SE540272C2 - Procedure and system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes - Google Patents

Abstract

The present invention relates to a method for assessing the risk of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, comprising the step of: detecting (S1) the presence of vehicles approaching from behind the conductive vehicle. The method further comprises the steps of: based on indications concerning the distance of a particular lane in which the conductive vehicle is driven, determining (S2) distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone running said adjacent lane backwards from said conductive vehicle a certain distance, and to take (S3) the presence of a vehicle approaching from behind the conductive vehicle in said risk zone as a basis for taking action when changing lanes. assess the risk of lane change when driving a leading vehicle on a roadway with at least two adjacent lanes, as well as a motor vehicle comprising such a system. The present invention also relates to a computer program and a computer program product.

Description

PROCEDURE AND SYSTEM FOR RISKING ASSESSMENT OF LINES IN DRIVING A LEADING VEHICLE ON A ROAD AT LEAST TWO ADJACENT ROADS TECHNICAL FIELD The invention relates to a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the preamble of claim 1. The invention relates to a system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes. The invention further relates to a motor vehicle. The invention further relates to a computer program and a computer program product.

BACKGROUND When driving a vehicle on a roadway with at least two adjacent lanes, a lane change entails a risk in the event that a vehicle behind is approaching in the adjacent lane to which the change is to take place. From a traffic safety point of view, there is therefore a need to assess the risk of changing lanes in the event of a vehicle approaching from behind a leading vehicle.

For this purpose, a so-called blind-spot warning system is used according to a variant. Such a system warns or intervenes in other ways when the own vehicle is about to steer out into an adjacent lane where a vehicle approaching from behind the vehicle is or will be present at a near time. This is normally achieved by means of a rearward radar which detects vehicles in adjacent lanes, where it is assumed that the conductive vehicle and the vehicle approaching behind the conductive vehicle are driven substantially straight ahead along the route.

The assumption that the leading vehicle and the vehicle approaching from behind in the adjacent lane in the adjacent lane will drive straight ahead may lead to false and non-existent warnings, respectively.

On roads with several lanes, the curvature of the roadway can cause such a blind-spot warning system to intervene unnecessarily when a vehicle approaching from behind that is close to the leading vehicle laterally but is still more than one lane away. Fig. 1a illustrates this problem. In the same way, a vehicle on the road with several lanes approaching from behind a leading vehicle that is far from the leading vehicle laterally can constitute a danger in an inner curve without that system registering the danger. Fig. 1b illustrates this problem.

US2003025597 discloses a system for assistance in lane change where the position of the line markings of lanes is memorized, whereby lane position history is determined to determine vehicle position.

OBJECT OF THE INVENTION An object of the present invention is to provide a method and system for assessing the risk of lane change when driving a leading vehicle on a roadway with at least two adjacent lanes which minimizes the risk of incorrect warning when there is no risk of lane change and no warning when risk of lane change exists.

SUMMARY OF THE INVENTION These and other objects, which appear from the following description, are achieved by means of a method, a system, a motor vehicle, a computer program and a computer program product of the kind initially stated and which further have the features stated in the characterizing part of the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.

According to the invention, the objects are achieved with a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, comprising the steps of: detecting the presence of vehicles approaching from behind the conductive vehicle, further comprising the steps of: of a particular lane in which the leading vehicle is driven determine the distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone running in said adjacent lane backwards from said leading vehicle and a certain to take the presence of a vehicle approaching from behind the leading vehicle in the said risk zone as a basis for warning of lane changes. By thus establishing relevant risk zones, the risk of incorrect warning when there is no risk of lane change and no warning when there is a risk of lane change is minimized.

According to one embodiment of the method, the reference positions are determined continuously at predetermined intervals. This enables efficient and predictable determination of the risk zone.

According to one embodiment of the method, the intervals are stretch intervals along the route of the vehicle. This enables efficient and predictable determination of the risk zone regardless of the vehicle's speed.

According to one embodiment of the method, the intervals are time intervals. This enables efficient and predictable identification of risk zones that are easy to achieve.

According to one embodiment, the method comprises the step of determining the distance of said adjacent lanes based on parameters relating to the travel of the leading vehicle, which parameters include the turning angular velocity and speed of the leading vehicle. This enables an efficient way to accurately and precisely determine the risk zone where cornering of the leading vehicle and consequently the adjacent lane extension and curvature are effectively recreated at the risk zone.

According to one embodiment of the method, said determination of distance of said adjacent lane involves determining distance relative to the conductive vehicle.

According to an embodiment of the method, the distance with which said risk zone runs backwards in said adjacent lane from said conductive vehicle is set to exceed the range for the detection of said from behind the conductive vehicle approaching the vehicle. This ensures that action as a warning is taken on a vehicle thus detected that is in the risk zone as soon as the vehicle is detected.

The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.

DESCRIPTION OF FIGURES The present invention will be better understood with reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Figs. 1a and 1b schematically illustrate the driving of a conductive vehicle on a roadway with at least two adjacent lanes, where a vehicle approaching from behind the conductive vehicle is detected according to the prior art; Fig. 2 schematically illustrates a motor vehicle according to an embodiment of the present invention; Fig. 3 schematically illustrates a block diagram of a system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention; Fig. 4 schematically illustrates the driving of a leading vehicle on a roadway with at least two adjacent lanes, where reference positions relative to the vehicle adjacent lanes are determined; Figs. 5a and 5b schematically illustrate driving a conductive vehicle on a roadway with at least two adjacent lanes, where a vehicle approaching from behind the conductive vehicle is detected according to an embodiment of the present invention; Fig. 6 schematically illustrates a block diagram of a method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention; and Fig. 7 schematically illustrates a computer according to an embodiment of the present invention.

KAND TECHNIQUE Figs. 1a and 1b schematically illustrate driving a conductive vehicle 1 on a roadway R1, R2 with at least two adjacent lanes L1, L2, L3, where a vehicle 2 approaching from behind the conductive vehicle 1 is detected by radar according to prior art.

In Fig. 1a, a leading vehicle 1 is driven on a road R1 with three lanes L1, L2, L3, where the road R1 turns. Vehicle 1 travels in the inner lane L3. A vehicle 2 approaching from behind the conductive vehicle 1 is detected by means of radar means with a certain range producing a detection area A1 directed from the left side of the conductive vehicle and in its direction of travel substantially straight backwards. A so-called blind-spot warning system assumes that a vehicle detected in a zone ZA1 running straight backwards and at a distance corresponding to the distance from the leading vehicle to the adjacent lane L2 constitutes a threat, whereby a warning is activated when the lane changes. In this case, the curvature of the roadway means that the vehicle 2 approaching from behind, which is located in the outer lane L1, is detected and a warning is activated. In this case, the blind-spot warning system intervenes unnecessarily, as the vehicle 2 approaching from behind is located close to the conductive vehicle 1 laterally but is still more than one lane away.

In Fig. 1b, a conductive vehicle 1 is driven on a road R1 with two lanes L1, L2, where the road R1 turns. Vehicle 1 travels in the outer lane L1. A vehicle 2 approaching from behind the conductive vehicle 1 is detected by means of radar means with a certain range producing a detection area A2 directed from the right side of the conductive vehicle and in its direction of travel substantially straight backwards. A so-called blind-spot warning system assumes that a vehicle detected in the detection area but determined not to be in a zone ZA2 running straight backwards at a distance corresponding to the distance from the leading vehicle to the adjacent lane L2 does not constitute a threat, whereby no warning is activated. In this case, the curvature of the roadway means that the vehicle 2 approaching from behind, which is located in the inner lane L1, is not considered to be approaching in an adjacent lane. In this case, the blind spot warning system does not intervene when the vehicle 2 approaching from behind is located close to the conductive vehicle 1 in adjacent lanes, which constitutes a traffic hazard.

DESCRIPTION OF EMBODIMENTS Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

Here, the term "adjacent lanes" refers to adjacent lanes for vehicles traveling in the same direction, ie. lanes in the form of adjacent lanes where vehicles travel in the same direction commonly found on major roads such as motorways, and to adjacent lanes for travel in the opposite direction, ie adjacent lanes where in the adjacent lane there is oncoming traffic and where overtaking can occur.

Accordingly, the term "roadway with at least two adjacent lanes" as used herein refers to any suitable roadway with adjacent lanes as defined above. The term "roadway with at least two adjacent lanes" may consequently include a major road such as a motorway with two or more adjacent lanes in the form of adjacent lanes for driving in the same direction, roadway with two adjacent lanes for driving in the opposite direction, ie adjacent lanes where there will be oncoming traffic in the adjacent lane and where overtaking can take place.

Fig. 2 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or a car. The vehicle comprises a system I for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention.

Fig. 3 schematically illustrates a block diagram of a system I for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to an embodiment of the present invention.

System I includes an electronic control unit 100.

System I comprises means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle. The means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle may include any suitable sensor means.

The means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle comprises, according to a variant, radar means. The means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle includes, according to a variant, camera means. The means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle includes according to a variant lidar means. The means 110 for detecting the presence of vehicles approaching from behind a conductive vehicle includes, according to a variant, laser scanner means.

The means 110 for detecting the presence of a vehicle approaching from behind a conductive vehicle includes sensing means for detecting on each side of the conductive vehicle for facilitating the detection of the presence of a vehicle approaching from behind the conductive vehicle in the lane to the right of the vehicle and in the lane to the left. about the vehicle. The conductive vehicle includes the means 110 for detecting the presence of vehicles approaching from behind the conductive vehicle.

The means 110 for detecting the presence of a vehicle approaching from behind a conductive vehicle comprises means for determining whether a detected vehicle is approaching the conductive vehicle, i.e. whether the detected vehicle has a higher relative speed than the conductive vehicle.

System I comprises means 200a for determining, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle is driven, the distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone contiguous in said lane backwards from the leading vehicle a certain distance.

Accordingly, system I includes means 200 for determining a risk zone running in said adjacent lane backwards from the conductive vehicle a certain distance. The means 200 for determining a risk zone comprises the means for determining the distance of said adjacent lanes.

The means for determining the distance 200a of said adjacent lane comprises means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent lane of the conductive vehicle.

System I here comprises means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes to the lane of the conductive vehicle.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 212 for continuously determining the reference positions at predetermined intervals.

According to one embodiment, the predetermined intervals are stretch intervals. Accordingly, according to this embodiment, the means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes comprises means 212a for continuously determining the reference positions with predetermined stretching intervals. The distance intervals consist according to a variant of predetermined distances / distances traveled by the conductive vehicle, where the respective distance / distance is the same / the same. The means 210 for determining the reference position is in this case arranged to continuously determine the reference position after each such distance / such distance.

According to one embodiment, the predetermined intervals are time intervals. Accordingly, according to this embodiment, the means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes comprises means 212b for continuously determining the reference positions at predetermined time intervals. The time intervals consist of predetermined time intervals that the leading vehicle has traveled, where the respective time intervals are the same. The means 210 for determining the reference position is in this case arranged to continuously determine the reference position after each such time interval.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 214 for determining parameters regarding the travel of the conductive vehicle. Parameters regarding the travel of the leading vehicle include the turning angle speed and velocity of the leading vehicle.

Accordingly, the means 210 for determining the distance of said adjacent lane comprises means 214 for determining parameters relating to the travel of the conductive vehicle, which parameters include the turning angle speed and speed of the conductive vehicle.

Accordingly, the system I comprises means 200a for determining the distance of said adjacent lanes based on parameters relating to the travel of the leading vehicle, which parameters include the turning angular velocity and speed of the leading vehicle.

Turning angle velocity is used here as a basis for determining whether and to what extent the lane in which the leading vehicle is driven turns, whereby it is assumed that adjacent lanes have a corresponding curvature.

The means 214 for determining parameters regarding the travel of the conductive vehicle comprises means 214a for determining the yaw velocity of the conductive vehicle. The means 214a for determining the angular velocity comprises at least one gyro.

The means 214 for determining parameters regarding the travel of the conductive vehicle comprises means 214b for determining the speed of the conductive vehicle. The means 214b for determining the speed of the vehicle comprises a speedometer means of the vehicle.

The means 210 for continuously determining reference positions of the conductive vehicle relatively adjacent lanes comprises, according to a variant, navigation means 214c including position data for the current position of the vehicle, as well as map data including information about the curvature of the current route. The means 214 for determining parameters regarding the travel of the conductive vehicle comprises said navigation means 214c.

The navigation means 214c can be used as a complement to the means 214a to determine the turning angle speed for redundancy. Determining the angular velocity of the lane to determine whether the lane is turning can be affected by heeling of the conductive vehicle, where the information from the navigation means 214c concerning the curvature of the lane can be used to avoid incorrect assessments due to such heeling. The navigation means 214c can also be used instead of the means 214a to determine the turning angle speed.

Accordingly, according to a variant, the means 210a for determining the distance of said adjacent lanes comprises navigation means 214c including position data for the current position of the vehicle, as well as map data including information on the curvature of the current route.

System I includes means 214a for determining the yaw velocity of the conductive vehicle.

System I includes means 214b for determining the speed of the conductive vehicle.

System I includes said navigation means 214c.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 216 for determining the distance relative to the conductive vehicle.

The means 216 for determining distance relative to the conductive vehicle includes means 216a for determining line markings of adjacent lanes. The means 216a for determining line markings of adjacent lanes includes sensor means such as camera means. The means 216 for determining distance relative to the conductive vehicle includes, according to a variant, sensor means. Said sensor means according to a variant include camera means.

The means 216 for determining distance relative to the conductive vehicle according to a variant includes means 216b for determining virtual line markings of adjacent lanes.

The means 216b for determining virtual line markings of adjacent lanes includes means for determining the lane width of lanes in which conductive vehicles travel and / or adjacent lanes.

According to a variant, the means for determining the lane width includes navigation means including map data with information about the lane width of the current route, type of route, and information about the current position of the vehicle. The means of navigation may be the means of navigation 214c.

The means for determining the lane width comprises according to a variant sensor means for determining the lane width of the lane in which the leading vehicle travels, where according to a variant the lane width of the adjacent lane is assumed to be the same as the lane in which the leading vehicle travels. The means for determining lane width comprises, according to a variant, pre-stored information concerning lane width, which information may be stored in the electronic control unit 100.

System I comprises means 100, 120 for taking the presence of a vehicle approaching from behind the leading vehicle in said risk zone as a basis for taking action when changing lanes.

System I comprises means 120 for taking action in the event of a determined presence of a vehicle approaching from behind the conductive vehicle in said risk zone.

The means 120 for taking action comprises, according to one embodiment, means 122 for warning of lane changes in the event of such an occurrence. The lane change warning means 122 may be any suitable warning means such as visual warning, audible warning and / or tactile warning. According to a variant, the visual warning means comprises a display unit and / or a flashing unit or equivalent. The audible warning means includes warning in the form of a voice message and / or warning in the form of an audible alarm. The tactile warning means includes the actuation of the steering wheel in the form of vibration / movement and / or the actuation of the vehicle seat in the form of vibration and / or the influence of the pedal such as the accelerator pedal or brake pedal.

The means 120 for taking action comprises, according to one embodiment, means 124 for preventing the conductive vehicle from changing lanes or making it more difficult for the conductive vehicle to change lanes at such an established occurrence. The means 124 for preventing / complicating lane changes include influencing the steering ability of the conductive vehicle as a steering angle in the direction of the adjacent lane in which there is a risk. The means 120 for taking action comprises, according to a variant, the electronic control unit 100.

The electronic control unit 100 is signal connected to the means 110 for detecting the presence of a vehicle approaching from behind via a link 11. The electronic control unit 100 is arranged via the link 11 to receive a signal from the means 110 representing vehicle data for the presence of the rear leading the vehicle approaching vehicle.

The electronic control unit 100 is signal connected to the means 200 for determining a risk zone running in adjacent lanes backwards from the conductive vehicle a certain distance via a link 20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 200 representing risk zone data for established risk zone continuously in adjacent lanes backwards from the leading vehicle.

The electronic control unit 100 is signal connected to the means 200a for determining the distance of said adjacent lane via a link 20a. The electronic control unit 100 is arranged via the link 20a to receive a signal from the means 200a representing stretching data for stretching of adjacent lanes for determining the risk zone backwards from the conductive vehicle.

The electronic control unit 100 is signal connected to the means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent lane of the conductive vehicle via a link 21. The electronic control unit 100 is arranged via the link 21 to receive a signal from the means 210 representing reference position data for reference positions for determining the distance of adjacent lanes for determining the risk zone to the rear from the leading vehicle.

The electronic control unit 100 is signal connected to the means 212 means for continuously determining the reference positions at predetermined intervals via a link 22. The electronic control unit 100 is arranged via the link 22 to receive a signal from the means 212 representing reference position data to continuously determine the reference positions with predetermined intervals, the interval may be stretch intervals determined by means 212a or time intervals determined by means 212b. In this case, reference position data for stretching intervals or time intervals is received via the link 22. According to a variant not shown, the electronic control unit 100 could receive reference position data for stretching intervals from the means 212a via a link and reference position data for time intervals from the means 212b via another link.

The electronic control unit 100 is signal connected to the means 214a for determining the turning angular velocity of the conductive vehicle via a link 24a. The electronic control unit 100 is arranged via the link 24a to receive a signal from the means 214a representing the angular velocity data for determining any curvature of the lane in which the conductive vehicle is traveling.

The electronic control unit 100 is signal connected to the means 214b for determining the speed of the conductive vehicle via a link 24b. The electronic control unit 100 is arranged via the link 24b to receive a signal from the means 214b representing speed data for the speed of the conductive vehicle.

The electronic control unit 100 is signal connected to the navigation means 214c via a link 24c. The electronic control unit 100 is arranged via the link 24c to receive a signal from the navigation means 214c representing map data for propagation of the lane in which the conductive vehicle travels, including any curvature of the lane.

The electronic control unit 100 is signal connected to the means 216a for determining line markings of adjacent lanes via a link 26a. The electronic control unit 100 is arranged via the link 26a to receive a signal from the means 216a representing distance data for distance to line markings of adjacent lanes.

The electronic controller 100 is signal connected to the means 216b for determining virtual line markings of adjacent lanes via a link 26b. The electronic control unit 100 is arranged via the link 26b to receive a signal from the means 216b representing distance data for distance to virtual line markings of adjacent lanes.

The electronic control unit 100 is signal connected to the means 120 to take action in the event of a determined presence of a vehicle approaching from behind the conductive vehicle in said risk zone via a link 12. The electronic control unit 100 is arranged via the link 12 to send a signal to the means 120 representing action data including lane change warning warning data for the leading vehicle and / or obstacle data to prevent / impede lane change of the leading vehicle.

The electronic control unit 100 is arranged to process said reference position data, yaw angle velocity data, velocity data, where applicable map data, distance data for line markings / virtual line markings for determining risk zone data for risk zone running in adjacent lanes backwards from the leading vehicle to said vehicle presence of a vehicle approaching from behind the conductive vehicle to determine whether the vehicle approaching from behind the conductive vehicle is in said risk zone. If the vehicle approaching from behind the conductive vehicle is present in said risk zone, the electronic control unit is arranged to send action data including warning data for warning of lane change for the conductive vehicle and / or obstacle data for preventing / hindering lane change of the conductive vehicle to the means 120.

The reference positions are determined by the means 210 in order to continuously determine the reference positions. The means 210 for continuously determining reference positions is determined according to one embodiment by the following equations: Dx (t) = Dx (t-ts) - cos (ts *?) * Ts * v (1) Dy (t) = Dy (t-ts) - sin (ts *?) * Ts * v (2) x-direction refers to positive values forward in the direction of the leading vehicle, y-direction refers to positive values to the left in the direction of the leading vehicle In equations (1) and (2) above: D is the distance [m] to line marking from a reference point of the conductive vehicle 1, where such a reference point of the conductive vehicle may be, for example, the center of the rear axle, the center of the front axle, the center of vehicle front or equivalent, v the leading vehicle speed [m / s],? the yaw velocity (rad / s) of the conductive vehicle, and tssample time for updating reference positions.

When continuously determining the travel positions with predetermined distance intervals, a new reference position is created regularly after a predetermined distance.

When the reference positions are determined continuously with predetermined time intervals, a new reference position is created regularly after a predetermined time.

Fig. 4 schematically illustrates the driving of a leading vehicle 1 on a roadway R1 with three adjacent lanes L1, L2, L3, where reference positions relative to the vehicle adjacent lanes are determined.

Fig. 4 illustrates a set of reference positions DLAI, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 determined by equations (1) and (2) above. Reference positions DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 according to Fig. 4 has been determined by means of a system I according to the present invention.

A suitable number of N reference positions DLA1, DLB1 is produced; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4i in the form of reference points DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4. Distance to line markings M1, M2 is determined here for the line marking M2 immediately to the left of the leading vehicle 1 and the next line marking M1 to the left, ie. the line markings M1, M2 defining adjacent lanes L2 to the lane L3 in which the leading vehicle 1 travels. This is done continuously, whereby the oldest reference positions are overwritten when the desired number of N reference positions has been determined. The reference positions DLA1, DLA2, DLA3, DLA4 represent continuously determined distances to line markings M2 immediately to the left of the conductive vehicle 1 and the reference positions DLB1, DLB2, DLB3, DLB4 line markings M1 to the left of the line markings M2. Hereby, by means of the reference positions DLA1, DLB1; DLA2DLB2; DLA3, DLB3; DLA4, DLB4 continuously a risk zone as shown in Fig. 5a.

Fig. 5a schematically illustrates driving in the direction of the arrow P1 of a leading vehicle 1 on the roadway R1 according to Fig. 4 with three adjacent lanes L1, L2, L3 based on the continuously determined reference positions. The roadway R1 and the scenario correspond to that illustrated in Fig. 1a. with the corresponding detection range A1. Here, a risk zone Z1 is determined based on continuously established reference positions. By means of the system I according to the present invention, the detected from behind the conductive vehicle 1 in the direction of the arrow P2 is determined approaching the vehicle 2 is not in the determined risk zone Z1 whereby no action is taken when changing lanes, unlike prior art where unnecessary warning occurs when changing lanes.

Fig. 5b schematically illustrates driving in the direction of the arrow P1 of a leading vehicle 1 on a roadway R1 with two adjacent lanes L1, L2 where a vehicle 2 approaching from behind the leading vehicle 1 driving in the direction of the arrow P2 is detected according to an embodiment of the present invention . The roadway R2 and the scenario correspond to that illustrated in Fig. 1b with the corresponding detection area A2. Here, a risk zone Z2 is determined based on continuously established reference positions. By means of the system I according to the present invention, the detected from behind the leading vehicle 1 in the direction of the arrow P2 approaching the vehicle 2 is determined to be in the determined risk zone Z2, whereby action is taken when changing lanes, unlike prior art where no warning occurs when changing lanes.

As shown in Figs. 5a and 5b, the distance Z1a, Z2a with which said risk zone Z1, Z2 is arranged to run backwards in said adjacent lane L2 from said conductive vehicle 1 is set to exceed the range A1a, A2a for the detection of said rear view of the conductive vehicle 1. approaching the vehicle 2.

Fig. 6 schematically shows a block diagram of a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to an embodiment of the present invention.

According to one embodiment, the method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a first step S1. In this step, the presence of vehicles approaching from behind the leading vehicle is detected.

According to one embodiment, the method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a second step S2. In this step, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle is driven, the distance of at least one adjacent lane is determined based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone running in said adjacent lane. leading vehicles a certain distance.

According to one embodiment, the method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a third step S3. In this step, the presence of a vehicle approaching from behind the leading vehicle in the said risk zone is taken as a basis for warning of lane changes.

Referring to Fig. 7, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 3 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read The write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.

A computer program P is provided which includes routines for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the innovative procedure. Program P includes routines for detecting the presence of vehicles approaching from behind the conductive vehicle. The program P comprises routines for determining, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle is driven, the distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone contiguous in said adjacent lane. backwards from said conductive vehicle a certain distance. The program P includes routines for taking the presence of a vehicle approaching from behind the leading vehicle in the said risk zone as a basis for warning of lane changes. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.

When it is described that the data processing unit 510 performs a certain function, it is to be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links connected to the control units 200; 300 connected.

When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is arranged to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to detect the presence of vehicles approaching from behind the conductive vehicle. The received signals on the data port 599 may be used by the device 500 to determine, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle is traveling, the distance of at least one adjacent lane based on continuously determined reference positions of the conductive vehicle relative to said adjacent lane. a risk zone running in said adjacent lane backwards from said conductive vehicle a certain distance. The received signals on the data port 599 can be used by the device 500 to take the presence of a vehicle approaching from behind the conductive vehicle in said risk zone as a basis for warning of lane changes.

Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.

The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims (17)

A method for risk assessment of lane change when driving a conductive vehicle (1) on a roadway (R1, R2) with at least two adjacent lanes (L1, L2, L3), comprising the step of: detecting (S1) the presence of from behind the conductive the vehicle (1) approaching vehicle (2), characterized by the steps of: from indications concerning the distance of a particular lane in which the conductive vehicle (1) is driven determine (S2) the distance of at least one adjacent lane based on continuously determined reference positions (DLA1 , DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the conductive vehicle relative to said adjacent lane to determine a risk zone (Z1, Z2) running in said adjacent lane backwards from said conductive vehicle (1) a certain distance, and taking (S3) the presence of a vehicle (2) approaching from behind the leading vehicle (1) in said risk zone (Z1, Z2) as a basis for taking action when changing lanes. The method of claim 1, wherein the reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) are determined continuously at predetermined intervals. A method according to claim 2, wherein the intervals are stretch intervals along the route of the vehicle. The method of claim 2, wherein the intervals are time intervals. A method according to any one of claims 1-4, comprising the step of determining the distance of said adjacent lane based on parameters relating to the advance of the conductive vehicle (1), which parameters include the turning angular velocity and speed of the conductive vehicle. The method of claim 5, wherein said determining the distance of said adjacent lane involves determining the distance relative to the conductive vehicle. A method according to any one of claims 1-6, wherein the distance (Z1a, Z2a) by which said risk zone (Z1, Z2) runs backwards in said adjacent lane (L2) from said conductive vehicle (1) is set to exceed the range (A1a, A2a) for the detection of the said vehicle approaching from behind the conductive vehicle (1). System for risk assessment of lane change when driving a conductive vehicle (1) on a roadway (R1, R2) with at least two adjacent lanes (L1, L2, L3), comprising means (110) for detecting the presence of from behind the conductive the vehicle approaching vehicle, characterized by means (200) for determining a risk zone (Z1, Z2) running in said adjacent lane backwards from said conductive vehicle a certain distance, comprising means (200a) for based on indications concerning the distance of a certain lane in which the conductive vehicle is driven to determine the distance of at least one adjacent lane including means (210) for continuously determining reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the conductive vehicle relative to said adjacent determining lane. of said risk zone (Z1, Z2), and means (120) for taking the presence of a vehicle (2) approaching from behind the conductive vehicle (1) in said risk zone (Z1, Z2) as a basis for to take action when changing lanes. The system of claim 8, wherein the means (210) for determining the reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) comprises means (212) for continuously determining the reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) at predetermined intervals. The system of claim 9, wherein the intervals are stretch intervals along the route of the vehicle. The system of claim 9, wherein the intervals are time intervals. A system according to any one of claims 8-11, comprising means (200a, 214) for determining the distance of said adjacent lane based on parameters relating to the advance of the leading vehicle, which parameters include the turning angle speed and speed of the leading vehicle. The system of claim 12, wherein said means (200a) for determining the trajectory of said adjacent lane includes means (216) for determining distance relative to the conductive vehicle. A system according to any one of claims 8-13, wherein the distance (Z1a, Z2a) by which said risk zone (Z1, Z2) runs backwards in said adjacent lane (L2) from said conductive vehicle (1) is set to exceed the range (A1a, A2a) for the detection of the said vehicle approaching from behind the conductive vehicle (1). Motor vehicle comprising a system (I) according to any one of claims 8-14. Computer program (P) for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, said computer program (P) comprising program code which, when driven by an electronic control unit (100) or another computer ( 500) connected to the electronic control unit (100), the electronic control unit is capable of performing the steps according to claims 1-7. A computer program product comprising a digital storage medium which stores the computer program according to claim 16.