DE102014002115B4 - Method for operating a driver assistance system to assist in the choice of a lane and motor vehicle - Google Patents

Abstract

Method for operating a driver assistance system (15) to assist in the selection of a lane (8, 9, 10) of a multi-lane road (7) in a motor vehicle (6), wherein at least two, in particular all lanes (8, 9, 10 ) of the road (7) in each case a behavior of the local vehicles (11, 12, 13, 14) describing column information from the environment of the motor vehicle (6) descriptive environment data is determined by the course of certain vehicles associated environment data to a statistical accumulation for certain positions on the lanes are taken into account, each lane (8, 9, 10) being assigned an evaluation value as a function of at least one selection criterion (1, 2, 3, 4) evaluating the associated column information, according to which the best-evaluated lane (8, 9, 10) is brought to the driver as a recommendation for display and / or in automatic lateral guidance of the motor vehicle (6) as a driving lane (8, 9, 10) is selected.

Description

The invention relates to a method for operating a driver assistance system to assist in the choice of a lane of a multi-lane road in a motor vehicle and a motor vehicle having such a driver assistance system.

There are roads that have multiple lanes that are assigned to the same direction of travel. Especially in heavy traffic on such multi-lane roads, such as highways or highways, drivers of motor vehicles often ask which of the lanes is the best choice for achieving their personal goals. The criteria according to which drivers want to make this choice can be very complex. For example, some drivers want to choose the lane that will bring them the fastest to the destination, while another driver or driver wants to reach his destination as comfortably and energy efficient as possible at another time. It is also conceivable that drivers want to visit a lane, which offers increased safety from rear-end collisions.

Driver assistance systems have already been proposed that can at least partially automate the vehicle guidance, for example, can take over the longitudinal and / or transverse guidance at least within a defined framework. Even for such driver assistance systems, the question often arises which lane should ideally be chosen, especially in dense traffic.

Currently, no driver assistance systems are known by which a driver or a vehicle system designed for at least partially automatic vehicle guidance can be supported. Although systems are known, in particular navigation systems that perform a route planning and use current traffic data along the route to choose a most efficient in terms of consumption and / or time method, yet this is the concrete choice of lanes not made, in particular the current traffic flow on the lanes within the local environment of the own motor vehicle can not be considered.

With regard to a lane change, driver assistance systems are already known which assist the driver in this regard. An example of this is the so-called lane change assistants, which issue warning information to the driver when the gap between vehicles in the relevant secondary lane is too small for a lane change. Also described in the prior art were lane change recommendation systems that can output a lane change recommendation based on a given desired speed and by monitoring the clearance in the relevant adjacent lane.

The driver assistance systems for lane change recommendation known in the prior art are designed for liquid traffic and check whether the relevant neighboring lane for carrying out a lane change has a sufficiently large gap and the desired speed can be driven on the destination lane. This always proves to be problematic when there is dense traffic or even congestion, because then the usual assessment criteria are not given. Furthermore, the known driver assistance systems relate at most to a desired speed and can not meet the complex criteria that are set to the choice of the lane.

In the DE 10 2005 012 269 A1 are described a method and an arrangement for guiding a vehicle, according to which the position of the vehicle track lane and determined for at least a portion of lane tracks predeterminable traffic routes in the environment of the vehicle, the traffic situation and made on the basis of specifiable criteria by evaluating the vehicle position and traffic situation, an evaluation of lanes becomes.

From the DE 10 2005 023 185 A1 is a lane change assistant for motor vehicles with a monitoring device for monitoring the traffic in the run-up and in the back of the own vehicle and a decision device for deciding whether a safe lane change is possible, known.

In the not pre-published DE 10 2012 214 979 A1 a device and a method for a traffic flow assistant for a vehicle are described, comprising an environment sensor that recognizes traffic-relevant objects on a lane on which the vehicle is traveling and on at least one other adjacent lane, detected by means of environment sensors gaps in traffic, driving dynamics parameters of Determined objects and thus future gaps in traffic can be predicted. For these recognized and predicted gaps, a possibility for lane change is determined.

The invention has for its object to provide a driver assistance system, which can determine an optimal lane by a sound analysis of the traffic situation, taking into account more complex criteria.

To achieve this object is according to the invention in a method of the type mentioned provided that for at least two, in particular all lanes of the road in each case a descriptive of the behavior of local vehicles column information from the environment of the motor vehicle surrounding data is determined by the course of certain vehicles associated environment data to a statistical accumulation for certain positions on the lanes is taken into account, each lane being assigned an evaluation value as a function of at least one selection criterion evaluating the associated column information, according to which the best rated lane is displayed as a recommendation to the driver and / or is selected as the lane to be traveled in the case of automatic lateral guidance of the motor vehicle.

The invention therefore proposes, based on environmental data, in particular sensor data of the environment sensors, for example radar sensors, laser sensors, cameras and the like, or surrounding environment data fusing environment models and / or object lists around the motor vehicle for the individual lanes on which usually columns of vehicles move to extract decision-relevant properties of these columns, so that ultimately column information is generated, which contains suitable column data for the use of selection criteria relating to a lane. In the derivation of the column information from the environment data, that is to say the accumulation of column data, it is preferred to use customary statistical procedures, for example statistical models, which in particular also take into account the uncertainties associated with the individual environment data and thus provide column information of high quality. It is particularly preferred in this context, if related to certain vehicles associated environment data and their course, for example, a position history and / or a speed profile and / or an acceleration curve, are taken into account, since then for certain positions on the lanes or column traces column data are accumulated statistically can.

The column information is evaluated by selection criteria, so that each lane ultimately an evaluation value is assigned, which allows to determine the best rated lane and recommended to the driver or pass on to at least partially automatic vehicle guidance, specifically for lateral guidance, trained vehicle system ,

The selection criteria offer the possibility, in particular with a combination of several selection criteria, of generating lane recommendations which are based on the driver's existing expectations. Thus, the perceived ride comfort increases and the driving process can be adapted to the individual mobility wishes. Further, the selection criteria of both manual and at least partially automated driving may help to optimize system acceptance and well-being by the driver and occupants.

Concretely, column information may be an average speed of the vehicles and / or a standard deviation of the average speed and / or an average position course and / or speed course and / or acceleration course within the column and / or at least one standstill information and / or distances that are described within the column and / or or time gaps between the vehicles of the column and / or a time to a collision between two vehicles of the column can be determined. Column information of this kind is coordinated in particular with the selection criteria described in more detail below, which are tailored to safety, comfort, energy efficiency and / or fast travel. Standstill information may relate, for example, to an average idle duration of the vehicles of the convoy, in particular in the event of a traffic jam, but also to a number of on-lane stop-and-go maneuvers and the like.

As already indicated, it is expedient for the column information to be determined by using an environment model containing attributes detected in the surroundings of the motor vehicle. Such environmental models are already known in the prior art and will not be detailed here in detail. They offer the advantage of a compact, fused representation of the environment data and are therefore particularly suitable as a starting point for determining the column information. It should be pointed out at this point that the assignment of vehicles to columns, for example, due to a known course of the lanes, which can be detected for example by cameras and / or digital map data of a navigation system of the motor vehicle, is possible; However, it is also conceivable to associate vehicles with comparable position profiles common columns and the like.

A particularly advantageous embodiment of the present invention provides that the column information is determined as a function of sensor data of at least one radar sensor. In this case, the radar sensor is expediently arranged to detect further vehicles that are covered by an immediately preceding vehicle, which also applies accordingly Thus, the driver assistance system may benefit from the ability of the radar sensors to detect even hidden vehicles ahead. Investigations have shown that certain arrangements of radar sensors make it extremely well possible to detect vehicles that drive ahead or otherwise cover the immediately preceding vehicle. If, for example, radar sensors operating at a frequency of 77 GHz are used, it has been shown that multiple reflections, in particular on the ground, can be used to detect vehicles on which the view is basically obscured. In previously known systems such sensor data are rejected, but not in such an embodiment of the method according to the invention, after the radar sensor is optimized so that a column can be measured as completely as possible even if individual vehicles of the columns are covered. Specifically, it can be provided that the arrangement of the radar sensor is selected in an optimization process such that it is arranged as deep as possible on the body while maintaining a maximum permissible interference by near-field ground reflection. In addition to correspondingly arranged radar sensors, hidden objects can also be detected by motor vehicle-to-vehicle communication if, for example, they transmit their position and / or speed and / or further information to other motor vehicles.

It should also be noted at this point that it is preferred within the scope of the invention to detect and evaluate all lanes of a road assigned to a direction of travel. Conceivable, however, are also embodiments in which only the current lane traveled by the motor vehicle and the directly adjacent lanes are evaluated.

As already stated, a large number of selection criteria is conceivable, which can preferably also be used cumulatively. Thus, a first embodiment of a selection criterion provides that, as a selection criterion, the lanes are evaluated according to their average speed driven there, with higher speeds leading to a higher rating. In this way, a selection criterion for the fastest lane can be created, so that a recommendation can be given in this regard.

As a second type of selection criterion it can be provided that the lanes are evaluated according to the energy efficiency of the motor vehicle on the lane, with higher energy efficiencies leading to a higher rating. Thus, if the driver pursues the goal of choosing the lane in which he can move as energy-efficiently as possible, a corresponding selection criterion can be used. In this case, it can be concretely provided that a calculation model describing the consumption of the motor vehicle for driving maneuvers represented by the column information is used to determine the energy efficiencies. It can thus be provided that vehicle-specific models are used on the consumption in acceleration, deceleration and stop-and-go maneuvers, with the corresponding accumulated variables in the column information are used to determine the occurrence of corresponding maneuvers on a lane can. If, for example, the column information has an acceleration course and / or a speed course along the lanes, this results in typical driving maneuvers that can be evaluated correspondingly using the calculation model for determining energy efficiency.

In a further preferred embodiment, it can be provided that within the framework of a third type of selection criterion for each lane from the column information, a comfort parameter describing the driving comfort on the lane is determined, which in particular with frequent and / or strong acceleration and braking operations and / or frequent stop -and-go operations on the lane is decreased, the lanes are rated according to their comfort size. The comfort size thus corresponds to a kind of "stress factor", which can then be used to select the lane that allows the most relaxed and thus most comfortable vehicle guidance. Indicators for this are frequent and / or strong acceleration and / or deceleration processes as well as frequent stop-and-go. Correspondingly, in turn, a speed profile and / or acceleration profile along the lane can be evaluated, but also the aforementioned standstill information and / or a standard deviation of the average speed can be relevant as column information.

A fourth type of selection criterion that can be used in the context of the present invention provides that the lanes are evaluated for their driving safety, whereby safer lanes are rated higher. In this case, a concrete embodiment provides that a safety value relating to the probability of collisions between vehicles of the column is determined, in particular taking account of distances and / or time gaps and / or speeds and / or times up to a collision contained in the column information and / or or a current weather condition. For example, from the distances or time gaps depending on the speeds traveled and possibly taking into account the current weather, a security value, for example, the probability of Rear-end collision, be calculated so that a lane recommendation for the probably safest column can be generated.

A particularly advantageous embodiment of the present invention provides that, in the case of several selection criteria, these are weighted into account. By rules and a weighted combination of the various selection criteria, a lane recommendation can be generated which represents the best compromise, in particular individualized to the driver.

Thus, an expedient embodiment of the present invention provides that at least one selection criterion and / or at least one weighting of a selection criterion is selected as a function of a driver input and / or a driver's date describing the driver. It is therefore conceivable, firstly, that a driver is given an input which determines the selection criteria to be used and / or their weighting. For example, if the driver currently wishes to drive as comfortably and safely as possible, the corresponding selection criteria can be weighted higher and / or used exclusively while other criteria are excluded and / or weighted less, for example a selection criterion related to achieving the destination as quickly as possible. In this way, an individual driver specification of the selection criteria is realized, which also proves to be extremely useful when a motor vehicle with respect to the lateral control automatically controlling vehicle system is present, since the acceptance of such at least partially automatic motor vehicle leading vehicle systems can thus be increased the driving behavior reflects the individual ideas for the lane choice of the driver. For driver input control element and / or display devices of the motor vehicle can be used, in particular, a man-machine interface (on-board computer) offers. For example, it may be possible via controllers to set weightings of selection criteria and the like.

In addition to a driver-side selection of selection criteria or their weighting, an individualization of the lane choice can also be derived from other available driver data. If, for example, the driver chooses a sporty mode of operation of the motor vehicle, it can be assumed that he would like to reach his destination rather quickly; if the driver selects a comfort mode of operation of the motor vehicle, it is more important to set comfortable selection criteria. Conveniently, it is also conceivable to select the use of selection criteria and / or their weighting depending on an analysis of the driving behavior of the driver. Such analyzes with respect to the driver are basically known in the prior art and can also be used profitably in the context of the present invention. If, for example, a driver has a very large distance from preceding vehicles, a high level of security needs can be assumed; If a driver frequently drives at high speeds, it can be concluded that he would like to reach the finish quickly and the like. Of course, even with the use of such driver data additionally the possibility of an individual adjustment by the driver based on a driver input can be provided, after some drivers have dependent on their current mood wishes. In this regard, a driver's tiredness and / or attention can also be used as the driver's date, so that the lane choice and thus the driving load can also be adapted to the current fitness / constitution of the driver. Fatigue and / or attention detection systems are already known in the art.

The invention also makes it possible to use further rules and / or criteria as far as the selection of the lane to be recommended or used is concerned. For example, it may be provided that a navigation criterion is also taken into account in the evaluation of the lanes, with a lane which is more suitable for further route guidance of the motor vehicle being rated higher. If, for example, a lane change is due to the planned route guidance, as is done by a navigation system, this can be taken into account via rules for the lane recommendation, so that the route guidance is best supported by the lane recommendation. If the motor vehicle is operated in an example on a motorway and the route guidance provides that an exit is to be taken shortly, a lane on the right-hand side can be rated particularly high, whereby it may also be possible to ensure at a certain point in time that this is inevitable this lane is chosen.

Other additional rules or criteria for lane recommendation may also refer to applicable laws, such as a legal driving requirement and the like. Consequently, does not provide a jam situation, which can also be detected; It is conceivable, in legal traffic to evaluate more generally more right lanes and the like.

In addition to the method, the invention also relates to a motor vehicle, comprising a driver assistance system for assisting in the selection of a traffic lane of a multi-lane road with a control device implementing a method according to the invention. All statements regarding the The method according to the invention can be analogously applied to the motor vehicle according to the invention, with which the advantages already mentioned can be obtained.

Further advantages and details of the present invention will become apparent from the embodiments described below and with reference to the drawings. Showing:

1 a flow chart of the method according to the invention,

2 an exemplary traffic situation, and

3 an inventive motor vehicle.

1 shows a flowchart of an embodiment of the method according to the invention. There, it is assumed that environment data present in the motor vehicle, for example sensor data from environment sensors, digital map data of a navigation system and motor vehicle-to-motor vehicle communication data, are already fused in an environment model. In the present case, the environment model contains data on other vehicles on the traveled road as objects that represent these vehicles, assigned attributes, for example their position, speed, acceleration and the like, with temporal histories of the past being stored for each object for at least a part of the attributes , in particular a position course, a speed course and an acceleration course. Among the environment sensors is at least one radar sensor, which is installed so that even hidden vehicles can be detected by multiple reflections on the ground. Further conceivable environmental sensors are, for example, laser scanners and / or cameras.

In a step S1, the environmental data stored in the environment model is now used to determine for each of the current direction of travel of the motor vehicle assigned lane of the currently traveled road column information describing the behavior of the local vehicles. This means that other vehicles moving in the same direction as one's own motor vehicle are assigned lanes and thus columns on these lanes, for example on the basis of a lane course known from digital map data and / or by comparing their position profiles. The data thus obtained are statistically evaluated to derive characteristics of the respective columns, the column information. In the present case, for example, an average speed and the standard deviation of this average speed are determined. Further column data of the column information, which in the present case are determined in step S1, are a mean position course, a mean speed course and a mean acceleration course within the column.

In this context, it should be noted that due to the existing time courses of these location and dynamic data in the environment model, an accumulation of data of individual vehicles takes place after certain sections of the lane have been run over by several or even all vehicles of the column and thus a mean spatial column course can be inferred, can be assigned to the spatially associated also medium speeds and mean accelerations, so that a speed course and an acceleration course along the column track arise.

Another part of the column information is standstill information, in this case the average duration of standstill phases in which a vehicle of the column does not move, and a number of standstill phases, thus stop-and-go operations, which average each vehicle of the column along the lane or the detected area. This information follows from the time histories for the individual vehicles.

Finally, the column information contains as column data also intervals and / or time gaps between the vehicles of the column and a time to a collision (time-to-collision - TTC) between two vehicles of the column. Here, too, accumulated values can be determined by using statistical methods.

After the column information has been obtained in this way, selection criteria are selected in a step S2 1 . 2 . 3 and 4 , which evaluate the column information, called.

The selection criterion 1 evaluates the lanes (of course the column information is determined for each lane) according to their average speed driven there, with higher speeds leading to a higher rating. The selection criterion 2 Evaluates the lanes for the energy efficiency of the motor vehicle when it is moved in the lane. Higher energy efficiencies lead to a higher rating. Specifically, for this purpose, a computer model describing the energy consumption of the motor vehicle is used, with which frequently occurring driving maneuvers are evaluated in the column of the lane, for example frequently performed stop-and-go maneuvers, acceleration and braking maneuvers, which consist of the standstill information, the speed and Acceleration curves and possibly from the standard deviation of the average speed result.

The selection criterion 3 concerns the ride comfort on the respective lane, with a higher rating for a better rating. This determines a comfort factor, which can also be described as a stress factor. Frequent and / or strong acceleration and braking as well as frequent stop-and-go processes on the lane suggest that the ride comfort is too low there to ensure relaxed driving. For example, classifiers can be used, which search the speed and acceleration curves for specific maneuvers and assign these comfort numbers, so that a corresponding description results in the form of the comfort variable.

The selection criterion 4 Finally, the evaluation of lanes concerns their driving safety, with safer lanes being rated higher. In this case, a safety value related to the probability of collisions between vehicles of the column is determined, as is also done, for example, in a similar form in safety systems, in particular collision avoidance and / or collision mitigation systems. Typical column data evaluated in this case are the distances and / or time gaps together with the speeds as well as the times up to a collision (TTC). Appropriately, the current weather conditions, which may be included in additional information, are taken into account. 1 also shows a navigation criterion 5 which is only evaluated when an automatic route guidance of the motor vehicle, in particular via the navigation system, is performed. The navigation criterion 5 does not evaluate (necessarily) the column information, but checks whether the route guidance in the current situation would favor a particular lane. For example, if you want to drive off a motorway soon, the right lane can be favored. Accordingly, the favored lane is rated higher, and it may also be provided that in certain situations (immediate departure / turn required) the favored lane is inevitably selected.

In step S2, further criteria / rules are also conceivable, for example in order to make the evaluation of the lanes dependent on a legal situation or the like.

In a step S3, the results of the criteria 1 to 5 then weighted combined. The weights of the individual criteria 1 to 5 or the possibility that these are not evaluated at all, may result from a driver input and / or driver data. In a driver input, a driver may, for example via a man-machine interface, enter his current preferences, for example, whether he currently prefers relaxed driving to quickly reaching the destination, and the like. The evaluation of driver data also allows automatic adaptation. the weighting / consideration of selection criteria 1 to 4 and navigation criterion 5 achieved, for example, by an analysis of driver behavior or derived from other, made by the driver settings.

The result of step S3 is then a best rated lane that represents the best compromise between the desired criteria. After the individual ideas of the driver in the selection criteria 1 to 4 and their weighting, the decision made in step S3 can be accepted and understood by the driver.

The best rated lane may be output at a display device of the motor vehicle in a step S4, for example at a man-machine interface, a head-up display, an instrument panel or the like. If the motor vehicle is operated automatically with regard to the transverse guidance, it is also possible in a step S5 that the vehicle system designed for automatic lateral guidance of the motor vehicle receives the lane recommendation and accordingly selects the best rated lane.

Incidentally, the output of the best-rated traffic lane in step S4 may also contain further information that motivates the decision for the driver, in particular if the decision is strongly influenced by the navigation criterion 5 or other criteria outside the driver preferences.

2 shows for further explanation a traffic situation in which a motor vehicle according to the invention 6 on a street 7 with three lanes 8th . 9 . 10 Is on the way. The car 6 drives on the middle lane 9 , In front of the motor vehicle 6 are more vehicles 11 which form a column to which column information can be determined as described. The vehicles 11 move with a relatively even speed and relatively fixed distances between the vehicles 11 ,

On the left lane 8th are also vehicles 12 to recognize that form a column. The vehicles 12 usually drive faster than the vehicles 11 the lane 9 However, their distances from each other are often shorter and there are relatively frequent braking and acceleration processes.

In the right lane 10 in the present case are the vehicles 13 and 14 wherein it is the vehicle 14 can be about a truck. The vehicles 13 . 14 keep large safety distances and are rather slow on the way.

Depending on the individual presence of the driver, different results for the best rated lane are now possible. If the driver wants energy-efficient and relaxed, that is comfortable, driving, so are the criteria, for example 2 and 3 the highest rated lane becomes the lane 9 be. There is a relatively uniform traffic at medium, so not consuming intensive speed without excessive braking and acceleration.

Would like the driver of the motor vehicle 6 However, to achieve his goal very quickly, he puts special emphasis on the selection criterion 1 , despite the rather low safety margins and the frequent braking and acceleration due to the higher average speed, the lane 8th to be the best rated lane.

If the driver (possibly in addition to a comfortable driving style) is very concerned about safety, this criterion can be used in the present case 4 the lane 10 as the best rated lane, as there are very large gaps between the vehicles 13 . 14 exist and thus a high level of security is given, although comfort and efficiency may be lowered, since possibly overtaking or braking on trucks and the like might be pending.

3 shows a schematic diagram of a motor vehicle according to the invention 6 , This has a driver assistance system 15 to assist in choosing a lane, which is a control unit 16 , which is designed for carrying out the method according to the invention comprises. About a bus system of the motor vehicle 6 For example, a CAN bus or a Flexray bus, receives the control unit 16 Environment data, for example from environment sensors 17 . 18 , where it is the environment sensors 17 For example, to radar sensors can act in the environment sensor 18 to a camera. As further sources of environmental data can be a motor vehicle-to-motor vehicle communication device (not shown in detail) and / or a navigation system 19 serve. Incidentally, it is also conceivable that the environment data already in the control unit 16 itself or in another control unit fused to an environment model.

The control unit 16 determines the column information according to step S1 and evaluates the selection criteria 1 to 4 and other criteria, such as the navigation criterion 5 , according to steps S2 and S3, to obtain a recommendation for the most suitable lane. The output in step S4 may be via a display device 20 respectively; Furthermore, the motor vehicle 6 also a vehicle system designed for automatic transverse guidance 21 have, which can accept the lane recommendation and implement.

Claims (13)

Method for operating a driver assistance system ( 15 ) to assist in the choice of a lane ( 8th . 9 . 10 ) of a multi-lane road ( 7 ) in a motor vehicle ( 6 ), wherein for at least two, in particular all, lanes ( 8th . 9 . 10 ) the street ( 7 ) one the behavior of the local vehicles ( 11 . 12 . 13 . 14 ) descriptive column information from the environment of the motor vehicle ( 6 ) is determined by taking into account the progression of environment data associated with certain vehicles to a statistical accumulation for specific positions on the lanes, each lane ( 8th . 9 . 10 ) as a function of at least one selection criterion evaluating the associated column information ( 1 . 2 . 3 . 4 ) is assigned an evaluation value according to which the best-rated traffic lane ( 8th . 9 . 10 ) is brought to the driver as a recommendation for display and / or in automatic lateral guidance of the motor vehicle ( 6 ) as the driving lane ( 8th . 9 . 10 ) is selected. Method according to claim 1, wherein as column information an average speed of the vehicles ( 11 . 12 . 13 . 14 ) and / or a standard deviation of the average speed and / or a mean position course and / or speed course and / or acceleration course within the column and / or at least one standstill information within the column describing standstill information and / or distances and / or time gaps between the vehicles ( 11 . 12 . 13 . 14 ) of the column and / or a time to a collision between two vehicles ( 11 . 12 . 13 . 14 ) of the column are determined. A method according to claim 1 or 2, wherein the column information is obtained using one in the environment of the motor vehicle ( 6 ) detected objects containing attributes environment model and / or depending on sensor data of at least one radar sensor is determined. Method according to one of the preceding claims, wherein as a selection criterion ( 1 . 2 . 3 . 4 ) the lanes ( 8th . 9 . 10 ) after their there driven Average speed, with higher speeds leading to a higher rating. Method according to one of the preceding claims, wherein as a selection criterion ( 1 . 2 . 3 . 4 ) the lanes ( 8th . 9 . 10 ) according to the energy efficiency of the motor vehicle ( 6 ) on the lane ( 8th . 9 . 10 ), with higher energy efficiencies leading to a higher rating. A method according to claim 5, wherein for determining the energy efficiencies a consumption of the motor vehicle ( 6 ) descriptive calculation model is used for mapped by the column information driving maneuvers. Method according to one of the preceding claims, wherein in the context of a selection criterion ( 1 . 2 . 3 . 4 ) for each lane ( 8th . 9 . 10 ) from the column information a driving comfort on the lane ( 8th . 9 . 10 ) descriptive comfort variable is determined, in particular in frequent and / or strong acceleration and braking and / or frequent stop-and-go operations on the lane ( 8th . 9 . 10 ), whereby the lanes ( 8th . 9 . 10 ) are rated according to their comfort size. Method according to one of the preceding claims, wherein as a selection criterion ( 1 . 2 . 3 . 4 ) the lanes ( 8th . 9 . 10 ) are assessed according to their driving safety, with safer lanes ( 8th . 9 . 10 ) are rated higher. A method according to claim 8, wherein the probability of collisions between vehicles ( 11 . 12 . 13 . 14 ) of the columns related safety value is determined, in particular taking into account contained in the column information intervals and / or time gaps and / or speeds and / or times to a collision and / or a current weather condition. Method according to one of the preceding claims, wherein in the case of several selection criteria ( 1 . 2 . 3 . 4 ) these are weighted. Method according to one of the preceding claims, wherein at least one selection criterion ( 1 . 2 . 3 . 4 ) and / or at least one weighting of a selection criterion ( 1 . 2 . 3 . 4 ) is selected depending on a driver input and / or a driver's date describing the driver. Method according to one of the preceding claims, wherein in the evaluation of the lanes ( 8th . 9 . 10 ) a navigation criterion is also taken into account, one for further route guidance of the motor vehicle ( 6 ) more suitable lane ( 8th . 9 . 10 ) is rated higher. Motor vehicle ( 6 ), comprising a driver assistance system ( 15 ) to assist in the choice of a lane ( 8th . 9 . 10 ) of a multi-lane road ( 7 ) with a control device implementing a method according to one of the preceding claims ( 16 ).

Images