DE102012001405A1 - Method for performing lane change of vehicle from current lane, involves determining whether lane change of vehicle is safely feasible along determined transition trajectory, based on movement of other road users - Google Patents

Abstract

The method involves setting the specified limits for vehicle dynamics parameters. The transition from the current lane trajectory in the target lane is determined based on specified limits for vehicle dynamics parameters. The movement of other road users is considered for determination of whether the lane change of vehicle from current lane in target lane is safely feasible along the determined transition trajectory. An independent claim is included for a device for performing lane change of vehicle from current lane.

Description

The invention relates to a method for carrying out a lane change according to the features of the preamble of claim 1 and an apparatus for carrying out the method according to the features of the preamble of claim 9.

From the DE 100 12 737 B4 The assignee, the entire contents of which are hereby incorporated by reference, a lane change assistant is known, which offers the driver assistance in the transverse guidance. For this purpose, a lateral position trajectory (y_soll) is determined as a function of position and lane information, and an intervention in the vehicle transverse guidance (steering intervention) is carried out in accordance with the determined lateral position trajectory. The lateral position trajectory (y_soll) is determined such that a maximum lateral acceleration is not exceeded. The maximum lateral acceleration can be specified by the driver.

From the DE 43 13 568 C1 a method for assisting the driver of a vehicle in a lane change is known, in which vehicles are detected on the adjacent target lane and their speeds and their distances to the own vehicle and safety distances are determined and based on the decision as to whether a suitable lane change gap is available.

From the DE 10 2011 016 770 A1 a method for supporting the driver of a vehicle is known in which the vehicle is brought in a first step by engaging in the longitudinal and lateral dynamics in an advantageous starting position for the lane change starting position and in which the vehicle in a second step by an intervention in the longitudinal and lateral dynamics are brought from the advantageous starting position to the target position on the adjacent lane, if sufficient free space could be determined there.

The invention is based on the object to provide an improved method for carrying out a lane change and an improved apparatus for performing the method.

The object is achieved by a method for carrying out a lane change with the features of claim 1 and an apparatus for performing the method with the features of claim. 9

Advantageous embodiments of the invention are the subject of the dependent claims.

In a method for carrying out a lane change of a vehicle from an instantaneous lane to an adjacent destination lane, a transition trajectory from the instantaneous lane to the destination lane is determined according to the invention by taking into account predetermined limit values for vehicle dynamics parameters.

In this way, the lane change can be performed in a manner desired for a driver and / or other vehicle occupants. If the limits are set by the driver, the lane change can thereby be adapted to a driving style of the driver. As a result, the acceptance of the method, i. H. for the planning and automatic implementation of lane changes considerably increased and the driver is supported and relieved by the automated execution of the lane change. In order to increase the acceptance, limit values are expediently specified both for lateral dynamic and for longitudinal dynamic driving dynamics parameters.

Embodiments of the invention are explained in more detail below with reference to drawings.

Showing:

1 1 schematically a device by means of which a method for carrying out a lane change of a vehicle from a momentary lane to an adjacent destination lane is feasible,

2 schematically a diagram with different maximum acceleration levels,

3 schematically a diagram with different maximum acceleration gradient levels,

4 schematically a diagram with different maximum lateral acceleration levels,

5A schematically a first part of a process of planning a lane change of a vehicle from a moment lane to an adjacent target lane,

5B schematically a second part of a sequence of planning a lane change of a vehicle from a moment lane to an adjacent destination lane,

5C schematically a third part of a process of planning a lane change of a vehicle from a moment lane to an adjacent target lane,

6 schematically a velocity profile in a triangular acceleration profile,

7 schematically a triangular acceleration profile,

8th schematically a velocity profile in a triangular delay profile,

9 schematically a triangular delay profile,

10 schematically a velocity profile with a trapezoidal acceleration profile,

11 schematically a trapezoidal acceleration profile,

12 schematically a velocity profile in a trapezoidal delay profile and

13 schematically a trapezoidal delay profile.

Corresponding parts are provided in all figures with the same reference numerals.

1 schematically shows a device by means of which a method for carrying out a lane change of a vehicle from a momentary lane to an adjacent target lane is feasible. The method will be explained in more detail with reference to the further figures, wherein the 5A to 5C show a flow of planning the lane change of the vehicle from the instantaneous lane to the adjacent destination lane. The device and the method enable, by an active engagement in a drive train, a steering device and / or a braking device of the vehicle, ie by the automatic control and / or regulation, a support and relief of a driver of the vehicle when changing lanes, when threading in a adjacent target lane and when overtaking other vehicles. By means of the method, longitudinal and transverse dynamics trajectories coordinated with one another are determined for this purpose, which take account of a dynamic driving behavior of the vehicle which can be predetermined and influenced by the driver and can be technically implemented by the respective vehicle.

The device has a positioning system 1 for detecting a relative position of the vehicle on a roadway, for example, video-based image processing systems in which lane markings on a respective road are searched for by means of cameras mounted in the vehicle. A resultant attitude information data vector signal z _e is sent to a driver request interpretation unit 9 transmitted. Furthermore, the device has an environment detection unit 2 which is based on a detection of a reflection of emitted electromagnetic radiation, for example radar or lidar, for detecting a drivable free space around the own vehicle. A resulting environment vector signal z _u with environment data and clearance information is also sent to the driver request interpretation unit 9 transmitted.

In addition, the device has an object recognition unit 3 based on a radar systems and a stereo video camera system with downstream image analysis, which determines at least one longitudinal and lateral positions of the vehicle surrounding objects and people, ie other road users, relative to their own vehicle and / or lane. In an advantageous embodiment, longitudinal and lateral relative speeds and relative accelerations of the objects surrounding the vehicle relative to the vehicle and / or lane are additionally determined. A resulting object data vector signal z _o is sent to the driver's request interpretation unit 9 transmitted.

Furthermore, the device has a driving state recognition unit 4 which determines an actual driving state z_f, consisting of a driving speed v, an acceleration a, a lateral acceleration, a yaw rate and a steering angle,

The device also comprises an operating and display unit 6 which provides a possibility for the driver to specify the dynamic driving behavior with which the automated driving maneuver, for example a lane change, threading or overtaking operation should be carried out, and which displays the driving behavior selected by the driver and the state of the maneuver. An operating and driving behavior signal S _b resulting from the selection of the driver is sent to the driver's request interpretation unit 9 transmitted. From this is a display signal s _a to the control and display unit 6 transmitted.

The driving behavior can, for example, as in the 2 to 4 represented in three the driving dynamics automated driving maneuver characteristic stages are given according to the desired driving style, namely in a comfort level S1, a standard level S2 and a high-speed S3. These stages S1, S2, S3 are also referred to below as dynamic levels S. Here are in 2 for each of the three stages S1, S2, S3 respectively maximum permitted positive longitudinal accelerations a_max (S1), a_max (S2), a_max (S3) and minimally permitted negative longitudinal acceleration a_min (S1), a_min (S2), a_min (S3) are shown, which are used in accordance with the selection of the respective stage S1, S2, S3 in the process. In 3 For each of the three stages S1, S2, S3, acceleration ramps r_amax_up (S1), r_amax_up (S2), r_amax_up (S3) and deceleration ramping gradient r_amin_up (S1), r_amin_up (S2), r_amin_on (S3) are shown, which correspond to the selection of respective stage S1, S2, S3 are used in the process. In 4 For each of the three stages S1, S2, S3, maximum permitted lateral accelerations ay_max (S1), ay_max (S2), ay_max (S3) are respectively shown, which are used in accordance with the selection of the respective stage S1, S2, S3 in the method. The driver can thus determine both the longitudinal dynamic and the lateral dynamic behavior of the vehicle in one step by selecting one of the predetermined levels.

The device further comprises a situation evaluation and decision unit 5 which is based on the information about the position of the vehicle on the road, the environment information about the free space around the own vehicle, the information about the position and the driving state of the vehicles on the instantaneous lane, the target lane and the information of the driving state of the own vehicle evaluates the situation, determines a required target vehicle speed v_ziel and a required target lateral offset y_ziel from the input information. The situation evaluation and decision unit 5 includes the driver request interpretation unit 9 which determines, depending on the maneuver driving behavior specified or desired by the driver, suitable limit values for a longitudinal dynamics trajectory and a lateral dynamic trajectory which characterize the driving dynamics behavior and these limit values of a longitudinal dynamics trajectory planning unit 7 and transverse dynamics trajectory planning unit 8th and determines which of the input information time intervals to other relevant vehicles on the current and on the destination lane or overtaking lane and assesses whether the driving maneuver due to required longitudinally dynamic transition times T_Idyn and lateral dynamic transition times T_qdyn that of the determined limits for the longitudinal and Querdynamiktrajektorien are dependent, can be performed and for performing the driving maneuvers a longitudinal activation signal S_act_LDYN to a longitudinal control unit 10 and a lateral activation signal S_act_QDYN to a cross control unit 11 sends.

The device also comprises the already mentioned longitudinal dynamics trajectory planning unit 7 , which depends on the driving situation according to the situation assessment and decision unit 5 a mobile longitudinal dynamics trajectory for both the situation evaluation and decision unit 5 as well as for the longitudinal control unit 10 generated. Furthermore, the longitudinal dynamics trajectory planning unit takes into account 7 the target driving speed v_ziel necessary for the maneuver to achieve the driving dynamic behavior during the maneuver characteristic limit values, for example, at a required drive a maximum permitted positive longitudinal acceleration a_max and their acceleration increase gradient r_amax_auf and acceleration reduction gradient r_amax_ab or with a required braking a minimum allowable negative longitudinal acceleration a_min ie, a maximum allowable deceleration, and its deceleration buildup gradient r_amin_up and deceleration decay gradient r_amin_ab, and generates state quantities such as a trajectory longitudinal acceleration a_trj, a trajectory travel velocity v_trj, and optionally a trajectory path position or trajectory longitudinal distance s_trj as target values for the longitudinal control unit 10 ,

Furthermore, the device comprises the already mentioned transverse dynamics trajectory planning unit 8th , which depends on the driving situation according to the situation assessment and decision unit 5 a mobile transverse dynamics trajectory for both the situation evaluation and decision unit 5 as well as for the cross control unit 11 generated. The transverse dynamics trajectory planning unit 8th takes into account the vehicle dynamic behavior in order to achieve the target lateral offset y_ziel required for the maneuver and generates the state variables such as a trajectory curvature c_trj, a trajectory course angle ΔΨ_trj and a trajectory lateral position y_trj for the achievement of the target lateral position or the target lateral offset y_ziel.

In addition, the device comprises the aforementioned longitudinal control unit 10 which are the ones from the longitudinal dynamics trajectory planning unit 7 given longitudinal dynamics trajectory by transmission of a drive control signal u_m to an actuator of a drive train 12 and / or by transmitting a brake actuating signal u_br to an actuator of a braking device 13 regulates when the situation assessment and decision-making unit 5 has given the longitudinal activation signal S_act_LDYN for performing the driving maneuver. Furthermore, the device comprises the aforementioned transverse control unit 11 which are the ones from the cross-dynamics trajectory planning unit 8th vorgebene transverse dynamics trajectory by transmitting a steering control signal u_lenk to an actuator of a steering device 14 regulates when the situation assessment and decision-making unit 5 has given the lateral activation signal S_act_QDYN for performing the driving maneuver.

In addition, the device comprises the actuator for controlling the drive train 12 of the vehicle, the actuator for controlling the braking device 13 of the vehicle and the actuator for controlling the steering device 14 of the vehicle.

The 5A to 5C show the process of planning the lane change of the vehicle from the instantaneous lane to the adjacent destination lane. This planning is expediently carried out continuously while the vehicle is moving. In this way, it is ensured that a determined trajectory is always available when the driver decides to change the lane and indicates his lane change intention, for example by actuating a turn signal lever.

The planning process of the lane change is started, for example, immediately after a departure of the vehicle. Thus, the decision unit 5 at any time perform a driver requested lane change, depending on the driving situation either immediately or delayed within a defined time interval after the lane change request perform.

The basic idea in the design of longitudinal dynamics trajectories is to design time-optimized longitudinal dynamics trajectories that can be driven simultaneously in the real vehicle so that all dynamic levels S (high-speed S3 to comfort level S1) can be realized with the same approach. In particular, if possible, a target speed should be achieved with an acceleration increase gradient r_amax_up (S) on which the respective dynamic level S is based, and an acceleration reduction gradient r_amax_ab (S). This results in a triangular acceleration profile with the acceleration peak a * at the vertex of the triangular profile, if in this case the limit of longitudinal acceleration a_max (S) on which the respective dynamic level (3) is based is not exceeded. If the acceleration peak a * of the triangular acceleration profile exceeds the longitudinal accelerations a_max (S), a trapezoidal acceleration profile is designed as the time-optimal longitudinal dynamics trajectory.

The following relationships apply to the following formulas:

For an acceleration profile, the following applies: a _max = a_max (S) r _{0_up} = r_amax_up r _{0_ab} = r_amax_ab T _{ad_auf} = T_amax_on T _{ad_ab} = T_amax_ab T _{ad_const} = T_amax_const s _{ad_auf} = s_amax s _{ad_const} = s_amax_const s _{ad_ab} = s_amax_ab

For a delay profile, the following applies: a _max = a_min (S) r _{0_auf} = r_amin_auf r _{0_ab} = r_amin_ab T _{ad_auf} = T_amin_auf T _{ad_ab} = T_amin_ab T _{ad_const} = T_amin_const s _{ad_auf} = s_amin_auf s _{ad_const} = s_amin_const s _{ad_ab} = s_amin_ab

After the planning start PS is in a first step AS1 starting from the speed difference between the current initial speed v _{ist_0} , the current initial _acceleration a _{ist_0} and required for the driving maneuver destination _target speed v _target a positive or negative acceleration _peak a * for a triangular acceleration profile according to the formula [1.1] or [1.2], to which the vehicle must be accelerated or decelerated, if the target speed is determined by an in 7 respectively. 9 represented triangular acceleration profile or deceleration profile with a limited acceleration gradient, ie to be achieved with a limited ramp slope in the acceleration profile. With a positive acceleration, the acceleration limit is determined as follows:

If there is a delay, the acceleration limit is determined as follows:

In a second step AS2, as in 5A shown, checks whether the amount of the determined acceleration limit a * is greater than the amount of a maximum allowed acceleration a _max . | A * | > | a _max |? [2]

If this is not the case, the planning is continued according to the left-hand drainage path using the triangular acceleration or deceleration profile. Otherwise, the planning continues according to the right-hand drain path using a trapezoidal acceleration or deceleration profile. In a third step, a build time T _{ad_auf} is now determined. For a triangular acceleration or deceleration profile, this is determined using formula [3.1].

For a trapezoidal acceleration or deceleration profile, this is determined using formula [3.2].

In a fourth process step AS4 a degradation time T _{ad_ab is} determined. For a triangular acceleration or deceleration profile, this is determined using formula [4.1].

For a trapezoidal acceleration or deceleration profile, this is determined using formula [4.2].

In a fifth sequence step AS5, a constant acceleration time T _{ad is} determined. In the case of a triangular acceleration or deceleration profile, their value is zero, since the acceleration process is immediately followed by the acceleration sequence. T _{ad_const} = 0 [5.1]

For a trapezoidal acceleration or deceleration profile, this is determined using formula [5.2].

In a sixth process step AS6, a partial route s _{ad_auf} for the acceleration or deceleration structure is determined by means of formula [6]. This formula is valid for both the triangular and trapezoidal acceleration or deceleration profiles. s _{ad_auf} = V _{ist_0} · T _{ad_auf} + 1 / 2a _{ist_0} · T _{ad_auf} ² + 1 / 6r _{0_on} · T _{ad_auf} ³ [6]

In a seventh sequence step AS7, a speed which depends on acceleration or deceleration is determined by means of formula [7.1] or [7.2]. For a triangular acceleration or deceleration profile, this is determined using formula [7.1]. v * _trj = v _{is_0} + a _{ist_0} · T _{ad_to} + 1 / 2r _{0_to} · T _{ad_to} ² [7.1]

For a trapezoidal acceleration or deceleration profile, this is determined using formula [7.2]. v ** _trj = v * _trj + a _max * T _{ad_const} = v _{ist_0} + a _{ist_0} * T _{ad_to} + 1 / 2r _{0_to} * T _{ad_to} ² + a _max * T _{ad_const} [7.2]

In an eighth sequence step AS8, a partial route s _{ad_const is determined} during a constant acceleration or deceleration _phase . For a triangular acceleration or deceleration profile, this value is zero. s _{ad_const} = 0 [8.1]

For a trapezoidal acceleration or deceleration profile, this is determined using formula [8.2]. s _{ad_const} = v * _trj * T _{ad_const} + a _max * 1 / 2T _{ad_const} ² [8.2]

In a ninth sequence step AS9, a partial route s _{ad_ab is determined} during an acceleration or deceleration _reduction . For a triangular acceleration or deceleration profile, this is determined using formula [9.1]. s _{ad_ab} = v * * T _{ad_ab} + 1 / 2a * * T _{ad_ab} ² + 1 / 6r _{0_ab} * T _{ad_ab} ³ [9.1]

For a trapezoidal acceleration or deceleration profile, this is determined using formula [9.2]. s _{ad_ab} = v ** _trj * T _{ad_ab} + 1 / 2a _max * T _{ad_ab} ² + 1 / 6r _{0_ab} * T _{ad_ab} ³ [9.2]

In a tenth sequence step AS10, a total distance s _{ad is determined} by means of formula [10]. This formula is valid for both the triangular and trapezoidal acceleration or deceleration profiles. s _ad = s _{ad_on} + s _{ad_const} + s _{ad_ab} [10]

In an eleventh process step AS11, a total time T _{ad is determined} by means of formula [11]. This formula is valid for both the triangular and trapezoidal acceleration or deceleration profiles. T _ad = T _{ad_auf} + T _{ad_const} + T _{ad_ab} [11]

In a twelfth sequence step AS12, a profile of the acceleration or deceleration during the setup time is determined by means of formula [12]. These shapes! is valid for both the triangular and trapezoidal acceleration or deceleration profiles. a _trj (t) = r _{0_anf} * t + a _{ist_o} [12] with 0 <t <T _{ad_up} (linear acceleration)

In a thirteenth sequence step AS13, a profile of the acceleration or deceleration during the constant phase is determined for the trapezoidal acceleration or deceleration profile by means of formula [13]. For the triangular acceleration or deceleration profile, this thirteenth sequence step AS13 is omitted since there is no constant phase.
if T _{ad_const} > 0 and T _{ad_to} <t ≤ T _{ad_to} [13] then a _trj (t) = a _max

In a fourteenth process step AS14, a course of the acceleration or deceleration during the degradation time is determined. The acceleration decreases linearly.

The determination is made for the triangular acceleration or deceleration profile by means of the formulas [14], [14.1a] and [14.1b] and for the trapezoidal acceleration or deceleration profile by means of the formulas [14], [14.2a] and [14.2b] , a _trj (t) = a _{ab_0} + r _{0_ab} * t [14] (T _{ad_to} + T _{ad_const} ) <t _≦ T _ad t ~ = t - T _{ad_to} [14.1a] a _{ab_0} = a * _trj * T _{ad_to} [14.1b] (T _{ad_to} + T _{ad_const} ) <t _≦ T _ad t ~ = t - T _{ad_to} + T _{ad_const} [14.2a] a _{ab_0} = a _max [14.2b]

In a fifteenth sequence step AS15, a velocity profile is determined by means of formula [15] by numerical integration via the acceleration profile. This formal is valid for both the triangular and trapezoidal acceleration or deceleration profiles.

In a sixteenth sequence step AS16, a position profile is determined by means of formula [16] by numerical integration over the course of the velocity. This formula is valid for both the triangular and trapezoidal acceleration or deceleration profiles.

After the sixteenth operation step AS16, the planning restarts with the planning start PS, so that the planning is continuously performed.

By means of the device and the method, a lane change assistant is realized, which assists the driver of the vehicle in the event of a lane change of the vehicle from the instantaneous lane to the adjacent destination lane. The longitudinal dynamic and lateral dynamics intervention is adapted to the driving style of the driver. Several dynamic parameters S1, S2, S3 characteristic of the dynamic driving behavior of the lane change assistant are defined, in particular a dynamic parameter comfort level S1, a dynamic parameter standard level S2 and a dynamic parameter high speed S3, and each of these dynamic parameters is assigned a predetermined parameter set with limit values. These limits relate to the longitudinal acceleration a_max, a_min, ie the maximum positive acceleration in the drive or the minimum negative acceleration or maximum deceleration during braking, the jerk in the longitudinal direction r_amax_auf, r_amax_ab, ie the maximum rate of increase of acceleration during acceleration or the maximum rate of degradation of Acceleration during acceleration deceleration as well as the maximum rate of increase r_amin_ on the deceleration delay and the maximum decay rate r_amin_ab of deceleration deceleration, lateral acceleration ay_max and yaw angular velocity Ψ ._max. The jerk is the time derivative of the acceleration, ie the acceleration gradient.

In this case, the limit values can in principle be made dependent on the driving speed v and / or on the driving situation. For example, for the maximum lateral acceleration ay_max limit, higher values can generally be permitted at low vehicle speeds. The limits can z. B. depending on the road condition, for example, depending on the wet condition, and / or the road course, for example, straight ahead or cornering, depending. Also, the limit values formed for the driver's intention interpretation may be made dependent on the type of automated maneuver, for example lane change, for threading onto a target lane and for overtaking.

Furthermore, depending on the coefficient of friction between the tire and the road, the longitudinal dynamic and transverse dynamics limits can be adjusted so that the maneuver can be carried out safely.

For example, when driving the condition a_max * a_max + ay_max * ay_max <mue * mue * g * g or when braking the condition a_min · a_min + ay_max · ay_max <mue · mue · g · g be satisfied, where g represents the gravitational acceleration.

Advantage of the driver request interpretation unit 9 is that the driver, although the driving maneuver is performed automatically, can still influence the driving behavior according to his individual driving style. This increases the driver's acceptance of automatically performed driving maneuvers.

The driver is offered the option of selecting one of the predefined dynamic parameters via an operating and display unit and thus defining the associated limit values. Both the trajectory planning for the longitudinal and transverse movement as well as the maneuver execution then takes place in compliance with the specified limits.

The situation evaluation and decision unit 5 determines depending on the automatically performed maneuver (lane change, threading and overtaking) a target vehicle speed v_ziel and a target lateral offset y_ziel. For homogeneous traffic, the lane change can be the driving speed of the destination lane. When threading, the target vehicle speed v_ziel can be greater or smaller than the airspeed v_act.

In order to enable a safe maneuver and at the same time driving behavior accepted by the driver, both a longitudinal dynamic trajectory and a transverse dynamic trajectory must be planned, which take into account the driver's request and can also be implemented by the vehicle. With regard to the lateral dynamics, those trajectories are known which, in order to produce a target lateral offset y_ziel, take into account the lateral dynamic driving behavior explicitly via the maximum lateral acceleration ay_max and also determine the transitional length or transitional time T_qdyn. This trajectory planning for the transverse movement is carried out according to the in the DE 100 12 737 B4 the applicant, the entire contents of which are hereby incorporated by reference.

The trajectory planning for the longitudinal movement is, depending on whether for the time-optimal achievement of the target speed v_ziel at the end of the driving maneuver a driving or braking intervention is required, the acceleration or deceleration profile is based on either the triangular or trapezoidal course with corresponding Limits of the Ruck has limited slopes. The jerk is the acceleration or deceleration gradient. The triangular profile is used when the target speed v_ziel can be achieved with this profile without exceeding the respective limit value a_max, a_min of the longitudinal acceleration. Otherwise, the trapezoidal profile is used.

In the case of a direct regulation of a target driving speed, the longitudinal dynamic behavior during the transient is dependent on the changing control difference (ie difference between actual airspeed and target speed to be achieved). In contrast, in the trajectory control, the longitudinal dynamic behavior is largely independent of the speed control difference and thus independent of the target driving speed v_ziel. With a trajectory control for the longitudinal dynamics and for the lateral dynamics, an always the same dynamic driving behavior can be realized according to the predetermined driver's request. The reproducibility of driving maneuvers is increased. This is particularly advantageous for a pre-simulation in driving situation evaluation, since thus for the situation evaluation and decision unit 5 a better decision-making basis is created for a safe execution and triggering of a driving maneuver.

A further embodiment of the proposed method provides that the longitudinal dynamics trajectory for the lane change not only a target vehicle speed v_ziel, but also in the presence of a vehicle ahead in the destination lane starting from a starting distance d_0 at the beginning of the maneuver also a target distance d_ziel too taken into account in a vehicle driving ahead in the destination lane. In this case, the travel speed of the vehicle ahead in the target lane is taken as the target vehicle speed.

The target distance d_ziel can be set, for example, such that at the end of the lane change maneuver the distance is reached which would normally also be regulated by a driver assistance system with distance control for normal operation (eg proximity control cruise control) present in the vehicle, if as relevant object for the distance control, the preceding vehicle is taken in the destination lane. Thus, after completion of the lane change, a comfortable transfer of the longitudinal guidance task from the lane change operation to the distance control normal operation is ensured.

The trajectories for the longitudinal and transverse movement together form a transition trajectory, which determine the time course of the whereabouts of the vehicle in the longitudinal and transverse directions and thus the longitudinal and lateral dynamic behavior of the vehicle.

After determining the trajectories for the longitudinal and transverse movement, it is evaluated whether a driving maneuver planned according to these trajectories can be carried out safely taking into account the movement of the relevant surrounding vehicles. The driving maneuver is then evaluated as safe to carry out if a prediction shows that the time intervals remaining after completion of the planned maneuver between the own vehicle and the relevant surrounding vehicles, are sufficiently large, d. H. greater than predefinable safety time intervals. When the driving maneuver has been judged safe and the driver has indicated his lane change intent, for example, by the turn signal, a longitudinal control device and a lateral control device are activated to guide the vehicle to the adjacent target lane by a longitudinal dynamic trajectory control and a transverse dynamic trajectory control.

LIST OF REFERENCE NUMBERS

1

Attitude determination system

2

Environment detecting unit

3

Object recognition unit

4

Driving condition detection unit

5

Situation evaluation and decision unit

6

Operating and display unit

7

Längsdynamiktrajektorienplanungseinheit

8th

Querdynamiktrajektorienplanungseinheit

9

Driver input interpretation unit

10

Longitudinal control unit

11

Lateral Control Unit

12

powertrain

13

braking device

14

steering device

a

acceleration

a *

Acceleration peak in a triangular acceleration profile

a _max

maximum permitted acceleration

AS1 to AS16

process steps

a_ist

current acceleration

a_max

maximum permitted positive longitudinal acceleration

a_max (S1)

maximum permitted positive longitudinal acceleration first stage

a_max (S2)

maximum permitted positive longitudinal acceleration second stage

a_max (S3)

maximum permitted positive longitudinal acceleration third stage

a_min

minimally approved negative longitudinal acceleration

a_min (S1)

minimally approved negative longitudinal acceleration first stage

a_min (S2)

minimally approved negative longitudinal acceleration second stage

a_min (S3)

minimally approved negative longitudinal acceleration third stage

a_trj

Trajekorienlängsbeschleunigung

ay_max

maximum permitted lateral acceleration

ay_max (S1)

maximum permitted lateral acceleration first stage

ay_max (S2)

maximum permitted lateral acceleration second stage

ay_max (S3)

maximum permitted lateral acceleration third stage

c_trj

Trajekorienkrümmung

PS

start planning

r_amax_ab

Beschleunigungsabbaugradient

r_amax_auf

Beschleunigungsaufbaugradient

r_amax_auf (S1)

Acceleration build up gradient first stage

r_amax_auf (S2)

Acceleration build up gradient second stage

r_amax_auf (S3)

Acceleration build up gradient third stage

r_amin_ab

Verzögerungsabbaugradient

r_amin_auf

Verzögerungsaufbaugradient

r_amin_auf (S1)

Delay build gradient first stage

r_amin_auf (S2)

Delay build gradient second stage

r_amin_auf (S3)

Delay build gradient third stage

S1

comfort level

S2

default level

S3

Quick step

s _a

display signal

s _b

Operating and driving behavior signal

S_act_LDYN

Along activation signal

S_act_QDYN

Queraktivlerungssignal

s_trj

Trajekorienlängsabstand

t_act

current time

T_amax_ab

degradation time

T_amin_ab

degradation time

T_amax_auf

assembly time

T_amin_auf

assembly time

T_amax_const

Constant acceleration time

T_amin_const

Constant acceleration time

T_Idyn

required longitudinal dynamic transitional time

T_qdyn

required lateral dynamic transitional period

u_br

Brake actuating signal

u_lenk

Steering control signal

around

Drive control signal

v

driving speed

v_ist

current speed

v_trj

Trajekorienfahrgeschwindigkeit

v_ziel

Target vehicle speed

y_trj

Trajekorienlateralposition

y_ziel

Target lateral offset

VS

V

z _e

Location information data vector signal

z _o

Object data vector signal

z _u

Environment vector signal

z_f

Actual driving condition

ΔΨ_trj

Trajekorienkurswinkel

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.

Cited patent literature

• DE 10012737 B4 [0002, 0077]
• DE 4313568 C1 [0003]
• DE 102011016770 A1 [0004]

Claims (9)

A method for performing a lane change of a vehicle from a moment lane to an adjacent target lane, characterized in that a transition trajectory from the instant lane to the destination lane is determined taking into account predetermined limits for vehicle dynamics parameters. A method according to claim 1, characterized in that the limit values are specified by a driver of the vehicle. A method according to claim 2, characterized in that the driver selects a limit value set with predetermined limit values from a plurality of limit value sets. Method according to one of the preceding claims, characterized in that the driving dynamics parameters whose limits are taken into account in the planning of the transition trajectory are a longitudinal acceleration, a longitudinal acceleration gradient, a lateral acceleration and / or a yaw rate. Method according to one of the preceding claims, characterized in that it is evaluated taking into account movements of other road users, whether a lane change of the vehicle along the determined transition trajectory is safe to carry out. A method according to claim 5, characterized in that the lane change is evaluated as safely feasible if predefined time intervals between the vehicle and the other road users after completion of the planned lane change are greater than predetermined safety time intervals. A method according to claim 6, characterized in that the safety time intervals are specified by the driver. Method according to one of claims 5 to 7, characterized in that the lane change along the determined transition trajectory by an automatic control and / or regulation of a drive train ( 12 ), a steering device ( 14 ) and / or a braking device ( 13 ) is carried out if it has been assessed as safe to perform and the driver indicates his intention to change lanes. Device for carrying out a method according to one of claims 1 to 8, comprising at least means for detecting the surroundings of a vehicle to detect lanes and other road users in the vicinity of the vehicle and to determine a position of the vehicle relative to the detected lanes and other road users, means for Detecting driving dynamics parameters of the vehicle, means for planning a transition trajectory from an instantaneous lane to an adjacent target lane, taking into account predetermined limit values for vehicle dynamics parameters and means for controlling and / or regulating a steering device ( 14 ), a braking device ( 13 ) and / or a drive train ( 12 ) of the vehicle.

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