DE202012101687U1 - Lane change assistance system - Google Patents

Abstract

Lane change assistance system (1) for motor vehicles for a lane change of a first-person vehicle (20) from its own lane to a target lane (21), with - an environment detection device (2), which is used to detect the traffic environment by detecting third-party vehicles in the vicinity of the first-person vehicle (20) (22a-22c) including their respective vehicle states, and - a gap determination unit (5), which is set up to determine gaps (23a-23c) in the target lane (21) depending on the detected vehicle states of the respective third-party vehicles in the target lane , characterized in that - a lane change evaluation unit (6) which is set up - for each determined cut-in gap (23a-23c) to define a plurality of different target positions (23b.1-23b.n) within the respective cut-in gap and one for each target position Target position trajectory by predicting the respective one n to determine the target position up to a prediction horizon, - a longitudinal action space of the first person vehicle, which contains possible vehicle states of the first person vehicle up to the prediction horizon based on the current vehicle state of the first person vehicle, taking into account ...

Description

The invention relates to a lane change assistance system for motor vehicles for a lane change of an ego vehicle from its own lane to a target lane with an environment detection device, which is designed to detect the traffic environment by detecting the presence of other vehicles in the vicinity of the vehicle, including their respective vehicle states, and with a gap determination unit, the is arranged for determining Einscherlücken on the target lane in dependence on the detected vehicle states of the respective foreign vehicles on the target lane.

When coping with the driving task by the driver in road traffic more and more assistance systems are used in motor vehicles that support the driver in the accomplishment of his driving task or even independently to take over a portion of the driving task. However, as the road traffic system is characterized by a high degree of non-linearity and nondeterminism, even today autonomous driving is in an experimental state.

In particular, when changing lanes of a vehicle, the known systems quickly reach their limits, since the implementation of the lane change is a complex step, which must be composed of a variety of individual action and monitoring steps to a large complex step. Even the smallest changes in the entire scenario can fundamentally change the course of action when carrying out the lane change.

From the DE 10 2007 008 517 A1 a lane change speed assist system for vehicles is known, with which a speed specification for the desired lane change is determined. For this purpose, a lane change intent is initially recognized by the assistance system. Subsequently, the positions and speeds of the foreign vehicles are determined relative to the own vehicle, with the foreign vehicles are on the track, which intends to change the own vehicle. Subsequently, the speed specification for the lane change is calculated from these data, resulting in an optimal and safe lane change. This speed specification can then be output, for example, on an output device within the own vehicle or be made available directly as a control parameter for further assistance systems.

From the DE 101 14 187 A1 For example, there is known a method of assisting an overtaking operation wherein the distances to the vehicles in the fast lane are continuously measured and the overtaking speed is calculated in dependence on these measured distances.

From the DE 10 2005 036 714 A1 Further, a method for assisting the driver in a lane change is known, in which both vehicles on the current lane and vehicles on the destination lane are detected and assistance measures of the driver are initiated when it is detected that a lane change is imminent or carried out, which would lead to a traffic hazard. However, no assistance measures are initiated when it has been recognized that a substantial portion of the detection ranges of the sensors for the detection of the external vehicles are shadowed, so that an optimal situation image could not be determined.

From the DE 10 2004 029 369 A1 Furthermore, a lane change assistant for motor vehicles is known, which detects other road users at least on an adjacent lane with the help of environment sensors. By means of a decision device is then determined whether a lane change request of the driver is to be assumed, so that an acceleration command can be output to a speed control system. For this purpose, a window for a safe shearing to the secondary lane is determined from the data of the environment sensors and an acceleration strategy adapted to this window including the time for the start of acceleration is calculated, so that shunting into the secondary lane without risk is possible.

From the DE 10 2005 023 185 A1 In addition, a lane change assistance system for motor vehicles is known, which is set up by means of a monitoring device for monitoring the traffic in the apron and in the back of the own vehicle. For the decision whether a lane change is possible without danger, the temporal development of vehicle distances is calculated in advance and a recommendation for the lane change is issued when this lane change is safely possible due to the predicted distances.

From the DE 10 2006 043 149 A1 is a lateral and longitudinal guidance assistant to assist the driver in the lane change is known in which detected by means of environment sensors, the traffic environment, a Einscherlücke determined and then an optimal trajectory for the lane change is calculated taking into account the rear vehicles.

From the DE 10 2009 027 535 A1 It is also known a device for assisting a Einschervorgangs in vehicles, the which is also determined a corresponding Einscherlücke, the detection of the data is based on a car-to-car communication. On the basis of the received data then a corresponding Einschervorgang can be calculated.

From the DE 101 34 367 A1 is a Leithilfe for a lane change known, from the distances and speeds of objects located on the target lane potential Einscherlücken determined by means of a simulation and potential Einscherlücken be signaled to the driver.

Finally, out of the DE 43 13 568 C1 a method for Leithilfe for a lane change by a motor vehicle, in which vehicles detected on the target lane, the distances monitored and if all measured distances are greater than the calculated safety distance, this is recognized as a possible lane change.

In order to provide the driver with an optimal recommendation for a lane change even in complex driving situations, it is an object of the present invention to provide an improved lane change assistance system for motor vehicles, which gives an optimal recommendation for action especially in the presence of several gaps for the lane change.

• – eine Spurwechselbewertungseinheit, die eingerichtet ist, – für jede ermittelte Einscherlücke eine Mehrzahl von verschiedenen Zielpositionen innerhalb der jeweiligen Einscherlücke festzulegen und für jede Zielposition eine Zielpositions-Trajektorie durch Prädizieren der jeweiligen Zielposition bis zu einem Prädiktionshorizont zu ermitteln, – eine longitudinalen Aktionsraum des Egofahrzeuges, der ausgehend von dem aktuellen Fahrzeugzustand des Egofahrzeuges mögliche Fahrzeugzustände des Egofahrzeuges bis zu dem Prädiktionshorizont enthält, unter Berücksichtigung von fahrdynamischen Eigenschaften des Egofahrzeuges zu ermitteln, – für jede Zielposition bis zum Prädiktionshorizont erreichbare Fahrzeugzustände des Egofahrzeuges, die an der jeweiligen Zielposition beim Erreichen der jeweiligen Zielposition durch das Egofahrzeug auftreten können, in Abhängigkeit von der Zielpositions-Trajektorie der jeweiligen Zielposition und dem longitudinalen Aktionsraum des Egofahrzeuges zu ermitteln, und – für jede Zielposition eine Zielpositionsbewertung hinsichtlich eines Spurwechsel auf die jeweilige Zielposition in Abhängigkeit von den erreichbaren Fahrzeugzuständen des Egofahrzeuges an der jeweiligen Zielposition zu berechnen,
• – und eine Ausgabeeinheit vorgesehen ist, die zur Ausgabe der Zielpositions-Bewertungen der verschiedenen Zielpositionen an den Fahrzeugführer und/oder an eine Steuereinrichtung des Egofahrzeuges ausgebildet ist.

The object is achieved with the aforementioned lane change assistance system characterized in that

• A lane change evaluation unit which is set up to determine a plurality of different target positions within the respective shunting gap for each determined shunting gap and to determine a target position trajectory for each target position by prediction of the respective target position up to a prediction horizon, a longitudinal action space of the ego vehicle, which, based on the current vehicle state of the ego vehicle, contains possible vehicle states of the ego vehicle up to the prediction horizon, with consideration of the vehicle dynamics properties of the ego vehicle, for each target position up to the prediction horizon achievable vehicle states of the ego vehicle which at the respective target position upon reaching the respective target position by the ego vehicle, depending on the target position trajectory of the respective target position and the longitudinal action space of the egofah determine and to calculate for each target position a target position evaluation with regard to a lane change to the respective target position as a function of the achievable vehicle states of the ego vehicle at the respective target position,
• - And an output unit is provided, which is designed to output the target position evaluations of the various target positions to the driver and / or to a control device of the ego vehicle.

According to the invention it is thus proposed that the lane change assistance system comprises an environment detection device which detects other foreign vehicles in the vicinity of the ego vehicle and their respective vehicle state. Thus, under optimal conditions with the aid of an appropriate sensor system which is connected to the surroundings detection device via an interface, any other vehicle in the vicinity of the ego vehicle can be detected and the respective vehicle state determined for each detected foreign vehicle. The data necessary for this purpose can be tapped, for example, from the internal bus system of a motor vehicle. Thus, the complete traffic environment of the ego vehicle can be detected.

For the purposes of the present invention, a vehicle state is understood to mean the speed, the acceleration and / or the position of the vehicle. The vehicle state may be one of the aforementioned parameters alone or combinations thereof. The relative speed and the relative distance from the ego vehicle can also be possible vehicle states.

By means of a gap determination unit corresponding Einscherlücken on the target lane is now determined from the detected vehicle states of the foreign vehicles. Thus, for example, in the simplest case, the distance between the individual foreign vehicles can be determined from the determined positions of the foreign vehicles on the destination lane, and then a possible shedding gap can be detected on the basis of the distance. It is also conceivable, however, that further information about the vehicle condition, such as speed, acceleration and deceleration values as well as relative speed to the ego vehicle, are taken into account when determining a suitable shearing gap.

By means of the lane change evaluation unit according to the invention, an evaluation for the lane change now takes place on the basis of the determined likelihood gaps. The lane change evaluation unit is set up in such a way that it first determines a plurality of target positions distributed in the lashing gap for each determined lashing gap. These target positions within the respective shedding gap represent possible positions within the shedding gap, on which the ego vehicle can change from the own lane to the destination lane.

Subsequently, by the lane change judging unit for each target position, a target position trajectory is determined by predicating the respective target position to a prediction horizon. These target position trajectories thus describe the movement of the target position over time, the consideration of which is necessary because the entire lane change process represents a change in location over time. By prediction of the movement of the target positions up to a specific prediction horizon, a target position trajectory is calculated by the lane change evaluation unit for each target position determined in a lock-in gap.

The prediction horizon can represent a temporal and / or spatial limitation for the evaluation of the lane change. For example, the prediction horizon may represent a prediction of 10 to 15 seconds, starting from a current time into the future. In other words, the movement of the target positions is predicted up to the predetermined prediction horizon, for example 10 to 15 seconds, starting from the current time.

In addition, the lane change judging unit is configured to detect a longitudinal action space of the ego vehicle. The longitudinal action space of the ego vehicle contains all possible vehicle states of the ego vehicle up to the considered prediction horizon, so that vehicle states outside this longitudinal action space can not be reached by the ego vehicle starting from the currently current vehicle state until the prediction horizon. So it may be, for example, that starting from the current speed as the vehicle state, the vehicle can not reach a certain final speed up to the prediction horizon, as this would not be possible due to the driving dynamics of the ego vehicle, since the maximum acceleration of the ego vehicle would not be sufficient to up to the prediction horizon to reach the speed.

Therefore, the longitudinal action space of the ego vehicle takes into account the driving dynamics properties of the ego vehicle, so that it can be deduced, for example, at which predicted time (between the current time and the time of the prediction horizon) the ego vehicle can assume which vehicle states. The longitudinal action space can also be determined taking into account the further own lane course and / or target lane course.

On the basis of these two information channels, namely on the one hand the different target position trajectories of the respective target positions and the longitudinal action space of the ego vehicle, a reachability analysis is now performed by the lane change evaluation unit, in which the possible vehicle states of the ego vehicle are determined upon reaching the respective target position or target position trajectory become. These achievable vehicle states are those vehicle states that the ego vehicle may have when it has reached the corresponding target position on the destination lane. On the basis of the respective target position trajectories and the longitudinal action space, these achievable vehicle states of the ego vehicle can be calculated at the time of reaching the respective target position. These vehicle states can be determined, for example, based on the intersection points of the target position trajectory of a respective target position with the longitudinal action space of the ego vehicle.

Since a plurality of achievable vehicle states of the ego vehicle are generally present for each target position within a shedding gap, an evaluation by the lane change assessment unit of each individual target position now follows as a function of the vehicle states determined for the respective target position. This evaluation makes it possible for the respective target position to be evaluated with regard to the achievable vehicle states, so that it is possible to deduce how comfortably a possible target position can be achieved within a lock-in gap, based on the current vehicle state of the ego vehicle. In addition, it is also possible to assess how reliably the corresponding target position can be achieved within the lock-in gap. For example, if the ego vehicle has to move at the limit of its longitudinal action space to reach the target position within the shuffle, extreme acceleration and deceleration values typically occur, which are not only uncomfortable but may also pose a safety hazard.

Thus, for example, the evaluation of the individual target positions in dependence on the number of determined for the respective target position vehicle states or in dependence on the determined amount of achievable vehicle states. The greater the amount of vehicle states for a possible target position, the more vehicle conditions that are not extreme.

It is also conceivable that the evaluation based on a maximum distance of the vehicle states of border vehicle conditions he follows. For the greater an achievable vehicle state of a limit vehicle state when reaching the target position, the more comfortable reaching this target position is possible.

By means of an output unit, the target position evaluations at different target positions are now output to the vehicle driver and / or a control device of the ego vehicle, so that the driver can, for example, see the evaluation on a display. From this he can then derive a corresponding lane change action, which will be done to a best possible and most comfortable lane change.

Advantageously, the target positions are distributed equidistantly within the Einscherlücke, so that there is a sufficiently uniform distribution of the target positions. The boundaries up to the distribution area are formed by the gap-side edges of the gap objects (other vehicles). The edges of the gap objects are defined by the positions at which the occupancy probability of the destination lane begins to drop.

Advantageously, the target position trajectories of the respective target position are predicted by the lane change evaluation unit as a function of a target position speed assigned to the respective target position. Assuming a constant velocity of the target positions up to the prediction horizon, the target position trajectory can thus be determined as the movement of the target positions up to the prediction horizon.

The target position speeds of the respective target position can result from the vehicle states of those vehicles which limit the lashing gap to the front and / or to the rear. As a result, the target positions receive corresponding target position speeds, which approximately represent the speeds or vehicle states of the external vehicles limiting the respective Einscherwinkel.

In order to construct the longitudinal action space of the ego vehicle, the lane change judging unit is advantageously arranged to generate the extreme speed profiles for each different time to the prediction horizon on the basis of a maximum acceleration value and a maximum deceleration value of the ego vehicle, for each time a plurality of extreme speed profiles by combining the maximum Acceleration value and the maximum deceleration value up to the prediction horizon. From this one obtains for each time a multiplicity of possible speed conditions, which could reach the ego vehicle at this time. Speeds outside the corresponding extreme speed profile are not possible. This results in the maximum and minimum travel of the ego vehicle at the respectively considered point in time which the ego vehicle could reach. From this, the longitudinal action space for the parameters speed, time and distance covered can then be built up.

The longitudinal action space thus describes vehicle states of the ego vehicle, starting from its current vehicle state, which could reach the ego vehicle predicted in the future. Vehicle states outside of the longitudinal action space are not accessible to the ego vehicle based on the current vehicle state.

Advantageously, the longitudinal action space of the ego vehicle can also be determined as a function of a preceding foreign vehicle on the own lane and its respective vehicle state, the current traffic rules and / or the lane course of the own lane. If, for example, there is a preceding vehicle on the own lane which travels at a slower speed than the ego vehicle, then the longitudinal action space of the ego vehicle is likewise restricted by this other vehicle. The same applies to the lane course of the own lane, which must be left, for example, in an acceleration strip within a fixed path. But even the currently valid traffic rules in the vicinity of the vehicle can cause the longitudinal action space must be reduced accordingly, since the action outside the permissible traffic rules should be prevented from the outset.

Advantageously, the lane change evaluation unit is set up such that it calculates the achievable vehicle states upon reaching the respective target position or target position trajectory as a function of a determined time and speed range for each target position. The time and speed range of each target position finally determines the vehicle states with which the foreign vehicle can change to the respective target position, with possible reaching times being specified for different achievable attainment speeds. This time and speed range for each target position results from the intersections of the target trajectory of the respective target position with the longitudinal action space of the ego vehicle, whereby only those vehicle states can be reached, which in the Intersection of target position trajectory and longitudinal action space.

Advantageously, the lane change judging unit is further configured to evaluate the target positions in accordance with a set of the achievable vehicle conditions determined for each target position. However, it is also conceivable that the lane change evaluation unit is set up to evaluate the target positions based on a maximum distance of an achievable vehicle state from a limit vehicle state from the set of achievable vehicle states determined for the respective target position. Because the greater a distance with respect to a vehicle state with respect to its limit vehicle state, the more comfortable the target position can be achieved.

Advantageously, the ratings are output by the output unit in the form of a recommendation to the driver of the ego vehicle, so that they get the optimal lane change strategy displayed and this can then follow, for example, to obtain an optimally secure result.

Advantageously, however, it is also possible to carry out an overall gap analysis or overall gap assessment by combining the respective evaluations of the target positions for each determined shunt gap. Thereby, it can be achieved, for example, that a shuffling gap given, which has a plurality of mediocre rated target positions, instead of a shuffling gap which has rated only a single target position as good and all other target positions as bad.

Moreover, it is particularly advantageous if the lane change assistance system is set up in such a way that it continuously carries out a corresponding gap analysis and calculates a corresponding evaluation so that the corresponding information can be continuously displayed to the driver of the ego vehicle. For this purpose, the necessary information is permanently recorded and provided by the system so that, for example, the changing longitudinal action space and the change in the vehicle states of the foreign vehicles and the ego vehicle can permanently react to the changing situations. Thus, the optimal lane change strategy can be determined at any time.

The invention will be described by way of example with reference to the accompanying drawings. Show it:

1 - Schematic structure of the lane change assistance system according to the invention;

2 - target positions within the lock-in gap;

3 - mapping of an extreme speed profile for maximum and minimum values;

4 - Schematic representation of the structure of the entire longitudinal action space by varying the maximum and minimum values;

5 Representation of an exemplary longitudinal action space;

6 Determination of the intersection points of a target position trajectory with a longitudinal action space for different acquisition rates;

7 Time and speed range of a target position trajectory;

8th - Representation of a calculated gap band.

1 schematically shows the structure of the lane change assistance system according to the invention 1 , The lane change assistance system 1 has an environment detecting device 2 on, which is set up for detecting located in the vicinity of the ego vehicle foreign vehicles including their respective vehicle state. The detection of the vehicles and their vehicle states, for example, using a sensor 3 carried out with the environment detecting device 2 contacted via an interface. However, the necessary data can also be provided by the surroundings detection device 2 from the bus system 4 of the vehicle with which the environment sensing device 2 is connected via an interface, be tapped.

The so from the environment sensing device 2 recorded data, ie the other vehicle as well as their respective vehicle state, then for further calculation to a gap determination unit 5 transferred, which is arranged to determine at least one Einscherlücke on the target lane, which the ego vehicle intends to change depending on the detected foreign vehicles with their respective vehicle state. With the help of the positions of the foreign vehicles as information about the vehicle state can thereby be determined by the gap determination unit 5 Determine the corresponding lashing gaps on the target lane, which can be used to cut into this target lane.

Both the data of the environment detection device 2 as well as the data of the gap determination unit 5 are sent to a lane change assessment unit 6 forwarded, which then makes an appropriate assessment for a possible lane change. This review is now using an output unit 7 issued to the driver, for example, to indicate a corresponding action recommendation for the lane change. However, the output can also be sent to a controller 8th be spent of the vehicle so that, for example, the lane change is performed autonomously by the ego vehicle or at least the driver is supported accordingly when changing lanes.

2 shows a possible traffic situation in which an ego vehicle 20 from its own lane to a destination lane 21 intends to change. On the destination lane 21 There are several foreign vehicles 22a to 22c by their distribution on the target lane 21 corresponding gaps 23a - to 23c form. The gaps 23a to 23c are limited either by the corresponding foreign vehicles themselves or by the sensor ranges 24 which could thus also be the prediction horizon at the same time.

The lane change evaluation unit 6 now determines for each shedding gap 23a to 23c corresponding target positions within the respective shedding gap. This is how the shedding gap points 23b for example, the target positions 23b.1 to 23b.n all of which can represent possible positions on which the ego vehicle could switch to the shedding gap.

Subsequently, a prognosis of the target positions is carried out by the planning for the gaps matching movements of the target positions up to a prediction horizon in order to be able to determine how the target position moves up to the prediction horizon. From this predicted movement of the individual target positions within the gap, a corresponding target position trajectory can be determined, which describes the movement of the target position up to the prediction horizon. The planning of the target position trajectories takes place under the assumption of constant speeds for the objects delimiting the respective lock-in gap, wherein the movement of the target position is predicated on the basis of a speed assigned to each target position. The speed of a target position may result, for example, from the foreign vehicles bounding the respective shunting gap of the target position and their respective speed. The target positions can be distributed equidistantly, which leads to a constant distance.

In addition to the target positions and their respective target position trajectories, the longitudinal action space of the ego vehicle is required starting from the current vehicle state of the ego vehicle. The longitudinal action space of the ego vehicle describes the possible vehicle states of the ego vehicle up to the prediction horizon.

The structure of the longitudinal action space takes place taking into account the driving dynamics of the ego vehicle, in such a way that extreme speed profiles are generated, which then sum up the maximum longitudinal action space. 3 shows two corresponding velocity profiles, with the shape shown on the left describing the maximum distance, while the right image represents the minimum distance. The two extreme speed profiles shown are based on the assumption that, starting from its current speed V _EF , the ego vehicle accelerates with a maximum acceleration a _{max, pos} , then holds its maximum speed V _{max kink, max, k} until time t, and then stops a maximum delay a _{max, neg} delayed to a speed V _j at time t _i . For this in 3 On the left side shown extreme speed profile results in the maximum distance S _max (t _i , V _j ) until the time t _i for the reaching speed V _j . This leads to the maximum path for the boundary conditions of the desired time t _i and the reaching speed V _j at the time t _i .

The same applies to the minimum path shown on the right in its determination. Since positive and negative maximum accelerations as well as maximum and minimum speeds are used for the construction of the speed profile, it is not possible to determine a speed profile which would lead to the passage of a longer path.

By varying the buckling times, n _max extreme speed profiles are generated to cover the maximum travel and n _min extreme speed profiles to cover the minimum travel, as shown in FIG 4 is shown. As a result, at a given instant t _i, the maximum and minimum paths for different speeds result. When evaluating the extreme speed profiles at other points in time (eg t _i-1 ), the desired paths for different speeds also result therefrom.

Thus, the longitudinal action space is completely built up by the extreme speed profiles. For each time point n _max + n _min individual limit states result, in Q _grenz (t). After considering the basic structure of the longitudinal action space is discussed in the following on the consideration of the longitudinal action space limiting influencing variables. These include the longitudinal dynamic possibilities of the own vehicle, the traffic and structural situation of the own vehicle lane (eg front vehicle, curvature of the lane, length of the lane, speed limit) and the driver's maximum longitudinal driving behavior. These influencing variables result in acceleration and speed restrictions which lead to the limitations of the longitudinal action space.

The construction of the extreme speed profiles takes place stepwise by the determination of individual speeds for discrete points in time starting at the time t ₀ . When calculating a speed, it is thus possible to take specific acceleration and speed restrictions into account. If, for example, due to the approaching lane, the need for braking declines, the speed profile for the extreme speed profile can be limited at a specific, calculated speed in such a way that braking is just possible.

The limitation of the longitudinal action space is formed by the set of just attainable states Q _grenz (t) = {q _{grenz, 1} (t), ..., q _{grenz, n} (t)}. 5 shows a longitudinal action space by means of the interface described by Q _grenz (t). The states within the interface (q (t)) are thus accessible to the ego vehicle.

Subsequently, a corresponding accessibility analysis is carried out, in which for each target position the time and speed range in which it is possible for the own vehicle to reach the target position associated target position trajectory in the longitudinal direction, determined. To determine this achievement area in terms of time and speed the intersection points of a target position trajectory with the interface of the longitudinal performance space for various achieve speeds V _achievement are determined. The attainment speeds V _achievement are selected so that the entire theoretical possible speed range of the achievement is covered.

6 shows a section through the longitudinal space of action for different speeds, whereby the section plane is respectively V _achievement. Thus, the intersections of a target position trajectory also shown with the limitation of the longitudinal action space can be determined directly.

If it is possible to reach the target position trajectory, an entry point into the longitudinal action space and an exit point result for each achievement speed within the scope of the prediction horizon. These times also form the earliest and latest attainment time (t _{attainment, min} and t _{attainment, max} ), from which also the attainment period emerges. The points of intersection thus determined for all attainment speeds form the limit of the range of attainment, as in 7 is represented for a target position or for a target position trajectory. Achievements of this target position trajectory by the ego vehicle are possible in this illustrated time and speed range.

Since the achievement on the boundary of the reach range from the intersection of the target position trajectory with the interface of the longitudinal action space, the maneuvers that lead to these achievements, just barely realizable and therefore classified as extreme. A movement of the ego vehicle that leads to such an achievement runs on the boundary of the longitudinal action space and thus results directly from an extreme speed profile. The greater the time difference of achieving a speed of achievement with respect to the earliest and latest arrival of the time, the less positive as well as negative accelerations are to be applied for that achievement. This increase in comfort is due to the fact that a movement of the ego vehicle, which results in such an achievement, does not run on the boundary of the longitudinal action space, but within this space.

Finally, the individual target positions are evaluated with regard to their achievement for the lane change. The goal here is to be able to determine those target positions within a Einscherlücke that should be targeted to carry out the lane change on the target lane. For this purpose, each target position is evaluated by means of a rating function or quality function, so that the result for each target position is a target position weighting W _ZP . The _{gap band} represents this target position evaluations as a function of the longitudinal distance of the target position from the own vehicle position to the current time S _ZP0 , as shown in _FIG 8th is shown. The gap band shown in this way thus provides a concise answer to which target position is to be targeted for carrying out the lane change.

As an input into the evaluation function from the over area are achieving speed V _achievement, the earliest and latest achievement time and the associated covered way of the own vehicle at the Available. From these vehicle conditions can thus perform the evaluation. By means of a prediction of the state of the gap objects for these two points in time, the predicated situations for these points in time can be created. In order to generate the required statement, the evaluation function includes the feasibility of the lane change when the target position is reached, the reachability of the target position, and the probability of movement of the target position. The feasibility of the lane change describes the extent to which the property of the predicted at the time of reaching the target position in the longitudinal direction situation to allow the lane change to a driver. In order to obtain a driver-compatible rating, results from various driver behavior studies are used as a basis. Feasibility is determined for the earliest and the latest achievement. The two values are summarized by forming the mean value.

The assessment of the reachability of the target position aims, in addition to considering whether the target position is achievable, on how safe the achievement of the target position is and how comfortable the necessary maneuver would be for the driver. To determine the security of the arrival, the time until the first reaching of the target position and the distance to the end of the threading strip are evaluated at this time. To assess the comfort of the maneuver to be performed to reach the target position, the duration of the achievement is assessed. The greater the distance from the interfaces, the more comfortable a maneuver for this target position is feasible. Conversely, this means that the greater the amount of possible vehicle states, the greater the likelihood that the target position will be achievable with safe maneuvers.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

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• DE 4313568 C1 [0012]

Claims (9)

Lane change assistance system ( 1 ) for motor vehicles for a lane change of an ego vehicle ( 20 ) from its own lane on a target lane ( 21 ), with - an environment sensing device ( 2 ), which are used to detect the traffic environment by detecting the presence in the vicinity of the ego vehicle ( 20 ) ( 22a - 22c ) including their respective vehicle states, and - a gap determination unit ( 5 ) used to determine lock-in gaps ( 23a - 23c ) on the destination lane ( 21 ) is set up as a function of the detected vehicle states of the respective foreign vehicles on the destination lane, characterized in that - a lane change assessment unit ( 6 ), which is set up, - for each determined shedding gap ( 23a - 23c ) a plurality of different target positions ( 23b.1 - 23b.n ) determine within the respective Einscherlücke and for each target position to determine a target position trajectory by predicting the respective target position to a prediction horizon, - a longitudinal action space of the ego vehicle, which contains possible vehicle states of the ego vehicle up to the prediction horizon based on the current vehicle state of the ego vehicle to determine the vehicle dynamics of the ego vehicle, which can be achieved for each target position up to the prediction horizon, which can occur at the respective target position when the respective target position is reached, depending on the target position trajectory of the respective target position and the longitudinal action space of the ego vehicle, and - for each target position, a target position evaluation with regard to a lane change to the respective target position as a function of de n achievable vehicle states of the ego vehicle at the respective target position to calculate, - and an output unit ( 7 ) is provided, which is designed to output the target position evaluations of the various target positions to the driver and / or to a control device of the ego vehicle. Lane change assistance system according to claim 1, characterized in that the lane change assessment unit is set up to distribute the target positions equidistantly within a lashing gap. The lane change assist system according to claim 1 or 2, characterized in that the lane change judging unit is arranged to predict the target position trajectories of the respective target positions in response to a target position speed associated with the respective target position, the lane change judging unit for determining the target position speed of the respective target position depending on a vehicle condition one of the Einscherlücke the respective target position limiting front and / or rear foreign vehicle is set up. Lane change assistance system according to one of the preceding claims, characterized in that the lane change judging unit is adapted to determine the longitudinal action space of the ego vehicle by generating extreme speed profiles for different times up to the prediction horizon on the basis of a maximum acceleration value and a maximum delay value, wherein a plurality of extreme speed profiles is calculated by combining the maximum acceleration value and the maximum deceleration value up to the respective point in time. Lane change assistance system according to one of the preceding claims, characterized in that the lane change assessment unit is set up, the longitudinal action space of the ego vehicle further in dependence on a preceding and / or behind other vehicle on the own lane and its respective vehicle state, the current traffic rules and / or the lane course of the own lane to investigate. Lane change assistance system according to one of the preceding claims, characterized in that the lane change evaluation unit is set up, the achievable at the respective target position vehicle states by determining a time and speed range for each target position containing possible reach times for different achievable attainment speeds from the intersections of the target trajectory of the respective Calculate target position with the longitudinal action space. Lane change assistance system according to claim 6, characterized in that the lane change evaluation unit is arranged to evaluate the respective target position in dependence on the size of the time and speed range of the respective target position. Lane change assistance system according to one of the preceding claims, characterized in that the output unit is set up to output the evaluation of the target positions in the form of an action recommendation to the driver of the ego vehicle and / or to the control device of the ego vehicle. Lane change assistance system according to one of the preceding claims, characterized in that the lane change judging unit is arranged to determine an overall gap score depending on the scores of the respective target positions within the respective lapses gap for each determined lynch, and the output unit is adapted to output the total lane score.

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