment, geographical location, structural design, the respective route of each lane, and other road information relating to the carriageway 7 can be provided. From this, the respective design of each lane 6, 11, 15 can be determined. This allows the determination of the alignment of the respective lanes 6, 11, 15. For example, an assessment result can be determined using the electronic evaluation unit 4.This assessment result concerns the traffic situation 14 and in particular the potential lane change 13. For this purpose, the various input variables can be analyzed or evaluated accordingly by the system in order to determine the 24-0526 PIF.

[0091] 17

[0092] to assess a potential lane change 13, which may be currently or imminently being carried out by the other vehicle 12. In particular, the probability of such a lane change 13 can be determined.

[0093] Here, a probability can be compared with predefined thresholds, and if the probability exceeds such a threshold, it can be assumed that the lane change 13 will actually be carried out and vehicle 1 should react accordingly. With such an assessment result, vehicle 1, and in particular the electronic driver assistance system 3, can be operated more efficiently. In other words, the system can evaluate how likely a lane change 13 by vehicle 12 is based on the current topology of the carriageway 7. For this purpose, the respective lanes 6, 11, and 15, i.e., adjacent lanes, can also be analyzed.For example, if a corresponding lane-changing event is taking place on the second lane 11, it can be assumed that there is a very high probability that the lane change 13 is imminent.

[0094] Figure 2 below illustrates an exemplary embodiment of a traffic situation 14. This traffic situation 14 is one in which the second lane 11, immediately in front of the other vehicle 12, has a bend compared to lanes 6, 11, and 15. This can be provided using topology information. In this case, it is very likely that vehicle 12, if it wishes to continue in its intended direction 8, will want to change from the second lane 11 to the first lane 6. For this purpose, a section 16 of the second lane 11, located at least partially in the vicinity 17 of vehicle 1, can be identified, for example, based on the topology information. It can then be checked whether such an event is occurring, which will most likely lead to a lane change 13.Furthermore, the surroundings 17 can be monitored by the vehicle 1's environmental sensing systems, for example, to detect when a turn signal is activated by vehicle 12. Additionally, navigation information can be transmitted to vehicle 1 via vehicle-to-vehicle communication.

[0095] Based on the assessment result regarding the assessed potential lane change 13, a system-level intervention in the driving behavior of the vehicle 1 can now be carried out with the help of the driver assistance system 3. In other words, the autonomous driving function or the autonomous24-0526 PIF is activated.

[0096] 18

[0097] Vehicle operation is adjusted accordingly to react to the current traffic situation 14, primarily to improve the safety of vehicle 1 and especially of driver 2. Depending on the current traffic situation, and in particular the currently assessed traffic situation 14, the system intervention can, for example, adjust and, in particular, reduce the speed of vehicle 1. This allows the distance to the merging vehicle 12 to be increased. Furthermore, it is conceivable that if a vehicle 18 is in the first lane 6 ahead of vehicle 1, the distance 19 to this vehicle 18 will be increased to provide sufficient space so that the lane change 13 can be carried out more safely, as sufficient space has been provided for merging.In this context, corresponding vehicle systems can be controlled with the help of the driver assistance system 3 to adjust and, in particular, increase the distance 19 accordingly. Depending on the assessment of the traffic situation 14, and especially the lane change 13 and the respective potential for danger, another possibility regarding system intervention by the driver assistance system 3 is that vehicle 1 itself performs a lane change 20. Should another vehicle 12 now merge from the second lane 11 into the first lane 6, vehicle 1 can minimize the danger by leaving the first lane 6 itself and, for example, changing to the third lane 15. Thus, the third lane 15 can be designated as an alternative lane.Here, the current traffic situation on the third lane 15 can be analyzed and evaluated using the driver assistance system 3. If there is low traffic density and therefore few vehicles or road users are present, this lane change 20 could be carried out immediately before or simultaneously with the lane change 13. This would minimize the risk of a collision between vehicle 1 and the other vehicle 12, for example.

[0098] Figure 3 illustrates a further embodiment of the assessment of traffic situation 14, building upon what has already been said in Figures 1 and 2. The explanations already given for this apply here accordingly, in an analogous and adapted manner.

[0099] In this traffic situation 14, there is now a lane end 21 of the second lane 11 in the route 16. At such a lane end 21, the further 24-0526 PIF

[0100] 19

[0101] Vehicle 12 must perform a lane change 13, as otherwise a collision with the other vehicle 12 will occur, or the other vehicle 12 will completely leave the carriageway 7. As already explained, the current traffic situation, and in particular the lane change 13, can be evaluated accordingly. The system can then determine various probabilities of the other vehicle 12 merging into the lane, i.e., regarding the lane change. Traffic information for all lanes 6, 11, and 15 is taken into account in this process.

[0102] If the traffic density on the first lane 6 is low and the traffic density on the second lane 11 is also low, it can be assumed that the lane change 13, as already mentioned, will be carried out, but will not be dangerous, since the traffic density is low on both lanes and therefore no tight merging maneuver is to be expected. If the traffic density on the first lane 6 is high and the traffic density on the second lane 11 is also high, a tight merging maneuver is highly likely. This means that, for example, a very jerky or sudden lane change 13 could be carried out. If the traffic density on the first lane 6 is high, but the traffic density on the second lane 11 is low, a very high probability of a tight merging maneuver is also to be expected.This also applies if the traffic density on the first lane 6 is low, but the traffic density on the second lane 11 is high.

[0103] Based on this, and in particular on the assessed traffic situation 14 and the assessed lane change 13, the respective driving maneuver to be performed by the driver assistance system 3 can be determined. Various driving maneuvers can then be suggested or determined for the respective situation.

[0104] If the traffic density on the first lane (6) is low and the traffic density on the second lane (11) is high, and the traffic density on the third lane (15) will be high, then vehicle 1 should first reduce its speed. However, if, for example, the traffic density is high on the first lane (6), the second lane (11), and the third lane (15), then vehicle 1 should reduce its speed more significantly. If the traffic density is high on the first lane (6) and the second lane (11), and the traffic density on the third lane (15) is high, then vehicle 1 should reduce its speed more significantly.

[0105] 20

[0106] If traffic density is low, the first vehicle 1 should perform a lane change (20). If there is high traffic density in the first lane (6) and, in contrast, low traffic density in lanes 11 and 15, then no adjustment of the driving behavior of vehicle 1 is necessary, as no significant lane-change maneuver is expected. Therefore, the speed can be maintained. However, it would be conceivable to perform the lane change (20) in this case. If, for example, there is high traffic density in the first lane (6), low traffic density in the second lane (11), and high traffic density in the third lane (15), then vehicle 1 should not react in any way and should continue driving at the same speed.

[0107] Furthermore, a possible and especially temporary reason for the end of the second lane 11 could be the presence of a hazard, particularly in the area of ​​the route 16. Such a potential hazard 22 could be, for example, a construction site, an accident, or a bottleneck. Due to this hazard 22, the other vehicle 12 is required to change lanes 13. To allow vehicle 1 to prepare accordingly from behind and assess this traffic situation 14 in an early manner, it can, for example, use topology information and environmental information to check whether such a hazard 22 exists or not. This allows for an efficient and situation-appropriate assessment of the potential lane change 13.

[0108] Figure 4, again based on the previous figures and their configurations, depicts another conceivable scenario regarding the traffic situation 14. Here, the reason for the potential lane change 13 could be that, in the area of ​​the route 16 of the second lane 11, there is an on-ramp 23 to the second lane 11. Because at least one vehicle 24 wants to enter lane 11 from the on-ramp 23, the other vehicle 12 may be forced to perform the lane change 13.

[0109] The following are various scenarios regarding the current traffic situation 14 with regard to the entrance 23 and the corresponding reactions.

[0110] Should entrance 23 be a short entrance with low traffic density and the other vehicle 12 be located at a distance of, for example, 500 m from 24-0526 PIF

[0111] 21

[0112] If the vehicle is far from the entrance 23 and the traffic density on the first lane 6 as well as on the entrance 23 and on the third lane 15 is low, then the first vehicle 1 may react with unchanged driving behavior, since the dangerous situation in which vehicle 1 would have to act accordingly is not present.

[0113] In another example, vehicle 12 is traveling in the second lane 11, and the on-ramp 23 ends in approximately 500 m. Here, the traffic density in the first lane 6 and the traffic density in the third lane 15 is high. The traffic density on the on-ramp 23, however, may be low. In this case, vehicle 1 would not necessarily need to react and can continue driving without interruption.

[0114] In another scenario, the other vehicle 12 can travel along the second lane 11, and again the relatively short on-ramp 23 ends in 500 m. Here, the traffic density is high on the first lane 6, the second lane 11, and on the on-ramp 23. In this case, vehicle 1 can react by reducing its speed and thus proactively creating a larger gap in traffic ahead of vehicle 1 for merging vehicles.

[0115] In another example, the second vehicle, 12, can be located 500 m from the on-ramp 23. The traffic density on the first lane 6 and on the on-ramp 23 can be high. Conversely, the traffic density on the third lane 15 can be low. In this case, the system can intervene in the driving behavior of vehicle 1 by changing lane 20 from the first lane 6 to the third lane 15 as an alternative lane.

[0116] In another scenario, vehicle 12 is again traveling in the second lane 11, and the on-ramp 23 ends approximately 500 m away. Here, the traffic density in the first lane 6 may be high, while the traffic density in the on-ramp 23 and the third lane 15 may be low. Based on the assessed traffic situation 14, the system can then take the following action: Vehicle 1 maintains its speed and does not change lanes, as this lane change could be perceived as uncomfortable by the passengers of vehicle 1, and the maneuver, i.e., the lane change, would not be as safe as staying in the lane. 24-0526 PIF

[0117] 22

[0118] Based on the above examples, which are not exhaustive as numerous other traffic scenarios are conceivable, it can now be shown how a situation-appropriate strategic lane change can be implemented by the system when the respective traffic situation allows. Further reactions, or even no reaction at all, can be determined by the system depending on the current circumstances. -0526 PIF

[0119] 23

[0120] Reference symbol list

[0121] vehicle

[0122] users

[0123] electronic driver assistance system electronic evaluation unit electronic control unit first lane

[0124] Directional carriageway

[0125] Direction of travel

[0126] opposite carriageway opposite direction of travel second lane

[0127] other vehicle

[0128] potential lane change traffic situation

[0129] third lane

[0130] Route

[0131] Vicinity

[0132] Distance between vehicle in front

[0133] Lane change

[0134] End of lane

[0135] Danger point

[0136] driveway

[0137] rear-end vehicle

Claims

24-0526 PIF 24 Patent claims 1. Method for assessing a traffic situation (14) in the vicinity (17) of a vehicle (1) moving on a first lane (6) of a carriageway (7), comprising: - Providing traffic information concerning a second lane (11) of the carriageway (7) adjacent to the first lane (6) to an electronic evaluation unit (4), wherein the traffic information characterizes a traffic density concerning the second lane (11) and / or a traffic flow concerning the second lane (11), - Providing topology information relating to a topology of the direction of travel (7) to the electronic evaluation unit (4), - Determining an assessment result concerning the traffic situation (14) by the electronic evaluation unit (4) by assessing a potential lane change (13) of at least one other vehicle (12) moving within the vicinity (17) of the vehicle (1) on the second lane (11), from the second lane (11) to the first lane (6) depending on the traffic information concerning the second lane (11) and the topology information, and - Providing the assessment result concerning the traffic situation (14).

2. Method according to claim 1, wherein The electronic evaluation unit (4) is provided with traffic information relating to the first lane (6), wherein the traffic information relating to the first lane (6) is used to characterize a traffic density relating to the first lane (6) and / or a traffic flow relating to the first lane (6), wherein the potential lane change (13) is assessed on the basis of the traffic information relating to the first lane (6).

3. Method according to claim 1 or 2, wherein Based on the topology information, a route (16) of the second lane (11), which extends at least partially in the vicinity (17) of the vehicle (1), is checked to see whether a lane end (21) of the second lane (11) connects to one end of the route (16) 24-0526 PIF 25 and / or whether there is an on-ramp (23) to the second lane (11) within the route (16), taking into account a verification result of the verified route (16) of the second lane (11) when determining the assessment result.

4. Method according to any one of the preceding claims, wherein Based on the topology information and environmental information concerning the surroundings (17), it is checked whether there is at least one potential hazard (22) on the second lane (11), taking into account hazard information concerning the potential hazard (22) when determining the assessment result.

5. Method according to any one of the preceding claims, wherein A third lane (15) of the carriageway (7), which extends directly adjacent to the first lane (6), is checked on the basis of a traffic flow concerning the third lane (15) and / or a traffic density concerning the third lane (15) to determine whether the third lane (15) can be used as a potential escape lane for the vehicle (1) in the event of a potential lane change (13) of at least one other vehicle (12), whereby a check result of the checked third lane (15) is taken into account when determining the assessment result.

6. Method for operating an electronic driver assistance system (3) of a vehicle (1) which is moving on a first lane (6) of a carriageway (7), wherein a traffic situation (14) in an environment (17) of the vehicle (1) is assessed using a method according to one of the preceding claims 1 to 5, wherein the electronic driver assistance system (3) is operated on the basis of the assessed traffic situation (14).

7. Method according to claim 6, wherein Based on the provided assessment result concerning the assessed traffic situation (14), a system-side intervention in the vehicle's driving behavior (1) is carried out by the electronic driver assistance system (3). 24-0526 PIF 26 8. Method according to claim 7, wherein The system-side intervention in the driving behavior is carried out by adjusting the speed of the vehicle (1) and / or the distance (19) to a vehicle (18) ahead of the vehicle (1) to the assessed traffic situation (14), or by performing an automatic lane change (20) of the vehicle (1) to an alternative lane of the carriageway (7) that is different from the first and second lanes (6, 11).

9. Electronic driver assistance system (3) comprising an electronic evaluation unit (4) and an electronic control unit (5), wherein the electronic driver assistance system (3) is configured to perform a method according to one of the preceding claims.

10. Vehicle (1) with an electronic driver assistance system (3) according to claim 9.

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