DE102017209533A1 - Lane change assistance system and lane change assistance method with increased safety for the driver and other road users - Google Patents

Abstract

The invention relates to a lane change assistance system for a motor vehicle, which is adapted to automatically control the motor vehicle in response to a lane change request of a driver of the motor vehicle as part of an automated lane change maneuver with at least automated lateral guidance from an exit lane to a destination lane, comprising an environment sensor for determining an environment information with respect to the surroundings of the motor vehicle, a control device coupled to the surroundings sensor system, and a control device controlled by the control device for at least automated lateral guidance of the motor vehicle, wherein the control device is designed such that the control device has a first trajectory for driving on the exit lane or for returning to the Starting lane and a second trajectory for driving on the destination lane determined when the controller determines based on the environment information that at Traveling along the first trajectory involves a collision risk with a first object and when traveling along the second trajectory a collision risk exists with a second object, the control device having effects of a possibly occurring collision with the first object when traveling along the first trajectory and effects of a possibly occurring collision with the second object when driving along the second trajectory compared with each other, and the control means controls the guide means based on the comparison.

Description

The invention relates to a lane change assistance system and a lane change assistance method with increased safety for the driver and other road users.

In an automated lane change maneuver, the situation may arise that there is a risk of collision with a respective object both in the case of a lane change desired by the driver on a target lane and on the exit lane. It must then be made a decision whether the lane change is performed or the vehicle remains in the exit lane.

From the publication DE 10 2005 023 185 A1 a lane change assistance system with a recommendation device is known, which calculates the time development of motor vehicle distances and issues a recommendation for a lane change when the lane change is safely possible and the distance to a preceding vehicle on the exit lane within a predetermined period of time will be less than a predetermined minimum distance ,

The publication DE 10 2014 012 781 A1 describes a lane change assistance system that detects the distance and / or the relative speed between the motor vehicle and the following motor vehicle and calculates a lane change risk for a lane change of the motor vehicle on the target lane.

Other conventional lane change assistance systems are in the documents DE 10 2009 045 937 A1 and DE 10 2006 043 149 A1 disclosed.

An object of the invention is to provide a lane change assistance system for a motor vehicle, by which the safety is increased both for the driver of the motor vehicle and for other road users. Furthermore, a motor vehicle with such a lane change assistance system is to be created and a corresponding lane change assistance method is to be specified.

The above objects are achieved by the features of the independent claims. Advantageous embodiments of the invention 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 description which may form an invention independent of the features of the independent claims.

A first aspect of the application relates to a lane change assistance system for a motor vehicle, which is configured to automatically control the motor vehicle in response to a lane change request of a driver of the motor vehicle as part of an automated lane change maneuver with at least automated lateral guidance from an exit lane to a destination lane. The lane change assistance system comprises an environment sensor system, a control device and a guide device. The environment sensor serves to determine an environment information relating to the environment of the motor vehicle, in particular with respect to the exit lane and the destination lane. The control device is coupled to the environmental sensor system and receives the environment information determined by the environmental sensor system. The controller may generate control signals to control the guide means therewith. The guide device serves at least for automated lateral guidance of the motor vehicle.

The control device is configured such that the control device determines a first trajectory for driving on the exit lane or for returning to the exit lane if a lane change maneuver has already been started, and a second trajectory for driving onto the destination lane. In the present application, therefore, the first trajectory can refer to the case that the motor vehicle remains in the output lane, and also to the case that the motor vehicle has already started a lane change maneuver from the output lane to the target lane but then breaks it off and on the output track goes back. If the control device determines on the basis of the environment information that there is a collision risk with a first object when driving along the first trajectory and a collision risk with a second object when driving along the second trajectory, the control device determines effects of a collision risk, in particular by evaluating the surroundings information possibly occurring collision with the first object when driving along the first trajectory and effects of a possibly occurring collision with the second object when driving along the second trajectory. Furthermore, the control device compares the effects of a possibly occurring collision with the first object with the effects of a possibly occurring collision with the second object and, depending on the result of this comparison, controls the guidance device, in particular in order to minimize the effects of a possibly occurring collision.

The term "possibly" in the above context means that there are risks of collision and, accordingly, a collision may possibly occur between the motor vehicle and the first object or the second object. The controller estimates the effects that would occur when a collision should actually occur.

The control device can control the guide device on the basis of the comparison of the effects of possibly occurring collisions, for example, so that the motor vehicle follows the first trajectory and thus remains in the exit lane or is returned to the exit lane, if the lane change maneuver has already been started, or that the lane change the target lane is performed, d. h., The motor vehicle follows the second trajectory. Furthermore, it is also conceivable to control the guide device in such a way that the guide device guides the motor vehicle along a third trajectory which differs from the first and the second trajectory, as will be explained below.

The lane change assistance system makes it possible to take into account not only the effects of a collision on the own motor vehicle, the driver and the other occupants of the motor vehicle, but also the effects of a collision on other road users who are not in the vehicle. Consequently, the lane change assistance system increases safety for both the driver of the motor vehicle and other road users.

The environment sensor system may comprise sensors, such as ultrasonic sensors, radar sensors and / or optical sensors, which may be integrated, for example, in the front of the vehicle and / or the rear of the vehicle. Furthermore, the environment sensor system may include one or more cameras, which may be directed forward, backward and / or to one or both sides. With the environment sensor traffic can be monitored in the apron and in the back of his own motor vehicle. In particular, the position of objects outside of the motor vehicle, such as the position of other motor vehicles, the position of pedestrians, the position of static obstacles, the position of edge boundaries or the location of road markings applied to the roadway, can be determined. Furthermore, the relative speed between the motor vehicle and other road users, in particular other motor vehicles, can be determined from the environment information.

The guide device assumes at least the automated lateral guidance of the motor vehicle, which at least during the lane change maneuver the driver of the steering decreases and controls the motor vehicle along a calculated trajectory, the driver continues to press the brake and accelerator pedal. In addition to the transverse guide, the guide device can in particular also perform the longitudinal guidance. In this case, in addition to the steering and the drive and the brake are controlled automatically.

Advantageously, the control device can be configured such that the control device selects that trajectory from the first trajectory and the second trajectory for which there are fewer collision effects. The control device can control the guide device in such a way that the guide device guides the motor vehicle along the selected trajectory.

It can be provided that the comparison of the effects of possibly occurring collisions with the first and second objects is carried out before the lane change maneuver is started. Since the environment of the motor vehicle is dynamic, d. h., In particular, the positions of other road users and their speeds can change, the case may arise that already began with the lane change maneuver from the exit lane to the target lane and the controller only then determines that the effects of a possible collision with the The first object when traveling along the first trajectory, which in this case refers to the cancellation of the lane change maneuver and the return to the exit lane, are less than the effects of a possibly occurring collision with the second object when driving along the second trajectory, d. H. continuing the lane change maneuver to the destination lane. In this case, the control device advantageously controls the guide device such that the guide device deflects the motor vehicle back into the starting lane. For example, the beginning of a lane change maneuver may be characterized in that at least a part of the motor vehicle has already exceeded a lane marking by which the exit lane is delimited.

Preferably, the lane change assistance system comprises an activation device for activating a lane change maneuver by the Driver. The activation device may be a control element embodied in the vehicle cockpit, in particular a turn signal lever for triggering a direction indicator which is visible from outside the motor vehicle. A turn signal lever generally has a rest position associated with the non-activated direction indicator. To activate the direction indicator, the driver tilts the lever from the rest position depending on the chosen direction of travel in one of two possible directions.

Preferably, the driver indicates the lane change request by actuating the activation device, whereupon the control device determines the first and the second trajectory and optionally, as described above, compares the collision effects with one another.

In a particularly advantageous manner, the control device can be designed such that the control device based on the environmental information a first collision impact on the motor vehicle in a collision with the first object, a second collision impact on the first object in a collision with the motor vehicle, a third collision impact on the Estimates motor vehicle in a collision with the second object and a fourth collision impact on the second object in a collision with the motor vehicle. The controller may then determine the first and second collision effects, i. h., the collision effects for the motor vehicle and the first object in a collision of the motor vehicle with the first object, with the third and fourth collision effects, d. h., Compare the collision effects for the motor vehicle and the second object in a collision of the motor vehicle with the second object. Depending on the result of the comparison, the control device controls the guide device, in particular in order to minimize the effects of a possibly occurring collision.

In particular, a first sum of the first collision impact and the second collision impact and a second sum of the third collision impact and the fourth collision impact are formed. It is then checked which of the first sum and the second sum has the lower value. If the first sum has the lower value, the motor vehicle is guided along the first trajectory. If the second sum has the lower value, the motor vehicle is guided along the second trajectory.

Furthermore, the control device can be configured in such a way that the control device determines properties of the first and second objects based on the environmental information and the effects of a possibly occurring collision with the first object when traveling along the first trajectory based on the properties of the first object and the effects of a first object possibly occurring collision with the second object when driving along the second trajectory based on the properties of the second object determined.

Among the properties of the first and second object is the relative speed, also called differential speed, between the motor vehicle and the respective object. Advantageously, the control device can therefore be designed such that the control device determines a first relative speed between the motor vehicle and the first object and a second relative speed between the motor vehicle and the second object by evaluating the surroundings information. The effects of a possibly occurring collision with the first object while driving along the first trajectory are then determined with the aid of the first relative speed, and the effects of a possibly occurring collision with the second object while driving along the second trajectory are determined with the aid of the second relative speed.

A higher relative speed between the motor vehicle and an object can have more serious effects than a lower relative speed. It can therefore be provided that the control device selects that of the trajectories which has a lower relative speed between the motor vehicle and the respective object.

Furthermore, the properties of the first and second objects may be characterized by their type or their nature or their genre. Advantageously, the control device can be designed in such a way that the control device determines the type of the first object and the type of the second object by evaluating the surroundings information, and the control device detects the effects of a possibly occurring collision with the first object when traveling along the first trajectory on the basis of the type of the first object and the effects of a possibly occurring collision with the second object when driving along the second trajectory determined by the nature of the second object.

For example, the controller may select the type of the first object and the second object from a group that includes one or more or all of the following: dynamic object, pedestrian, static obstacle, and roadside perimeter building. For the dynamic objects, ie the moving objects, a subgroup with, for example The following elements are formed: lorries, passenger cars, motorcycles and bicycles. A static obstacle may be, for example, a curb, a wall or a pylon.

In particular, the vulnerability of the respective object and thus the effect that a collision would have on the respective object can be estimated from the type of an object.

The nature of an object can provide information about the vulnerability of an object. For example, the vulnerability of a pedestrian is classified as very high. Therefore, the control device can be designed such that it selects that trajectory in which there is as little risk of collision as possible with a pedestrian.

Furthermore, the dimensions and / or masses can be considered as properties of the respective objects. Advantageously, the control device can be configured such that the control device determines the dimensions and / or the mass of the first object and the dimensions and / or mass of the second object by evaluating the environment information, and the control device detects the effects of a possibly occurring collision with the first Object when driving along the first trajectory based on the dimensions and / or the mass of the first object and the effects of a possible collision with the second object when driving along the second trajectory based on the dimensions and / or the mass of the second object determined.

For example, by evaluating the environment information, the control device can distinguish whether an object is a wall or a significantly smaller curb. A collision with a curb usually has less impact than a collision with a wall.

Furthermore, it is conceivable that it can be distinguished by evaluating camera shots, for example, between a wooden wall and a stone wall. In this case, the impact of a collision with a wooden wall can be considered less serious than a collision with a stone wall.

Of the above three properties of the objects, d. For example, relative velocity, type, and dimensions and / or mass, one or two or all three properties may be considered in assessing the effects of a potentially occurring collision, for example.

Furthermore, it can be provided that the control device controls the guide device in such a way that the guide device does not guide the motor vehicle along the first trajectory nor along the second trajectory, but along a third trajectory determined by the control device, which has a lower collision risk than the first and the second Trajectory. The third trajectory can be offset, for example, to the first and the second trajectory and, in particular, lie between the first and the second trajectory. Furthermore, the third trajectory may include a faster lane change maneuver than the second trajectory.

A second aspect of the application relates to a motor vehicle with a lane change assistance system according to the first aspect of the application.

A third aspect of the application relates to a lane change assistance method for a motor vehicle, in which the motor vehicle is automatically controlled in response to a lane change request of a driver of the motor vehicle as part of an automated lane change maneuver with at least automated lateral guidance from an exit lane to a destination lane. The lane change assistance method includes determining environment information regarding the environment of the motor vehicle and a first trajectory for driving on the exit lane or for returning to the exit lane when a lane change maneuver has already started, and a second trajectory for driving on the destination lane , If it is determined by evaluating the environment information that there is a risk of collision with a first object when driving along the first trajectory and a collision risk with a second object when driving along the second trajectory, the effects of a possibly occurring collision with the first object when driving along the first trajectory first trajectory and effects of a possibly occurring collision with the second object when driving along the second trajectory compared. Based on the result of the comparison, at least one automated lateral guidance of the motor vehicle is controlled.

The above comments on the lane change assist system according to the invention according to the first aspect of the application also apply correspondingly to the motor vehicle according to the invention according to the second aspect of the invention and the lane change assistance method according to the third aspect of the application. At this point and in the claims not explicitly described advantageous embodiments of the motor vehicle according to the invention and the invention Lane change assistance method correspond to the advantageous embodiments of the lane change assistance system described above or described in the claims.

• 1 ein Ausführungsbeispiel des erfindungsgemäßen Kraftfahrzeugs mit einem Ausführungsbeispiel des erfindungsgemäßen Spurwechselassistenzsystems nach dem ersten und zweiten Aspekt der Anmeldung;
• 2 das Kraftfahrzeug beim Befahren einer Fahrbahn mit zwei Fahrspuren;
• 3 ein Ausführungsbeispiel des erfindungsgemäßen Spurwechselassistenzverfahrens nach dem dritten Aspekt der Anmeldung; und
• 4 das Kraftfahrzeug beim Befahren der Fahrbahn in einer anderen Fahrsituation als in 2.

The invention will be explained in more detail below by way of example with reference to the drawings. In these show:

• 1 An embodiment of the motor vehicle according to the invention with an embodiment of the lane change assistance system according to the invention according to the first and second aspect of the application;
• 2 the motor vehicle when driving on a lane with two lanes;
• 3 An embodiment of the lane change assistance method according to the third aspect of the application according to the invention; and
• 4 the motor vehicle when driving on the road in a different driving situation than in 2 ,

In 1 is schematically an embodiment of a motor vehicle according to the invention 1 , in particular a passenger car, with an embodiment of a lane change assistance system according to the invention 2 illustrated according to the first and second aspect of the application.

The lane change assistance system 2 is adapted to the motor vehicle 1 on a lane change request of a driver of the motor vehicle 1 automated control in the context of an automated lane change maneuver with automated lateral guidance and in particular automated longitudinal guidance starting from an exit lane to a destination lane.

In 2 is the motor vehicle 1 when driving on a carriageway 3 with a starting lane 4 on which the motor vehicle 1 located at the current time, and a side lane 5 shown.

The lane change assistance system 2 includes an environment sensor with one or more sensors that are used to capture environmental information about the environment of the motor vehicle 1 and especially regarding the exit lane 4 as well as the secondary lane 5 serves. For this purpose, one or more appropriately aligned radar systems, but also appropriately aligned ultrasonic or camera-based sensors can be used. In the in 1 illustrated embodiment includes the environment sensor of the lane change assistance system 2 a radar system 6a at the vehicle front, a radar system 6b at the rear of the vehicle and a front-facing camera 6c , Furthermore, for example, radar systems and / or ultrasonic sensors on the sides of the motor vehicle 1 be arranged.

The environment information determined by the environmental sensor system with regard to the environment of the motor vehicle 1 is from a controller 7 of the lane change assistance system 2 evaluated. In this case, for example, the positions of objects on the output lane 4 and the secondary lane 5 and their respective speeds determined.

Furthermore, the control device 7 the type or type or nature or genus on the exit lane 4 and the secondary lane 5 located objects, in particular by means of image processing, determine. In this case, the control device 7 For example, between dynamic objects, pedestrians, static obstacles and a roadside roadway development 3 differ.

The control device 7 can also estimate from the environment information the respective dimensions or the sizes of the objects as well as their mass.

The lane assistance system 2 also includes a turn signal lever 8th trained activation device and a guide device 9 for automated transverse and in particular longitudinal guidance of the motor vehicle 1 , Both the turn signal lever 8th as well as the leadership facility 9 are with the control device 7 coupled. The car 1 further includes the controller 7 coupled direction indicator 10 , also called turn signals.

The turn signal lever 8th generally has a resting position, which is the non-activated direction indicators 10 assigned. To activate the direction indicator 10 the driver tilts the turn signal lever 8th starting from the rest position, depending on the chosen direction of travel in one of two possible directions. To activate the direction indicator 10 two different positions are provided for each direction: a snap-in position in which the direction indicators 10 permanently activated on the corresponding side of the vehicle without the turn signal lever 8th must be held by the driver, and - before the engagement position - a jogging position in which the corresponding direction indicator 10 are activated and when you release the turn signal lever 8th return to the rest position.

In 3 is an exemplary operation of the lane change assistance system 2 according to the first aspect of the application or a Lane change assistance method according to the third aspect of the application shown.

When the lane change assistance procedure starts, the motor vehicle travels 1 on the exit lane 4 the roadway 3 ,

In a query 100 it is checked if the activation device 8th was pressed by the driver and thereby the driver indicates a lane change request. Conceivable driver actions for displaying the lane change request to the lane change assistance system 2 are when using the turn signal lever 8th according to a first variant, the switching of the turn signal lever 8th in the engaged position or according to a second variant, the permanent holding the turn signal lever in the jogging position. In the second variant can be provided that the driver the turn signal lever 8th for a period greater than or equal to the same as a predetermined time duration threshold in the jogging position must hold so that the lane change request the lane change assistance system 2 is shown.

If the activation device 8th was operated by the driver and thus the driver's request was displayed, from the exit lane 4 on the secondary lane 5 to change determines the controller 7 in one step 101 a first trajectory 11 to drive on the exit lane 4 and a second trajectory twelve to change to the secondary lane 5 as a destination lane.

Furthermore, the control device determines 7 based on the environment information, whether collision risks when driving along the first trajectory 11 and the second trajectory twelve consist. In the in 2 driving situation exemplified drives the motor vehicle 1 on the exit lane 4 at a speed 15 , in the 2 represented by a vector. Furthermore, located in front of the motor vehicle 1 on the exit lane 4 a first object 16 and on the side lane 5 approaches the motor vehicle 1 from behind a second object 17 ,

By evaluating the environmental information supplied by the environmental sensor, the controller determines 7 in one step 102 that is the first object 16 one on the exit lane 4 located pedestrian and that the object 17 a motor vehicle 17 is that on the side lane 5 at a speed 18 (by a vector in 2 shown), the speed 18 of the motor vehicle 17 is greater than the speed 15 of the motor vehicle 1 ,

In one step 103 determines the controller 7 a collision risk with the first object 16 when driving along the first trajectory 11 and a risk of collision with the second object 17 when driving along the second trajectory twelve ,

In one step 104 determines the controller 7 the impact that a collision with the first object 16 or the second object 17 could have. In doing so, both the effects of a collision on the motor vehicle 1 as well as the effects of a collision on the first object 16 or the second object 17 considered.

$${\text{K}}_2=\Delta {\text{v}}_{1-16}*{\text{m}}_1*{\text{d}}_{16}$$

$${\text{K}}_3=\Delta {\text{v}}_{1-17}*{\text{m}}_{17}*{\text{d}}_1$$

$${\text{K}}_4=\Delta {\text{v}}_{1-17}*{\text{m}}_1*{\text{d}}_{17}$$

In detail, a first collision impact K ₁ on the motor vehicle 1 in a collision with the first object 16 , a second collision impact K ₂ on the first object 16 in a collision with the motor vehicle 1 , a third collision impact K ₃ on the motor vehicle 1 in a collision with the second object 17 and a fourth collision impact K ₄ on the second object 17 in a collision with the motor vehicle 1 determined. The collision effects K ₁ to K ₄ are each estimated from a product in which a differential speed, a mass and a factor for a vulnerability are received according to the following equations: $${\text{<figure-callout id="1" label="K" filenames="DE102017209533A1\_0005.png,DE102017209533A1\_0006.png" state="{{state}}">K</figure-callout>}}_1=\Delta {\text{v}}_{1-16}*{\text{<figure-callout id="16" label="m" filenames="DE102017209533A1\_0006.png,DE102017209533A1\_0008.png" state="{{state}}">m</figure-callout>}}_{16}*{\text{<figure-callout id="1" label="d" filenames="DE102017209533A1\_0005.png,DE102017209533A1\_0006.png" state="{{state}}">d</figure-callout>}}_1$$

$${\text{<figure-callout id="2" label="K" filenames="DE102017209533A1\_0005.png" state="{{state}}">K</figure-callout>}}_2=\Delta {\text{v}}_{1-16}*{\text{<figure-callout id="1" label="m" filenames="DE102017209533A1\_0005.png,DE102017209533A1\_0006.png" state="{{state}}">m</figure-callout>}}_1*{\text{<figure-callout id="16" label="d" filenames="DE102017209533A1\_0006.png,DE102017209533A1\_0008.png" state="{{state}}">d</figure-callout>}}_{16}$$

$${\text{K}}_3=\Delta {\text{v}}_{1-17}*{\text{<figure-callout id="17" label="m" filenames="DE102017209533A1\_0006.png,DE102017209533A1\_0008.png" state="{{state}}">m</figure-callout>}}_{17}*{\text{<figure-callout id="1" label="d" filenames="DE102017209533A1\_0005.png,DE102017209533A1\_0006.png" state="{{state}}">d</figure-callout>}}_1$$

$${\text{<figure-callout id="4" label="K" filenames="DE102017209533A1\_0006.png,DE102017209533A1\_0008.png" state="{{state}}">K</figure-callout>}}_4=\Delta {\text{v}}_{1-17}*{\text{<figure-callout id="1" label="m" filenames="DE102017209533A1\_0005.png,DE102017209533A1\_0006.png" state="{{state}}">m</figure-callout>}}_1*{\text{<figure-callout id="17" label="d" filenames="DE102017209533A1\_0006.png,DE102017209533A1\_0008.png" state="{{state}}">d</figure-callout>}}_{17}$$

In the equations (1) to (4), Δv _1-16 and Δv _1-17 stand for the relative speeds and differential speeds between the motor vehicle, respectively 1 and the first object 16 or the second object 17 , The parameters m ₁ , m ₁₆ and m ₁₇ give the masses of the motor vehicle 1 , the first object 16 or the second object 17 at. The parameters d ₁ , d ₁₆ and d ₁₇ indicate the vulnerabilities of the motor vehicle 1 , the first object 16 or the second object 17 at.

The relative speeds Δv _1-16 and Δv _1-17 can be determined by the control device 7 be determined from the environment information.

The mass m _{1 of} the motor vehicle 1 may be in a memory of the controller 7 be filed. The masses m ₁₆ and m _{17 of} the first and second object 16 . 17 can the controller 7 from the environmental information. For example, it can be provided that the control device 7 From the environment information first determines the type of each object. That is, the controller 7 Checks whether the object is a lorry, a passenger car, a Motorcycle, a bicycle, a pedestrian, a curb, a wall, a pylon or any other known type, for example, all are stored in a table acts. The table may be the controller 7 then take an average mass for the respective object.

Instead of the masses m ₁₆ and m ₁₇ , equations (1) and (3) may also include the dimensions of the first and second objects 16 . 17 be used. Furthermore, the masses can be estimated from the dimensions.

The parameters d ₁ , d ₁₆ and d ₁₇ for the vulnerability can also be derived from the type of the respective object and be entered in the above-mentioned table. Vulnerability is a measure of how vulnerable an object is in a collision. For example, pedestrians and cyclists are attributed high levels of vulnerability, while a pylon or other static object has little vulnerability.

In one step 105 forms the control device 7 the sum of the estimated effects K ₁ and K ₂ for a collision of the motor vehicle 1 with the first object 16 , ie K ₁ + K ₂ , and the sum of the estimated effects K ₃ and K ₄ for a collision of the motor vehicle 1 with the second object 17 ie K ₃ + K ₄ . Furthermore, the control device checks 7 which of the two sums, ie K ₁ + K ₂ or K ₃ + K ₄ , is smaller. The lower of the two sums indicates which of the two possible collisions would have less effect, ie has a lower criticality.

In one step 106 chooses the controller 7 from the first trajectory 11 and the second trajectory twelve that trajectory associated with lesser impact of a potential collision. As in the in 2 illustrated example, the first object 16 a pedestrian is attributed a great vulnerability, the controller chooses 7 the second trajectory twelve out.

In one step 107 controls the controller 7 the management facility 9 such that this is the motor vehicle 1 by automated transverse and in particular longitudinal guidance along the second trajectory twelve leads. Thereafter, the lane change assistance process ends.

It is conceivable to simplify the equations (1) to (4) for the collision effects or criticalities K ₁ to K ₄ . For example, the parameters m ₁ , m ₁₆ and m ₁₇ for the masses and / or the parameters d ₁ , d ₁₆ and d ₁₇ for the vulnerabilities in equations (1) to (4) may be omitted. In the simplest case, the collision effects are determined only on the basis of the differential speeds Δv _1-16 and Δv _1-17 , ie, the trajectory with the lower differential speed is selected.

As the driving situation in which the motor vehicle 1 is dynamic, the case may occur after using the lane change maneuver from the exit lane 4 on the secondary lane 5 already started, the control device 7 determines that the effects of a possibly occurring collision along the first trajectory 11 are smaller than along the second trajectory twelve , In this case, the control device 7 a trajectory for returning to the original track 4 determine and the leadership facility 8th instruct the motor vehicle 1 along this trajectory to the exit lane 4 redirect.

In 4 is the motor vehicle 1 when driving on the road 3 presented in a driving situation that is largely identical to the one in 2 illustrated driving situation. The only difference is that in 4 on the side lane 5 in the direction of travel of the motor vehicle 1 objects 19 are located by the controller 7 be recognized as pylons by evaluating the environment information.

In the in 4 illustrated driving situation recognizes the controller 7 that a high risk of collision with the pylons 19 exists when the leadership device 8th the car 1 along the second trajectory twelve on the secondary lane 5 would direct. Therefore, the controller has 7 the management facility 9 on, the motor vehicle 1 along a third trajectory 20 to lead that between the first trajectory 11 and the second trajectory twelve runs and which has a lower collision risk than the first trajectory 11 and the second trajectory twelve having.

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

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Claims (13)

Lane change assistance system (2) for a motor vehicle (1), which is set up, the motor vehicle (1) on a lane change request of a driver of the motor vehicle (1) in the context of an automated lane change maneuver with at least automated lateral guidance from an exit lane (4) on a target lane (5) automated control comprising: an environmental sensor system (6a, 6b, 6c) for determining environmental information relating to the surroundings of the motor vehicle (1), - One with the environment sensors (6a, 6b, 6c) coupled control device (7), and - One of the control device (7) controlled guide means (9) for at least automated lateral guidance of the motor vehicle (1), wherein - The control device (7) is designed such that - the control device (7) determines a first trajectory (11) for driving on the exit lane (4) or for returning to the exit lane (4) and a second trajectory (12) for driving on the destination lane (5), if the control device (7) determines on the basis of the environment information that when traveling along the first trajectory (11) a collision risk with a first object (16) and when driving along the second trajectory (12) a collision risk with a second object (18) the control device (7) has effects of a possibly occurring collision with the first object (16) when traveling along the first trajectory (11) and effects of a possibly occurring collision with the second object (17) when traveling along the second trajectory (12). compares to each other, and - The control device (7) controls the guide means (9) based on the comparison. Lane change assistance system (2) according to Claim 1 wherein the control device (7) is designed in such a way that the control device (7) selects that trajectory from the first trajectory (11) and the second trajectory (12) for which less collision effects exist, and the control device (7) controls the guide device (7). 9) in such a way that the guide device (9) guides the motor vehicle (1) along the selected trajectory. Lane change assistance system (2) according to Claim 1 or 2 wherein the control device (7) is designed in such a way that when the control device (7), after starting a lane change maneuver from the exit lane (4) to the destination lane (5), determines that the effects of a possibly occurring collision with the first object (16) when traveling along the first trajectory (11) are less than the effects of a possibly occurring collision with the second object (17) when traveling along the second trajectory (12), the control device (7) controls the guide device (9) such that the Guide device (9) the motor vehicle (1) in the exit lane (4) back. Lane change assistance system (2) according to one of the preceding claims, further comprising an activation device (8) for activating a lane change maneuver by the driver. Lane change assistance system (2) according to one of the preceding claims, wherein the control device (7) based on the environmental information a first collision impact on the motor vehicle (1) in a collision with the first object (16) second collision effect on the first object (16) in a collision with the motor vehicle (1), a third collision effect on the motor vehicle (1) in a collision with the second object (17) and a fourth collision effect on the second object (17) a collision with the motor vehicle (1), which compares the first and second collision effects with the third and fourth collision effects and controls the guide means (9) based on the comparison. Lane change assistance system (2) according to one of the preceding claims, wherein the control device (7) is configured such that the control device (7) determines characteristics of the first and second objects (16, 17) on the basis of the environment information and the effects of a possibly occurring collision with the first object (16) when traveling along the first trajectory (11) based on the properties of the first object (16) and the effects of a possibly occurring collision with the second object (17) when traveling along the second trajectory (12) on the basis of the properties of the second object (17). Lane change assistance system (2) according to Claim 6 wherein the control device (7) is configured such that the control device (7) has a first relative speed between the motor vehicle (1) and the first object (16) as a property of the first object (16) and a second relative speed between the motor vehicle ( 1) and the second object (17) as a property of the second object (17) based on the environmental information, and the control device (7) the effects of a possibly occurring collision with the first object (16) when traveling along the first trajectory (11 ) is determined on the basis of the first relative speed and the effects of a possibly occurring collision with the second object (17) when driving along the second trajectory (12) on the basis of the second relative speed. Lane change assistance system (2) according to one of Claims 6 or 7 wherein the control device (7) is designed such that the control device (7) determines the type of the first object (16) as a property of the first object (16) and the type of the second object (17) as a property of the second object (16). 17) on the basis of the environment information, and the control device (7) the effects of a possible collision with the first object (16) when driving along the first trajectory (11) based on the nature of the first object (16) and the effects of a possibly occurring Collision with the second object (17) when driving along the second trajectory (12) determined based on the nature of the second object (17). Lane change assistance system (2) according to Claim 8 wherein the control device (7) is designed such that the control device (7) selects the type of the first object (16) and the type of the second object (17) from a group which contains one or more or all of the following elements: dynamic object, pedestrian, static obstacle and edge building of a road. Lane change assistance system (2) according to one of Claims 6 to 9 wherein the control device (7) is configured such that the control device (7) measures the dimensions and / or mass of the first object (16) as a property of the first object (16) and the dimensions and / or mass of the second object (17) determined as a property of the second object (17) on the basis of the environment information, and the control device (7) the effects of a possible collision with the first object (16) when driving along the first trajectory (11) based on the dimensions and / / or the mass of the first object (16) and the effects of a possibly occurring collision with the second object (17) when traveling along the second trajectory (12) based on the dimensions and / or mass of the second object (17) determined. Lane change assistance system (2) according to one of the preceding claims, wherein the control device (7) is designed such that the control device (7) has a third trajectory (20) for driving along a traffic lane extending from the exit lane (4) and the destination lane (5 ), and the control device (7) controls the guide device (9) such that the guide device (9) controls the motor vehicle (1) along the third trajectory (20) when the control device (7) determines from the environment information when driving along the third trajectory (20) there is a lower risk of collision than when driving along the first or the second trajectory (11, 12). Motor vehicle (1) with a lane change assistance system (2) according to one of the preceding claims. Lane change assistance method for a motor vehicle (1) in which the motor vehicle (1) is automatically controlled in response to a lane change request by a driver of the motor vehicle (1) as part of an automated lane change maneuver with at least automated lateral guidance from an exit lane (4) to a destination lane (5) with the lane change assistance method comprising the following steps: - Determining an environment information relating to the environment of the motor vehicle (1); - determining a first trajectory (11) for driving on the exit lane (4) or for returning to the exit lane (4) and a second trajectory (12) for driving on the destination lane (5); if, on the basis of the environment information, it is determined that when traveling along the first trajectory (11) there is a risk of collision with a first object (16) and when traveling along the second trajectory (12) there is a risk of collision with a second object (17); Effects of a possibly occurring collision with the first object (16) when driving along the first trajectory (11) with effects of a possibly occurring collision with the second object (17) when traveling along the second trajectory (12); and - Controlling at least one automated lateral guidance of the motor vehicle (1) based on the comparison.

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