DE102017206862A1 - Selecting a course of action concerning the longitudinal guidance of a motor vehicle with at least automated longitudinal guidance - Google Patents

Abstract

The invention relates to a driving system for automated driving with at least automated longitudinal guidance for a motor vehicle. The driving system is set up to detect an actual traffic situation in the vicinity of the motor vehicle that comprises at least one further road user, to use at least two alternative options for action regarding the longitudinal guidance of the own motor vehicle based on the actual traffic situation for a first time step, for each of these options at least one to determine possible future traffic situation for the first time step as a result of the respective action option, to make an evaluation for each of these possible future traffic situations, to select one of these options for the first time step, and to execute the selected action option concerning the longitudinal guidance of the own motor vehicle.

Description

The invention relates to a driving system and a method for automated driving with at least automated longitudinal guidance.

The term "automated driving" in the context of the document can be understood as driving with automated longitudinal or transverse guidance or autonomous driving with automated longitudinal and transverse guidance. The term "automated driving" includes automated driving with any degree of automation. Exemplary levels of automation are assisted, semi-automated, highly automated or fully automated driving. These degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication "Forschung kompakt", issue 11/2012). In assisted driving, the driver performs the longitudinal or transverse guidance permanently, while the system assumes the other function within certain limits. In Partial Automated Driving (TAF), the system performs longitudinal and lateral guidance for a period of time and / or in specific situations, with the driver having to permanently monitor the system as in assisted driving. In highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time, without the driver having to permanently monitor the system; However, the driver must be able to take over the vehicle guidance in a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above four degrees of automation according to the definition of BASt correspond to SAE levels 1 to 4 of the Norm SAE J3016 (SAE - Society of Automotive Engineering). For example, according to the BASt, highly automated driving (HAF) complies with Level 3 of the SAE J3016 standard. Furthermore, the SAE level 5 is provided in SAE J3016 as the highest degree of automation, which is not included in the definition of BASt. SAE level 5 is driverless driving, which allows the system to automatically handle all situations like a human driver throughout the journey; a driver is generally no longer required.

Methods and devices for motor vehicles are known which influence the longitudinal guidance of an at least partially automated motor vehicle as a function of road users recognized in the surroundings of the motor vehicle.

The DE 10 2006 046 697 A1 discloses a method in which position data is collected from a road user in an intersection. The acquired position data are evaluated and a forecast of the expected movement lines of the road user is created. Based on the prognosis, it is determined whether conflicts between the own motor vehicle and the road user threaten, whereupon countermeasures are initiated to prevent the conflicts.

It is an object of the invention to provide an alternative approach for influencing the longitudinal guidance of a motor vehicle with at least partially automated longitudinal guidance.

The object is solved by the features of the independent claims. Advantageous embodiments are described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

A first aspect of the invention relates to a driving system for automated driving with at least automated longitudinal guidance for a motor vehicle.

The driving system is set up to detect an actual traffic situation in the environment of the motor vehicle which, in addition to the own vehicle, comprises at least one further road user.

The actual traffic situation may in particular include spatial information concerning the own motor vehicle, the road user and / or the traffic infrastructure. This may, for example, be a position and / or an orientation of one's own motor vehicle or road user.

Alternatively or additionally, the actual traffic situation may in particular include dynamic information about the state of the road user or the traffic infrastructure. This may, for example, an activation state of a direction indicator of the road user or the current Condition of a traffic light acting as a transport infrastructure.

The detection of the actual traffic situation can be effected in particular by means of sensors of the motor vehicle, for example at least by means of a camera, a laser scanner and / or an ultrasound sensor.

The road user may in particular be a motor vehicle, a cyclist, a pedestrian or any other road user.

The driving system is also set up to use at least two alternative options for action relating to the longitudinal guidance of the own motor vehicle on the basis of the actual traffic situation for a first time step.

The options for action relating to the longitudinal guidance of one's own motor vehicle may in particular be action options which change the speed of the motor vehicle and, for example, increase or reduce the speed of the motor vehicle.

Alternatively or additionally, the options for action relating to the longitudinal guidance of the own motor vehicle may also be, in particular, options for action that do not change the speed of the motor vehicle.

The options for action describe in particular possibilities for influencing the longitudinal guidance of the motor vehicle, which the motor vehicle can execute in the actual traffic situation. For example, the options for action of the motor vehicle are limited by the drive power of the motor vehicle and by the rules of physics.

For each of these options of action, at least one possible future traffic situation is determined for the first time step as a consequence of the respective action option.

The options for action can be selected in particular from a set of predefined options for action and, for example, parameterized. Alternatively or additionally, the options for action can also be freely determined without being predetermined.

In particular, a possible future traffic situation may be a hypothetical traffic situation that is not actually present at the current time. This can in particular, comparable to the actual traffic situation, include spatial information about the own motor vehicle, the road user and / or the transport infrastructure.

Alternatively or additionally, the possible future traffic situation may also include dynamic information about the state of the road user or the traffic infrastructure.

A possible future traffic situation for the first time step can be derived in particular by applying a stochastic method from the actual traffic situation. For this purpose, for example, the spatial position of a selected road user in a possible future traffic situation for the first time step can be determined by means of a random vector starting from the spatial position of the selected road user in the actual traffic situation.

In a possible future traffic situation for the first time step, in particular the spatial position of the own motor vehicle can be determined such that, starting from the spatial position of the own motor vehicle in the actual traffic situation, execution of an action option concerning the longitudinal guidance of the own motor vehicle is assumed.

For each of these possible future traffic situations, an assessment is made, wherein the evaluation includes in particular an assessment of the hazard potential and / or an assessment of the ride comfort of the own motor vehicle.

One of the options for action relating to the longitudinal guidance of one's own motor vehicle is selected as a function of this for the first time step. In particular, that option of action can be selected whose associated traffic situations show the lowest possible risk potential and / or the highest possible level of comfort of the driver's own motor vehicle.

The selected action option concerning the longitudinal guidance of the own motor vehicle is then executed.

In an advantageous embodiment, the driving system is set up to carry out a rating for each of these possible future traffic situations by determining at least one cost value associated with the respective possible future traffic situation.

The cost value can be determined in particular depending on the spatial position or orientation of the own motor vehicle and / or another road user.

Alternatively or additionally, the cost value can be determined in particular also as a function of the spatial relationship of the own motor vehicle, at least one road user and / or at least one object of the traffic infrastructure to each other. For example, the cost value may specify the spatial distance between the own motor vehicle and a road user. In this case, a high cost value for a small spatial distance can be characteristic and a low cost value can be characteristic for a high spatial distance with otherwise identical other influencing variables. The cost value can thus represent, for example, the risk potential for the own motor vehicle.

In a further advantageous embodiment, the driving system is set up to determine the cost value as a function of at least one action option leading to the respective possible future traffic situation, in particular as a function of a braking process and / or an acceleration process of the own motor vehicle. For example, a high cost value may be characteristic of a magnitude large change in the speed of the motor vehicle. Alternatively, a low cost value may be characteristic of a modest change in the speed of the motor vehicle.

Alternatively or additionally, the cost value may for example also be characteristic for a change in the acceleration of the motor vehicle, wherein both a change in the sign of the acceleration acting on the own motor vehicle and the amount of change of the acceleration can be taken into account. The cost value can thus represent, for example, the ride comfort of the own motor vehicle or depend thereon.

In a further advantageous embodiment, the driving system is set up to determine the cost value as a function of the respective possible future traffic situation itself, in particular as a function of a collision of the own vehicle with the road user in the respective possible future traffic situation. For example, a high cost value may be characteristic for a collision of the own motor vehicle with a road user. For example, this high cost value characteristic of a collision may be at least one order of magnitude greater than all other cost values without collision.

Alternatively or additionally, in particular a risk of collision between the own motor vehicle and a road user can also be included in the cost value. For example, a high cost may be characteristic of a collision hazard, where the cost of a collision hazard may be lower than the cost of an actual collision.

In a further advantageous embodiment, the driving system is set up to determine each of these possible future traffic situations as a function of at least one possible movement of the road user.

A possible movement of the road user can be determined in particular as a function of the degrees of freedom of the road user. If the road user is, for example, a motor vehicle, then its movement possibilities are limited inter alia by its maximum steering angle and its drive power. Alternatively, if the road user is a pedestrian, his or her range of motion is limited by its low speed of movement compared to motorized road users.

By determining possible future traffic situations as a function of at least one possible movement of the road user, only actual possible future traffic situations are considered, which can actually occur within the limits of physics.

Alternatively or additionally, a possible movement of the road user can be determined in particular as a function of the state of the road user himself. If the road user is, for example, a motor vehicle, it can be concluded from an activated direction indicator of the road user that and in which direction the road user will turn.

The determination of each of these possible future traffic situations as a function of at least one possible movement of the road user is based in particular on the idea that the number of possible future traffic situations can be reduced in comparison to the number of all theoretically possible future traffic situations. As a result, the selection according to the invention of a course of action regarding the longitudinal guidance of the own motor vehicle can be carried out more efficiently.

In a further advantageous embodiment, the driving system is set up for each of these possible future traffic situations a characteristic of the probability of occurrence of the respective possible future traffic situation Determine size and select the action option depending thereon.

The probability of occurrence of the respective possible future traffic situation can be determined in particular as a function of the probabilities with which the road users change their spatial position and / or their condition.

For example, in a traffic situation at a roundabout, the probability can be taken into account with which a motor vehicle as a road user leaves the roundabout at the next possible exit.

To determine this probability, for example, the spatial orientation of the motor vehicle can be evaluated. For example, if the front of the motor vehicle is oriented towards the next possible exit of the roundabout, then the likelihood that the motor vehicle will leave the roundabout is higher than the likelihood that the motor vehicle will not leave the roundabout.

Alternatively or additionally, the probability of occurrence of the respective possible future traffic situation can be determined in particular as a function of the probabilities with which objects of the traffic infrastructure change their state.

For example, in the case of a traffic light, it can be assumed that the probability of a change of state increases over time, the longer the current state of the traffic light is already present.

The probability of occurrence of a traffic situation can also be time-dependent in particular. Thus, a possible future traffic situation may become more likely or less likely over time. For example, a vehicle may move toward an intersection where the vehicle has multiple turn offs. If the vehicle is still far from the intersection, then any turnabout may be substantially equally likely. However, as soon as the vehicle enters the intersection and aligns with an exit of the intersection, it may be considered more likely that one lane will turn than the other remaining luffing options.

In a further advantageous embodiment, the driving system is set up to use the variable which is characteristic of the probability of occurrence of the possible future traffic situation as a weighting factor for the evaluation of the respective possible future traffic situation.

Thus, in particular a first possible future traffic situation with a higher probability of occurrence compared to a second possible future traffic situation can be rated higher than the second possible future traffic situation, if the traffic situations otherwise have the same rating.

In a further advantageous embodiment, the driving system is set up for at least one of these possible future traffic situations to determine at least one course of action regarding the longitudinal guidance of the own motor vehicle starting from the respective possible future traffic situation for at least one second time step.

The at least one second time step follows the first time step. In particular, it can also be more than just a second time step, these further, following time steps being equivalent to the second time step. Therefore, only the second time step is explicitly mentioned in this document.

The at least one action option relating to the longitudinal guidance of one's own motor vehicle for the second time step can be determined in particular analogously to the options for action for the first time step. The determination of the action option for the second time step may, for example, differ from the determination of the action option for the first time step in that, instead of the actual traffic situation, a possible future traffic situation represents the starting situation for the determination.

For each of these options for the second time step, at least one possible future traffic situation for the second time step is determined as a consequence of the respective action option for the second time step.

The possible future traffic situations for the at least one second time step can be determined in particular analogously to the possible future traffic situations for the first time step.

Because a possible future traffic situation for the second time step can thus be derived from a possible future traffic situation for the first time step, in particular a chain and / or a tree of successive possible future traffic situations can be generated.

For each of these possible future traffic situations for the second time step, an assessment is made, in particular analogous to making an assessment of the possible future traffic situations for the first time step.

An action option for the first time step is selected, for example, as a function of the evaluations of the possible future traffic situations for the first time step and depending on the evaluations of the possible future traffic situations for the at least one second time step.

In particular, the evaluations of the possible future traffic situations for the first time step and the evaluations of the possible future traffic situations for the second time step can be evaluated as a function of the tree structure in which all possible future traffic situations are linked to one another by means of action options.

For example, for each action option for the first time step, the sum of the values of the scores of all possible future traffic situations can be determined, which can emerge directly and / or indirectly from the action option. As a result, the best option for a certain time horizon can be selected.

Alternatively, for example, for the first time step, the action option relating to the longitudinal guidance of one's own motor vehicle can be selected, from which the best-evaluated path in the tree structure of the possible future traffic situations begins.

In a further advantageous embodiment, an action option relating to the longitudinal guidance of one's own motor vehicle is a reduction in the speed of one's own motor vehicle. A reduction in the speed of the motor vehicle can in particular lead to a reduction in the risk potential and, for example, a reduction in the risk of collision with other road users.

A second aspect of the invention relates to a method for automated driving with at least automated longitudinal guidance for a motor vehicle.

In this case, an actual traffic situation in the environment of the motor vehicle, which comprises at least one further road user, is detected, and at least two alternative options for action regarding the longitudinal guidance of the own motor vehicle based on the actual traffic situation are used for a first time step.

For each of these options, at least one possible future traffic situation is determined as a consequence of the respective action option, and an assessment is made for each of these possible future traffic situations.

One of these options for action is selected in dependence thereon, and the selected action option concerning the longitudinal guidance of the own motor vehicle is carried out.

The above statements on the driving system according to the invention according to the first aspect of the invention also apply correspondingly to the method according to the invention according to the second aspect of the invention. At this point and in the claims not explicitly described advantageous embodiments of the method according to the invention according to the second aspect of the invention described above or described in the claims advantageous embodiments of the driving system according to the invention according to the first aspect of the invention.

• 1 einen beispielhafte Baumstruktur aus Verkehrssituationen und Handlungsoptionen,
• 2 ein beispielhaftes Ablaufdiagramm für die Funktionsweise des erfindungsgemäßen Fahrsystems,
• 3a eine beispielhafte Verkehrssituation, und
• 3b beispielhafte Verläufe von Wahrscheinlichkeiten.

The invention will be described below with reference to an embodiment with the aid of the accompanying drawings. In these show:

• 1 an exemplary tree structure of traffic situations and options for action,
• 2 an exemplary flow chart for the operation of the driving system according to the invention,
• 3a an exemplary traffic situation, and
• 3b exemplary courses of probabilities.

1 shows an exemplary tree structure from traffic situations 100 - 109 and options for action 130 - 133 ,

The actual traffic situation 100 represents the root node of the tree structure. The actual traffic situation 100 describes, for example, the spatial position of a separate vehicle 300 and several additional road users 310 such as other motor vehicles or pedestrians (see. 3a for the positions).

Based on the actual traffic situation 100 stand the own motor vehicle 300 for a first time step two different options for action 130 . 131 concerning the longitudinal guidance of the own motor vehicle 300 to disposal. These options can be, for example a change in the speed of the motor vehicle 300 effect, such as an acceleration maneuver or a braking operation.

Would the own motor vehicle 300 the option to act 130 However, this alone would not result in any traffic situation, since the action option alone would result 130 not yet on a change in the spatial position of the additional road users 310 can be closed for the first time step. For this reason, the exemplary tree structure includes helper nodes 120 - 123 ,

Starting from the auxiliary node 120 can have different assumptions 140 - 142 for a change in the spatial position of the additional road users 310 be taken for the first time step, for example by means of a stochastic process or by evaluating the degrees of freedom of movement of the additional road users 310 , For example, these assumptions can be interpreted as assumed, non-actual sensor values.

Based on the assumptions 140 - 142 for a change in the spatial position of the additional road users 310 and the option to act 130 of your own motor vehicle 300 arise various possible future traffic situations 101 - 103 for the first time step.

Would your own motor vehicle 300 the option to act 131 can carry out a change in the spatial position of the additional road users 310 also assumptions 143 . 144 to be hit. These assumptions 143 . 144 can be different from the assumptions 140 - 142 For example, but may also be at least partially the same assumptions.

Based on the assumptions 143 . 144 for a change in the spatial position of the additional road users 310 and the option to act 131 of your own motor vehicle 300 arise various possible future traffic situations 104 . 105 for the first time step.

For a second, following the first time step time step are the own motor vehicle 300 for example, based on the possible future traffic situation 104 again two options for action 132 . 133 to disposal.

If own vehicle 300 were the action option in the second time step 132 can carry out a change in the spatial position of the additional road users 310 for the second time step again assumptions 145 . 146 based on the possible future traffic situation 104 be taken for the first time step.

Based on the assumptions 145 . 146 for a change in the spatial position of the additional road users 310 and the option to act 132 of your own motor vehicle 300 arise various possible future traffic situations 106 . 107 for the second time step. Would the own motor vehicle 300 in the second time step the action option 133 can carry out a change in the spatial position of the additional road users 310 for the second time step also assumptions 147 . 148 based on the possible future traffic situation 104 be taken for the first time step.

Based on the assumptions 147 . 148 for a change in the spatial position of the additional road users 310 and the option to act 133 of your own motor vehicle 300 arise various possible future traffic situations 108 . 109 for the second time step.

2 shows an exemplary flowchart for the operation of the driving system according to the invention.

In step 200 becomes an actual traffic situation 100 in the environment of one's own motor vehicle 300 for example, by means of the sensors of the own motor vehicle 300 detected.

Based on the actual traffic situation 100 be in step 210 at least two alternative options for action 130 . 131 concerning the longitudinal guidance of the own motor vehicle 300 used for a first time step. These can be selected, for example, from a predetermined set of possible action options.

For example, these options may be an increase 130 the speed of your own motor vehicle 300 and a reduction 131 the speed of your own motor vehicle 300 act.

For each of these options of action are in step 220 possible future traffic situations 101 - 105 determined for the first time step. The possible future traffic situations 101 - 105 , an action option 130 . 131 are assigned in particular each different spatial positions of the other road users 310 describe.

The spatial positions of other road users 310 can be determined in particular by the fact that possible, observable movements of other road users 310 be accepted. If a road user 310 For example, in a roundabout, so are possible, observable movements of this road user 310 the departure 144 roundabout at the next exit or stay 143 in the roundabout. Of these two possible, observable movements 143 . 144 For example, each one of a possible future traffic situation 104 . 105 includes his.

In the following step 230 become options for action 132 . 133 concerning the longitudinal guidance of the own motor vehicle 300 used for a second time step. These options for action 132 . 133 For example, they are based on a possible future traffic situation 104 the first time step.

For each of these options 132 . 133 be in step 240 analogous to step 220 possible future traffic situations 106 - 109 based on possible, observable movements 145 - 148 the other road user 310 certainly.

In step 250 become all sorts of future traffic situations 101 - 109 evaluated, whereby here both the possible future traffic situations 101 - 105 the first time step, as well as the possible future traffic situations 106 - 109 of the second time step are evaluated. In particular, properties of possible future traffic situations can be included in this evaluation 101 - 109 inflow, such as the distance of your own vehicle 300 to the other road users 310 , Because a big distance of your own vehicle 300 to the other road users 310 can be interpreted as a very safe state, a large distance can be rated relatively positive. In contrast, for example, a collision of the own motor vehicle 300 with a road user 310 be rated comparatively negative.

If the evaluation takes place, for example, by means of a cost function, then the cost value can, for example, run counter to the distance of the own motor vehicle 300 to the other road users 310 be. A large distance thus leads to a low cost. A collision of the own motor vehicle 300 with a road user 310 In this case, for example, it can lead to a very high cost value.

Alternatively or additionally, in this review, the to the respective future traffic situation 101 - 109 leading options for action 130 - 133 received. In particular, this can be the influence of an action option 130 - 133 on the ride comfort of your own motor vehicle 300 be determined. For example, a magnitude change in the speed of your own motor vehicle 300 in terms of ride comfort rather negative. For example, in this case, a relatively high cost value in the assessment of the possible future traffic situation 101 - 109 incorporated. Alternatively, with a modest change in the speed of the own motor vehicle 300 only a comparatively low cost value in the assessment of the possible future traffic situation 101 - 109 incorporated.

Alternatively or additionally, in particular, the probability of occurrence of a possible future traffic situation 101 - 109 in the evaluation of the possible future traffic situation 101 - 109, for example in the form of a weighting factor. This can take into account the fact that a very probable future potential traffic situation 101 - 109 a greater influence on the choice of a course of action 130 . 131 may have as a rather unlikely possible future traffic situation 101 - 109 ,

In step 260 will depend on step 250 an option for action 130 . 131 selected for the first time step. This can be done in particular for each option 130 . 131 the ratings of the option to act 130 . 131 be combined due to possible future traffic situations. For example, for a first action option 130 the assessments of the possible future traffic situations attributable to the first option of action 101 - 103 be summed up. For a second option 131 can also assess the possible future traffic situations attributable to the second option 104 - 109 be summed up.

For example, if the scores are cost values, then the action option may be for the first time step 130 . 131 be selected which has the least accumulated cost value.

Especially if in a selected possible future traffic situation 107 a collision of your own motor vehicle 300 with the other road user 310 This can have a major impact on the choice of course of action 130 . 131 concerning the longitudinal guidance of the own motor vehicle 300 to have. For example, because of the collision of a possible future traffic situation 107 a very high cost value is assigned that is at least an order of magnitude larger than the cost values of all other possible future traffic situations 101 - 106 . 108 . 109 Thus, it becomes the choice of the option to act 131 leading to the selected possible future traffic situation 107 can lead, very unlikely.

In particular, this implicitly means that the driving system according to the invention comparatively cautious and / or the speed of the own motor vehicle 300 decreasing options for action 130 . 131 selects if in the tree structure at least one possible future traffic situation 107 is in a collision of its own motor vehicle 300 with another road user 310 is possible.

A the speed of your own motor vehicle 300 decreasing option for action 130 . 131 For example, once again has the effect that extends the time to the possible, actual occurrence of the collision, which in turn gives more time for a more accurate determination of the actual behavior of the other road user 310 is won.

In step 270 will be the one in step 260 selected action option 130 . 131 executed for the first time step. In this case, the longitudinal guidance of the own motor vehicle 300 influenced as much as the selected course of action 130 . 131 pretends. For example, the speed of your own motor vehicle 300 increases 130 or decreases 131.

As soon as the second time step actually occurs, the driving system according to the invention can in particular begin with step 200 be executed again, the actual traffic situation 100 has obviously changed in the meantime. Alternatively or additionally, however, intermediate results of individual sequence steps for the first time step may also be stored in a memory module comprising the driving system and be reused in the actual, second time step during the renewed execution of the driving system.

3a shows an exemplary traffic situation to illustrate the driving system according to the invention.

The own motor vehicle 300 is located in front of an intersection, in the left of a vehicle 310 enters as another road user.

The own motor vehicle 300 for example, plans the intersection on the railway 301 to cross, whereas for the own motor vehicle 300 is not clearly determinable whether the other road users 310 the crossing on the railway 311 will traverse or whether the other road users 310 on the train 312 turn right.

3b shows an exemplary time course of assessable by the driving system probabilities according to the invention. The curve 321 indicates the time-dependent probability that the other road user 310 the crossing on the railway 311 just crossed and the curve 322 indicates the time-dependent probability that the other road user 310 on the train 312 Turn right. In the course of the time plotted on the abscissa, the probabilities that can be evaluated by the driving system change in such a way that up to a time t = 9 s the two possible movement paths 311 . 312 for the other road user 310 essentially appear as equally likely. From the time t = 9 s, the probability increases 321 that the other road users 310 for the path crossing the intersection 311 decides, rapidly.

One reason for this may be, for example, that the other road users 310 is already very close to the intersection and still has not activated a direction indicator or his behavior must be recognizable due to the progression of the situation. It can be concluded that the other road users 310 wants to go straight.

The motion path 311 of the road user 310 Crossing the intersection directly may lead to a possible future traffic situation 107 cause a collision of your own motor vehicle 300 with the road user 310 threatening.

Because this possible future traffic situation 107 For example, has a very high cost, the driving system of the invention with high probability until the time t = 9 s tends to be an option for action 130 . 131 Select 260, which does not give this possible future traffic situation 107 can lead. In these options for action 130 . 131 they tend to be options for action 130 . 131 indicating the speed of the motor vehicle 300 at least not increase. In particular, these are options for action 130 . 131 indicating the speed of the motor vehicle 300 to create a wait-and-see attitude until further action options become apparent.

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 102006046697 A1 [0004]

Cited non-patent literature

• Standard SAE J3016 [0002]

Claims (10)

Driving system for automated driving with at least automated longitudinal guidance for a motor vehicle (300), wherein the driving system is set up, an actual traffic situation (100) in the environment of the motor vehicle (300) which includes at least one further road user (310) (200), to use at least two alternative options of action (130, 131) relating to the longitudinal guidance of one's own motor vehicle (300) on the basis of the actual traffic situation (100) for a first time step (210), for each of these options for action (130, 131) at least one possible future traffic situation (101-105) for the first time step as a result of the respective action option (130, 131) (220), - to evaluate each of these possible future traffic situations (101 - 105) (250), - select one of these options (130, 131) in dependence thereon for the first time step (260), and - Execute the selected action option (130, 131) concerning the longitudinal guidance of the own motor vehicle (300) (270). Driving system after Claim 1 in which the driving system is set up - for each of these possible future traffic situations (101 - 105), an assessment by determination of at least one cost value associated with the respective possible future traffic situation (101 - 105) (250). Driving system after Claim 2 wherein the driving system is set up to determine the cost value as a function of at least one action option (130, 131) leading to the respective possible future traffic situation (101-105), in particular as a function of a braking operation and / or a Acceleration process of the own motor vehicle (300). Driving system after Claim 2 or 3 , wherein the driving system is set up, the cost value depending on the respective possible future traffic situation (101 - 105) to determine itself (250), in particular depending on a collision of the own vehicle (300) with the road user (310) in the respective possible future traffic situation (101-105). Driving system according to one of the preceding claims, wherein the driving system is set up, to determine (220, 240) each of these possible future traffic situations (101-105) as a function of at least one possible movement (140-144) of a road user (310). Driving system according to one of the preceding claims, wherein the driving system is set up, to determine for each of these possible future traffic situations (101-105) a variable which is characteristic of the probability of occurrence of the respective possible future traffic situation (101-105), and - select the action option (130, 131) in dependence thereon (260). Driving system after Claim 6 , wherein the driving system is set up, - to use the characteristic of the probability of occurrence of the possible future traffic situation (101 - 105) size as a weighting factor for the evaluation of the respective possible future traffic situation (101 - 105) (250). Driving system according to one of the preceding claims, wherein the driving system is set up, for at least one of these possible future traffic situations (101-105) for the first time step, one or more options for action (132, 133) concerning the longitudinal guidance of the own motor vehicle (300) starting from the respective possible future traffic situation (104) for at least one second time step to determine (230), for each of these options of action (132, 133) for the second time step, determining at least one possible future traffic situation (106-109) for the second time step as a consequence of the respective action option (132, 133) for the second time step (240), - for each of these possible future traffic situations (106 - 109) to assess the second time step (250), and an action option (130, 131) for the first time step as a function of the evaluations of the possible future traffic situations (101-105) for the first time step and depending on the evaluations of the possible future traffic situations (106-109) for the at least one second one Time step (260). Driving system according to one of the preceding claims, wherein an action option (130-133) relating to the longitudinal guidance of one's own motor vehicle (300) is a reduction in the speed of one's own motor vehicle (300). Method for automated driving with at least automated longitudinal guidance for a motor vehicle (300), wherein an actual traffic situation (100) in the vicinity of the motor vehicle (300) comprising at least one further road user (310) is recorded (200), - at least two alternative options for action (130, 131) relating to the longitudinal guidance of the own motor vehicle (300) of the actual traffic situation (100) used for a first time step (210), - for each of these options (130, 131) at least one possible future traffic situation (101 - 105) determined as a result of the respective action option (130, 131) (220 ), - for each of these possible future traffic situations (101 - 105) an assessment is made (250), - one of these action options (130, 131) is selected in dependence thereon (260), and - the selected action option (130, 131 ) concerning the longitudinal guidance of the own motor vehicle (300) is executed (270).

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