DE102017219471A1 - Control device, motor vehicle and control method for a motor vehicle - Google Patents

Abstract

A method of controlling a substantially autonomously controlled motor vehicle employs informal communication with other road users. The motor vehicle is configured to carry out an exit from a lane substantially autonomously, the method having the following steps carried out essentially autonomously by the motor vehicle:
- issuing a first signal that is perceptible to at least one of these motor vehicle substantially independent, human road users;
- detecting a reaction of this road user;
- evaluating the detected reaction;
depending on a result of this evaluation, outputting a second signal perceptible to that road user, the second signal being of a different type than the first signal; and
- initiate leaving the lane, if traffic conditions permit.

Description

The present invention relates to a control device, a motor vehicle and a control method for a motor vehicle.

The invention finds particular application in the context of a motor vehicle which is designed to substantially autonomously perform a lane departure (e.g., a lane change or a turn at an intersection). Such a vehicle may e.g. be a vehicle in which the control of the vehicle is completely autonomous or can take place, so without further action of a driver, passengers or a person outside of the vehicle. However, the motor vehicle can also be one in which some aspects of the control by humans are performed or at least influenced or can become.

Substantially autonomously controlled motor vehicles and related control devices and methods are already known in the art. However, these can cause problems in an intended leaving a lane in some traffic situations.

Against this background, it is an object of the present invention to provide a control device, a motor vehicle and a control method for a motor vehicle of the above type, with which an intentional leaving a lane in consideration of the traffic situation with a higher probability can be successfully performed than this after at least some previous approaches in the prior art was possible.

According to the invention, a motor vehicle, a control device for a motor vehicle and a control method for a motor vehicle are provided according to the independent claims. Advantageous developments emerge from the dependent claims.

Embodiments of the present invention are used in particular in so-called "mixed traffic", ie in a traffic situation in which at least one essentially autonomously controlled motor vehicle and at least one human road user substantially independent of this motor vehicle are involved. Such a human road user can e.g. be a road user who controls a substantially non-autonomously controlled vehicle itself or a pedestrian. Examples of such non-autonomously controlled vehicles include e.g. Motor vehicles (passenger cars, trucks, buses, trams, motorcycles, etc.), bicycles or other non-motorized vehicles into consideration.

In mixed traffic, some already known approaches sometimes give rise to problems with intentional lane departure, especially when the traffic situation does not permit immediate exit from the traffic lane. So it can be e.g. be that at a certain time leaving a lane is desired (determined autonomously by a substantially autonomously controlled motor vehicle or on direct or indirect instruction of a person) and / or implied (eg by an optical signal, such as a "flashing" in conventional sense), but that the traffic situation the desired or implied leaving the lane in the appropriate direction (safe) does not allow. For the purposes of the present invention, these also preferably include those situations in which leaving the lane in a desired direction would theoretically and possibly also be possible without accident, but in which a corresponding driving behavior by an observer (an occupant of the motor vehicle, another affected Road user or an essentially unobserved observer) would be perceived as dangerous or rude (slightly rude or very rude).

An unsafe or perceived as rude driving behavior can of course be avoided in a desired leaving a lane, that the substantially autonomously controlled motor vehicle waits for a sufficiently large gap before leaving the lane is initiated. However, in many situations, e.g. In the case of relatively high traffic volumes / dense traffic, the result is that, according to some known approaches, leaving the traffic lane becomes practically impossible, it must be delayed for a relatively long time or it must essentially be carried out in a non-autonomous manner. This may eventually lead to unsafe driving behavior and / or reduce the acceptance of autonomous vehicle controls by observers (occupants of the essentially autonomously controlled motor vehicle, other road users or bystanders).

According to a first embodiment, the invention relates to a method for controlling a motor vehicle, wherein the motor vehicle is configured to perform a departure from a lane substantially autonomously. As explained at the outset, this includes both motor vehicles which can make a lane departure without any further assistance from a person, as well as those vehicles in which a person makes the decision or instructs to leave a traffic lane.

1. 1. Abgeben eines ersten Signals, das für mindestens einen von diesem Kraftfahrzeug im Wesentlichen unabhängigen, menschlichen Verkehrsteilnehmer wahrnehmbar ist. Obwohl man in manchen Anwendungsbeispielen das Abgeben des ersten Signals auf eine Anweisung von einer Person zurückführen kann, z.B. durch die Vorgabe einer Reiseroute oder eine eventuell spontane Entscheidung, ein bestimmtes Ziel anzusteuern, wird das erste Signal letztendlich durch das Kraftfahrzeug abgegeben. Das erste Signal kann beispielsweise ein optisches Signal sein, z.B. das Signal eines Blinkers im herkömmlichen Sinn. Andere optische Signale im oder am Kraftfahrzeug oder z.B. akustische Signale kommen auch in Betracht, solange diese für einen von dem Kraftfahrzeug im Wesentlichen unabhängigen, menschlichen Verkehrsteilnehmer wahrnehmbar sind. Ein solcher Verkehrsteilnehmer befindet sich nicht im oder auf dem Kraftfahrzeug.
2. 2. Erfassen einer Reaktion dieses Verkehrsteilnehmers. Mögliche Reaktionen werden im folgenden Text erläutert. Diese können z.B. Elemente einer informellen Kommunikation (Gesten usw.) umfassen, die von menschlichen Verkehrsteilnehmern häufig benutzt und i.Allg. verstanden werden.
3. 3. Auswerten der erfassten Reaktion. In diesem Schritt wertet das im Wesentlichen autonom gesteuerte Kraftfahrzeug die Reaktion des oben genannten Verkehrsteilnehmers aus, um festzustellen, ob ein Abgeben eines zweiten Signals im nächsten Schritt erfolgen soll. Diese Auswertung wird im folgenden Text näher erläutert.
4. 4. In Abhängigkeit von einem Ergebnis der Auswertung im vorigen Schritt wird ein zweites Signal abgegeben, das für den oben genannten Verkehrsteilnehmer wahrnehmbar ist. Das zweite Signal kann wiederum ein optisches oder akustisches Signal sein. Allerdings ist das zweite Signal von anderer Art als das erste Signal. Das zweite Signal ist also nicht lediglich eine gleichartige Fortsetzung des ersten Signals (z.B. erstes Signal: Blinken; zweites Signal: weiterhin blinken), sondern ist von dem ersten Signal unterscheidbar.
5. 5. Anschließend wird, wenn die Verkehrslage dies zulässt, das Verlassen der Fahrspur durch das Kraftfahrzeug eingeleitet. Unter dem Verlassen der Fahrspur ist vorzugsweise zu verstehen, dass das Kraftfahrzeug sich so bewegt, dass zumindest ein Teil des Kraftfahrzeugs (bzw. eine senkrechte Abbildung desselben auf die Fahrspur) sich außerhalb der Fahrspur des Kraftfahrzeugs befindet. Dabei kann es sein, dass das Verlassen der Fahrspur relativ langsam bzw. schrittweise stattfindet, dass also zunächst nur ein relativ kleiner Teil des Kraftfahrzeugs die Fahrspur des Kraftfahrzeugs verlässt und erst nach relativ langer Zeit die verbleibenden Teile des Kraftfahrzeugs dessen Fahrspur verlassen, wie dies auch häufig im personengesteuerten Straßenverkehr, insbesondere bei hohem Verkehrsaufkommen und langsamer Geschwindigkeit, vorkommt.

The method comprises the following steps, which are carried out essentially autonomously by the motor vehicle:

1. 1. Delivering a first signal that is perceptible to at least one of these motor vehicle substantially independent, human road users. Although, in some applications, one may attribute the dispensing of the first signal to an instruction from a person, for example, by prescribing a travel route, or possibly spontaneously deciding to target a particular destination, the first signal is ultimately delivered by the motor vehicle. The first signal may be, for example, an optical signal, for example the signal of a turn signal in the conventional sense. Other optical signals in or on the motor vehicle or, for example, acoustic signals are also possible as long as they are perceptible to a human road user who is essentially independent of the motor vehicle. Such a road user is not in or on the motor vehicle.
2. 2. Detecting a reaction of this road user. Possible reactions are explained in the following text. These may include, for example, elements of informal communication (gestures, etc.) commonly used by human road users and i.Allg. be understood.
3. 3. Evaluate the detected reaction. In this step, the substantially autonomously controlled motor vehicle evaluates the response of the aforementioned road user to determine whether to issue a second signal in the next step. This evaluation will be explained in more detail in the following text.
4. 4. Depending on a result of the evaluation in the previous step, a second signal is emitted, which is perceptible for the aforementioned road user. The second signal may in turn be an optical or acoustic signal. However, the second signal is of a different kind than the first signal. The second signal is therefore not just a similar continuation of the first signal (eg first signal: flashing, second signal: still flashing), but is distinguishable from the first signal.
5. 5. Then, if the traffic situation permits, leaving the lane is initiated by the motor vehicle. Leaving the traffic lane is preferably to be understood as meaning that the motor vehicle moves in such a way that at least part of the motor vehicle (or a vertical image of the same on the traffic lane) is located outside the lane of the motor vehicle. It may be that leaving the lane relatively slowly or gradually takes place, so that initially only a relatively small part of the motor vehicle leaves the lane of the motor vehicle and only after a relatively long time left the remaining parts of the vehicle whose lane, as so frequently in passenger-controlled road traffic, especially in high traffic and slow speed occurs.

For example, lane departure may be part of a lane change (e.g., on a multi-lane road or ascent from an acceleration lane to a continuing lane or upon departure from a continuing lane to a delay lane). In another application example, leaving the lane may be part of a turn, e.g. to be at a crossroads. It may also be a combination of a lane change and a turn, e.g. when changing to a turn lane followed by turning. In general, after initiating leaving the lane, the lane change, turning operation, etc. are performed or completed.

The first signal may well be delivered at a time when the traffic situation does not permit leaving the lane and / or lane change and / or turning off. In particular, in such a situation, an advantage of embodiments of the present invention over some known approaches becomes apparent. According to some conventional approaches, a desired departure from a traffic lane is indicated by a (first) signal only when the traffic situation already permits such lane departure, e.g. a sufficiently large gap has been created in the target lane, or e.g. in a turning operation, the further turning path is already free and is e.g. no pedestrians or cyclists are on this other turning lane. Especially in dense traffic, this can result in a very hesitant driving behavior.

The evaluation of the detected response of the above road user may include a comparison with a number of stored possible responses. In the production of the motor vehicle or the control device, for example, possible reactions of other road users in a storage medium can be stored either onboard (in the motor vehicle) or offboard (outside the motor vehicle in a database with which the motor vehicle can communicate). For this purpose, in particular those possible reactions come into consideration, which in passenger traffic is generally well understood, but is not defined by the laws and official rules Examples of possible reactions are explained in the following text. When comparing the detected reaction with a number of stored possible reactions, for example, distance measurements and / or image data captured by cameras are processed, so that a comparison is made possible in a manner known per se. The result of such a comparison is preferably the "recognition" of the reaction of the road user, so that the control of the motor vehicle takes into account the reaction of the road user in the further course of action.

For example, the detected response may be associated with one or more categories to evaluate it. The detected reaction of the road user can e.g. be classified as "cooperative" or "non-cooperative". For example, a response may be considered cooperative if the road user creates a gap for an intended lane change of the motor vehicle or otherwise signals that he or she will enable or allow leaving the lane of the motor vehicle through his driving or movement behavior. A reaction could be categorized as uncooperative if the road user reduces a distance to a preceding vehicle, so that leaving the lane of the motor vehicle (initially) is not possible.

With the aid of the above-described assignment, it can be determined whether and / or when the delivery of the second signal should take place. The motor vehicle or its control system can thus make the issuing of the second signal dependent on the detected reaction of the road user by assigning it to one or more categories. Observers could e.g. perceive as impolite or obtrusive when the control of the motor vehicle illustrates the desire to leave the lane by delivering the second signal, although the road user indicates by his reaction that he does not want to allow letting the lane through the motor vehicle (first), or can. Also, by assigning, the timing for issuing the second signal may be adjusted to the response of the road user. For example, a response considered only "slightly cooperative" may be used to deliver the second signal only after some delay, whereas a "highly cooperative" response may cause an immediate delivery of the second signal.

Finally, it can be determined with the aid of the assignment whether it is to be expected that the road user will allow or permit the lane departure through the motor vehicle. Thus, the essentially autonomously controlled motor vehicle can signal to the road user by means of a corresponding second signal that it has "understood" the reaction of the road user.

According to some embodiments, the mapping described above may be geographically specific, e.g. depending on the country or region in which the motor vehicle is located. Such geographic specific mapping could e.g. be achieved by the fact that the record of possible reactions or their categorization varies from country to country or region to region. For example, it may be the case that a particular road user's response in one country or region is typically of first importance and typically has a second, different meaning in another country or region. The control of the motor vehicle can adjust the output of the second signal accordingly.

The reaction of the road user can be directly detectable by a detection device of the motor vehicle, preferably be optically detectable. For this purpose, the motor vehicle could be equipped with corresponding cameras and / or other, in particular optical, sensors. A directly detectable response of the road user could e.g. a movement of the body or a body part of the road user, preferably a head, arm or hand movement or a combination of these. Such a movement of the body or a body part of the road user could be detected directly by cameras or the like. However, a directly detectable reaction of the road user could also be e.g. be acoustically detectable.

On the other hand, the reaction of the road user could essentially not be detected directly by a detection device of the motor vehicle. However, such a reaction could act on a vehicle of the road user so that it can be indirectly detected by the detection device of the motor vehicle. Such an indirectly detectable response could, for example, result in a reduction in speed, an increase in speed, a steady rate of speed, a change in acceleration, a change in deceleration or a lateral displacement of the vehicle of the road user. This could be achieved for example by changing the position of the foot pedals or the steering wheel in the vehicle of the road user. A movement of the road user necessary for operating a foot pedal would be general not directly detectable by cameras or the like in the vehicle. The resulting change in the movement of the vehicle of the road user would be detectable by appropriate cameras or sensors, so that the reaction of the road user would be indirectly detected. Other generally only indirectly detectable reactions would include, for example, emitting an optical response signal, such as a flare signal, or an acoustic response signal, such as a horn signal.

Optionally, the method may also include detecting a second reaction of this road user to the second signal and evaluating the detected second response. This could happen, for example, if the evaluation of the (first) reaction of the road user suggests that the road user has not seen / noticed or did not understand the first signal. In such a case, the second signal could be used to inform the road user, preferably polite, but still with emphasis on the intended leaving the lane of the motor vehicle. Depending on a result of the evaluation of the detected second reaction, it is then possible to emit a third signal which is perceptible to this road user, the third signal being of a different type than the first signal, preferably also of a different type than the second signal. By the third signal, the motor vehicle could give the road user to understand that the second reaction of the road user was noticed and possibly understood.

As already mentioned, the road user could be a pedestrian. This could e.g. at a crossroads, crossing (wanting) a road into which the essentially autonomously controlled motor vehicle wants to turn. According to the method provided, it can be ensured that the reaction of a pedestrian to the first signal is also taken into account by the control of the motor vehicle, in particular during the delivery of the second signal.

The first signal may be, for example, a flashing signal that is emitted by a turn signal of the motor vehicle and signals in a conventional manner that the motor vehicle wants to leave a traffic lane. The second signal is preferably also an optically perceptible signal, but differs from the first signal. Examples of the second signal are, for example, a lateral displacement of the motor vehicle, a light signal or a visual display in or on the motor vehicle. The second signal can signal to the road user that the motor vehicle has "understood" the reaction of the road user. A lateral displacement of a motor vehicle would typically be understood by human road users as preparing to leave the lane of the motor vehicle. A road user who has shown a "cooperative response" can thereby become clear that the essentially autonomously controlled motor vehicle has understood the reaction. This is in contrast to some approaches known from the prior art in which such "understanding" does not occur. Such lack of the second signal is often interpreted by other road users to the effect that the delivery of the first signal may have been erroneous, and accordingly, in such a situation, many road users would reopen any gap that may arise, with the result that it is not possible to leave the lane as desired by the conventional autonomously controlled vehicle.

As an alternative to optically detectable signals, the second signal could also be acoustically perceptible. Alternatively, a combination of an optically detectable signal and an acoustically detectable signal could form the second signal.

The invention also extends to a control device for a motor vehicle according to the method described above. The invention also includes a motor vehicle having such a control device.

• - eine erste Signalabgabevorrichtung zum Abgeben eines ersten Signals, das für mindestens einen von diesem Kraftfahrzeug im Wesentlichen unabhängigen, menschlichen Verkehrsteilnehmer wahrnehmbar ist; und
• - eine Detektionsvorrichtung zum Erfassen einer Reaktion dieses Verkehrsteilnehmers; wobei
  1. a) die Steuerungsvorrichtung eine zweite Signalabgabevorrichtung aufweist oder
  2. b) die erste Signalabgabevorrichtung ausgestaltet ist zum Abgeben eines zweiten Signals, das für diesen Verkehrsteilnehmer wahrnehmbar ist, wobei das zweite Signal von anderer Art ist als das erste Signal; und
• - eine Steuerungseinheit zum Einleiten des Verlassens der Fahrspur, wenn die Verkehrslage dies zulässt.

The invention also includes a control device for a motor vehicle, wherein the control device is configured to control the motor vehicle so that the motor vehicle performs a departure from a lane substantially autonomously, wherein the control device comprises:

• a first signal output device for outputting a first signal which is perceptible to at least one human road user substantially independent of this motor vehicle; and
• - A detection device for detecting a reaction of this road user; in which
  1. a) the control device comprises a second signal output device or
  2. b) the first signal output device is adapted to output a second signal perceptible to that traffic participant, the second signal being of a different type than the first signal; and
• - A control unit for initiating the departure of the lane, if the traffic situation permits.

Further advantages, features and applications of the present invention will become apparent from the following description taken in conjunction with the figures.

• 1 schematisch ein Kraftfahrzeug gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung auf einer Fahrbahn mit Fahrbahnmarkierungen;
• 2 eine beispielhafte schematische Darstellung einer Verkehrssituation zu einem ersten Zeitpunkt gemäß einer Ausführungsform der vorliegenden Erfindung;
• 3 die beispielhafte Darstellung der in 2 angedeuteten Verkehrssituation zu einem zweiten Zeitpunkt;
• 4 schematisch eine Steuerungsvorrichtung und seine Verbindung zu verschiedenen Vorrichtungen im oder am Kraftfahrzeug gemäß einer bevorzugten Ausführungsform der vorliegenden Erfindung;
• 5 eine beispielhafte schematische Darstellung einer weiteren Verkehrssituation gemäß einer Ausführungsform der vorliegenden Erfindung;
• 6 ein Flussdiagramm zu einem Verfahren zum Steuern eines Kraftfahrzeugs gemäß einer Ausführungsform der vorliegenden Erfindung;
• 7 ein Flussdiagramm zu einem Verfahren zum Steuern eines Kraftfahrzeugs gemäß einer weiteren Ausführungsform der vorliegenden Erfindung.

Showing:

• 1 schematically a motor vehicle according to a preferred embodiment of the present invention on a roadway with lane markings;
• 2 an exemplary schematic representation of a traffic situation at a first time in accordance with an embodiment of the present invention;
• 3 the exemplary presentation of in 2 indicated traffic situation at a second time;
• 4 schematically a control device and its connection to various devices in or on the motor vehicle according to a preferred embodiment of the present invention;
• 5 an exemplary schematic representation of another traffic situation according to an embodiment of the present invention;
• 6 a flowchart of a method for controlling a motor vehicle according to an embodiment of the present invention;
• 7 a flowchart of a method for controlling a motor vehicle according to another embodiment of the present invention.

In 1 is exemplary and schematically a motor vehicle 1 according to an embodiment of the invention. This is the vehicle 1 on a roadway 10 with road markings 11 , in the present example, a right and a left lane marking, the lane or lane 10 limit.

The car 1 is essentially autonomously controlled. As indicated by an arrow, in plan view the 1 the direction of travel is upwards.

The car 1 has a control device 3 on that with other components of the motor vehicle 1 can communicate. In the in 1 illustrated embodiment, only three types of such components are indicated, namely several distributed on the vehicle circumference cameras 2 , a flashing system with indicators mounted substantially laterally on the vehicle 4 , which may be considered as a first signal output device, and a second signal output device 5 , which is described in more detail in the following text.

The cameras 2 serve to the environment of the motor vehicle 1 to "recognize" as known in the art. Alternatively or additionally, other suitable sensors could be used for this purpose.

The turn signals 4 essentially correspond to conventional turn signals, which can be used to signal a desired lane departure from other road users, such as a lane change or a turn at an intersection. Instead of conventional turn signals 4 For example, other types of signal delivery devices could be used to signal a desired lane departure from other road users. Although, for example, acoustic signal output devices would also be conceivable, optical signal output devices, such as an optical display in or on the motor vehicle, make the most sense for other road users because of their better recognizability.

The second signal delivery device 5 is expediently also a device for emitting an optical signal. As will be further clarified below, the second signal output device differs 5 from the first signal output device 4 ,

2 schematically shows a plan view of a traffic situation with two lanes 10 and 12 on which there are several vehicles 1 . 101 . 102 and 103 are located. It concerns with the 2 around a multi-lane road, ie the direction of travel is rectified for both lanes and marked in the present case by upward arrows. vehicle 1 illustrates a motor vehicle according to an embodiment of the present invention, which is controlled substantially autonomously or can be controlled autonomously. In a typical example, the others are road users 101 . 102 and 103 also motor vehicles. However, the present invention is not tied to any particular type of other road users. It can affect the other road users 101 . 102 and 103 So also for example to trade bicycles. Some of the other road users could themselves be autonomously controlled. The advantages of embodiments of the present invention, however, are particularly noticeable if at least one of the other road users - in this case road users 101 - is a "human road user", ie a person or a vehicle controlled by a person. For a better overview, it is assumed below that the road users 101 . 102 and 103 Person-controlled vehicles are.

2 exemplifies a traffic situation that corresponds to a relatively high traffic volume. How out 2 As can be seen, the distance between successive vehicles is relatively low, as might be the case, for example, in a traffic jam. Between the vehicles 101 and 102 in the left lane 12 this distance is with a double arrow A characterized.

It is now assumed, for example, that the motor vehicle 1 from the right lane 10 in the left lane 12 want to change. This could be due to an input of a person (eg an occupant of the motor vehicle 1 ) or by the control of the autonomously controlled motor vehicle 1 determined. To the desired lane change or the desired leaving the lane 10 to signal to other road users, causes the control device to be described later 3 of the motor vehicle 1 the delivery of a first signal, such as a conventional flashing signal, as would typically be the case with a vehicle controlled by a person. Due to the relatively high volume of traffic and in particular the fact that the gap or the distance A between the vehicles 101 and 102 smaller than the length of the motor vehicle 1 , this can not be controlled immediately in this gap. Instead, the motor vehicle captures 1 through suitable devices, such as the cameras 2 , the environment of the motor vehicle 1 , In this case, in particular, a reaction of the road user 101 recorded and subsequently evaluated. It may happen, for example, that the road user 101 slows down or reduces the speed of his vehicle. This will be the distance to the previous vehicle 102 larger, if it moves at a faster speed than the vehicle 101 , The increase in the gap can be so small, especially at high traffic levels and very low speed of the road users (faltering traffic, congestion) that even after several seconds of the distance A still smaller than the length of the motor vehicle 1 , where appropriate, taking into account a certain safety distance of eg half a vehicle length and / or an additional distance between the vehicles 101 and 102 that would be necessary for the motor vehicle 1 "Obliquely" can enter the gap between them. To the human driver of the vehicle 101 yet to signal that the resulting gap has been "detected" causes the control device 3 of the motor vehicle 1 the delivery of a second signal from the driver of the vehicle 101 is perceptible. This second signal differs from the first signal, ie, the second signal is not merely a continuation of the first signal (such as continued similar flashing - this would normally continue anyway), but differs in at least one feature from the first signal , It is conceivable that the second signal may be quite similar to the first signal. It would be conceivable, for example, that the first signal is a flashing at a first frequency and the second signal flashing at a second frequency, eg a higher frequency. In such a case, the first and second signals could be output by the same flasher, ie in that case would be in addition to the first signal output device 4 no separate second signal delivery device 5 present - only the control that causes the delivery of the first and second signals would differ.

However, the difference between the first and second signals is more pronounced when the second signal is output, for example, from another optical display device than the first signal. Here, the second signal could well mimic human behavior, for example, by a visual display of the word "thank you", a friendly face (smiley face), a hand with thumbs up or other in general use as friendly felt signs. In contrast to previously known autonomously controlled vehicle systems, the delivery of the second signal thus results in the driver of the vehicle 101 signals that the motor vehicle 1 has realized that the driver of the vehicle 101 the car 1 in front of the vehicle 101 retract resulting gap or will let retract.

In a conventional system in which such a second signal is not delivered, there is a risk that the driver of the vehicle 101 does not know if the autonomously controlled vehicle has detected that the driver of the vehicle 101 create a gap for the autonomously controlled vehicle. This may result in this driver possibly interpreting the absence of such a second signal that the motor vehicle (of which this driver does not necessarily know that it is autonomously controlled) may have accidentally fired the first signal, without intention to leave the lane and enter the resulting gap. A conventional autonomous controlled vehicle would typically continue to wait until the gap in front of the vehicle 101 has become sufficiently large for a successful lane change. As a result - and because a second signal is missing - the driver of the vehicle has 101 in a conventional system, no evidence that leaving the lane 10 is actually intended by the autonomously controlled motor vehicle. Especially at high traffic this can cause the driver of the vehicle 101 the gap opens again, ie the distance to the vehicle 102 reduced again. A safe lane change is then no longer possible for the autonomously controlled vehicle. According to exemplary embodiments of the present invention, it is therefore possible to use an as in 1 described traffic situation reduces the likelihood that the driver of the vehicle 101 the gap to the preceding vehicle 102 unlocks again. In other words, according to such embodiments, the likelihood that a lane departure can be successfully performed can be increased.

If in the further course of in 2 Traffic situation shown the distance between the vehicles 101 and 102 has increased sufficiently after a further period of time, passes the autonomously controlled motor vehicle 1 leaving the lane 10 if the traffic situation allows it. So it's not just the distance between the vehicles 101 and 102 and the relative position of the motor vehicle 1 on these vehicles, but also if there are other reasons against initiating the lane change. Such a reason would be eg the retraction of an in 2 not shown vehicle from a left of the lane 12 lying lane in the gap between the vehicles 101 and 102 ,

Of course it is also possible that in the in 2 illustrated situation of the driver of the vehicle 101 it the motor vehicle 1 can not or does not want the lane 10 leave and possibly in the lane 12 switch. This would typically be expressed by the fact that the vehicle 101 the distance to the vehicle 102 can essentially be the same or even reduced. This would be done by the control device 3 of the motor vehicle 1 be interpreted as "uncooperative behavior". Accordingly, the control device would 3 of the motor vehicle 1 come to the conclusion that leaving the lane 10 in the direction of the lane 12 and especially in front of the vehicle 101 by the driver of the vehicle 101 is not possible. Because of this "reaction" of the driver 101 becomes the second signal from the motor vehicle 1 not yet delivered. Namely, such a delivery of the second signal could be done by the driver of the vehicle 101 or other observers may be considered rude or obtrusive. Instead, the motor vehicle 1 continue in another way, eg by slowing down your own speed the vehicle 101 to let pass, possibly leaving the lane 10 in the direction of the lane 12 behind the vehicle 101 to try.

In embodiments according to the invention, the second signal does not necessarily have to be delivered by a separate signal output device, such as an optical display. Instead, for example, it would be possible for the motor vehicle 1 a (slight) lateral displacement within its lane 10 makes, in particular in the direction of the destination lane 12 like this in 3 is indicated. The 3 represents a possible continuation of the 2 shown traffic situation, so at a later date. How out 3 It can be seen, the distance between the vehicles has increased 101 and 102 after delivery of the first signal by the motor vehicle 1 slightly enlarged, eg because the vehicle 102 drove on, the vehicle 101 but his speed has decreased or stopped. The distance between the vehicles 101 and 102 but still not enough for a retraction of the motor vehicle 1 into the resulting gap. To the driver of the vehicle 101 nevertheless to signal that the motor vehicle 1 the cooperative driving behavior of the driver 101 "Recognized", the motor vehicle moves 1 within its lane 10 in the direction of the lane 12 , initially without exceeding the lane boundary 11 between the lanes 10 and 12 , According to this embodiment, this may increase the probability that the driver 101 the gap to the preceding vehicle 102 even bigger, so that finally the actual lane change by the motor vehicle 1 carried out or completed.

In the in 3 illustrated embodiment is thus the displacement of the motor vehicle 1 to be regarded as a second signal. For the purposes of the present application is preferably also a slight tilting of the motor vehicle 1 - here in the direction of the lane 12 - considered as a lateral displacement.

1. 1. Die Art des zweiten Signals: z.B. Querversatz, optisches Signal...
2. 2. Der Zeitpunkt der Abgabe des zweiten Signals: ist beispielsweise die Reaktion des Verkehrsteilnehmers 101 zumindest anfänglich nicht besonders deutlich (z.B. nur eine sehr geringe Verlangsamung der Geschwindigkeit, obwohl nach der Verkehrslage eine deutlichere Verlangsamung möglich und vielleicht sogar zu erwarten wäre), könnte ein späterer Zeitpunkt für die Abgabe des zweiten Signals gewählt werden als im Falle einer deutlicheren Reaktion des Verkehrsteilnehmers 101.
3. 3. Die Intensität des zweiten Signals: ist beispielsweise die Reaktion des Verkehrsteilnehmers 101 zumindest anfänglich nicht besonders deutlich (z.B. nur eine sehr geringe Verlangsamung der Geschwindigkeit), könnte, falls beispielsweise ein Querversatz als zweite Reaktion ausgewählt wurde, dieser Querversatz zumindest anfänglich ein geringeres Ausmaß (z.B. nur wenige Zentimeter) haben als im Falle einer deutlicheren Reaktion des Verkehrsteilnehmers 101.
4. 4. Die Dauer des zweiten Signals: z.B. weniger als 1 Sekunde / mehrere Sekunden.
5. 5. Die Geschwindigkeit, mit der das zweite Signal erfolgt: ist beispielsweise die Reaktion des Verkehrsteilnehmers 101 zumindest anfänglich nicht besonders deutlich (z.B. nur eine sehr geringe Verlangsamung der Geschwindigkeit), könnte, falls beispielsweise ein Querversatz als zweite Reaktion ausgewählt wurde, dieser Querversatz mit einer geringeren Geschwindigkeit (quer zur Fahrtrichtung) erfolgen als im Falle einer deutlicheren Reaktion des Verkehrsteilnehmers 101.
6. 6. Insbesondere wenn ein Querversatz als zweite Reaktion ausgewählt wurde: die relative Position (Höhe) gegenüber dem Verkehrsteilnehmer 101, an der der Querversatz erfolgt. In dem Übergang, der durch die 2 und 3 beispielhaft dargestellt ist, wäre es unter Umständen vorzuziehen, dass das Kraftfahrzeug 1 zunächst weiter geradeaus fährt und erst dann einen Querversatz vornimmt, wenn es mehr an Höhe gegenüber dem Verkehrsteilnehmer 101 gewonnen hat, als dies in 3 gezeigt ist. Beispielsweise könnte das Kraftfahrzeug 1 -je nach Verkehrslage - so gesteuert sein, dass der Querversatz erst dann erfolgt, wenn sich das Kraftfahrzeug 1 mindestens eine halbe Fahrzeuglänge vor dem Verkehrsteilnehmer 101 befindet.

As already described, the second signal is emitted as a function of the result of an evaluation of the detected reaction of the road user. In this context, one or more "parameters" of the second signal (or its output) can be made dependent on this evaluation. In particular, the following parameters can be considered for this:

1. 1. The type of the second signal: eg cross-offset, optical signal ...
2. 2. The time of delivery of the second signal: is, for example, the reaction of the road user 101 at least initially not very clear (eg, only a very slight slowdown in speed, although after the traffic situation, a clearer slowdown is possible and perhaps even expected), a later date for the delivery of the second signal could be selected than in the case of a clearer reaction from the road user 101 ,
3. 3. The intensity of the second signal: is, for example, the reaction of the road user 101 At least initially, not particularly clearly (eg, only a very slow deceleration of speed), if, for example, a lateral offset was selected as the second response, this lateral offset could at least initially be of lesser extent (eg, only a few centimeters) than in the event of a more pronounced reaction by the road user 101 ,
4. 4. The duration of the second signal: eg less than 1 second / several seconds.
5. 5. The speed at which the second signal occurs is, for example, the reaction of the road user 101 at least initially not particularly clear (eg, only a very slow deceleration of the speed), if, for example, a lateral offset was selected as a second response, this lateral offset could occur at a slower speed (transverse to the direction of travel) than in the case of a more pronounced reaction by the road user 101 ,
6. 6. Especially when a lateral offset has been selected as the second response: the relative position (height) to the road user 101 at which the transverse offset takes place. In the transition, through the 2 and 3 is exemplified, it might be preferable that the motor vehicle 1 first continue straight ahead and then make a transverse offset, if there is more height compared to the road user 101 has won than this in 3 is shown. For example, the motor vehicle could 1 Depending on the traffic situation - be controlled so that the transverse offset takes place only when the motor vehicle 1 at least half the length of the vehicle in front of the road user 101 located.

According to preferred embodiments, the issuing of the second signal is such that it is generally perceived as polite and / or cooperative, but not as aggressive. For example, by machine learning processes, the control device 3 of the motor vehicle 1 "Learn" how to design the second signal output to meet these requirements. For example, in such a learning process people can use simulations to evaluate different behaviors in different traffic situations, how polite / cooperative / aggressive they find these behaviors. The results of this evaluation can be suitably incorporated into the control device 3 of the motor vehicle so that it "learns" how politely / cooperatively / aggressively certain behavior on the road is normally felt in order to act appropriately in similar situations.

4 schematically shows the structure of a control device 3 for the motor vehicle 1 , Although in 4 and in the following text functions and components of the control device 3 are shown separately or described, it will be apparent to those skilled in the art that they may also be present as a combination, for example in the form of a central processor that performs or causes several or all of the functions described.

The control device 3 of the motor vehicle 1 has a detection control device 20 on that with the detection devices 2 (Cameras or the like - in the following text is spoken for the sake of clarity, usually only one camera or multiple cameras) communicates, so for example camera data receives from these and possibly the cameras 2 operates. The camera data can already be found in the cameras 2 be prepared accordingly, so that in the detection control device 20 if necessary no further or only a very small data processing takes place. In extreme cases, the detection control device would be 20 just an interface for connecting to the cameras 2 ,

Furthermore, the control device 3 a first signal output control device 40 on which the first (s) signal delivery device (s) 4 (eg turn signal) controls or forwarding corresponding control signals to them.

Furthermore, the control device 3 a second signal output control device 50 on which the second (s) signal delivery device (s) 5 controls or corresponding control signals forwards to this.

Finally, the control device 3 a control unit 60 on, by which the movement of the motor vehicle 1 can be controlled or influenced, so that can deliver appropriate control signals to the control of the engine and the wheels. The engine and the wheels of the motor vehicle 1 or whose control is / are in 4 schematically with the reference numeral 6 characterized.

The detection control device 20 , the first and second signal output control devices 40 and 50 and the control unit 60 are connected to each other, for example by a central unit 7 in that the control device 3 a method according to embodiments of the invention can perform.

5 schematically shows a further embodiment, in which the autonomously controlled motor vehicle 1 the lane 10 would like to leave at an intersection in a traffic lane 13 to turn, as indicated by an arrow. At the edge of the lane 13 there is a road user 104 for example, a pedestrian. In this example, the pedestrian wants to cross the road through the lane 13 and the adjacent lane (in 5 above) is formed. Depending on the signage, the pedestrian might have "right of way" in front of the turning vehicle 1 , However, the pedestrian in the illustrated traffic situation, the road can not cross, because his way through a larger vehicle 106 For example, a truck is blocked. For this or another reason the pedestrian signals 104 the motor vehicle 1 that the pedestrian 104 renounced his right of way. For this purpose, the pedestrian 104 eg a hand movement (waving, lateral hand movement in the desired direction of travel of the motor vehicle 1 etc.) or perform a head movement (lateral pitch) or the like. The car 1 But can not complete the turn at the time shown (completely), because another road user 105 For example, a vehicle, the lane 13 partially blocked, for example because of heavy traffic. To the pedestrian 104 Nevertheless, to understand that the motor vehicle 1 the reaction of the pedestrian (ie the hand or head movement or the like) and thus has understood the cession of the right of way, gives the motor vehicle 1 a second signal in a similar manner as in connection with 2 and 3 described.

If in the basis of 5 described application example, the second signal from a movement of the motor vehicle 1 exists, it would be possible here that the motor vehicle 1 the turning process by tilting the wheels in the direction of the lane 13 and possibly a smaller movement in the direction of the lane 13 initiates. It may well happen that the motor vehicle 1 the vehicle 105 is relatively close, in particular closer than would be the case according to some approaches in the prior art. According to some approaches of the prior art, in a similar traffic situation, a substantially autonomously controlled motor vehicle would simply be on the lane 10 wait until on the lane 13 sufficient space has been created, which may cause the pedestrian 104 would be unsettled. Ie the pedestrian 104 then would not know whether his gesture and the cession of the right of way understood or not, which in turn could lead to uncertainty or delay when crossing the road or in the turn.

At the in 5 shown application example of the present invention would be the motor vehicle 1 continue to monitor the traffic situation and initiate leaving the lane and the actual turn, if the traffic situation finally allows it.

6 shows by way of example a method according to the invention for controlling a motor vehicle in the form of a flow chart. To start 200 the flowchart is on the part of the motor vehicle 1 the decision before, the lane of the motor vehicle 1 to leave. Accordingly, in a first step 210 a first signal from the motor vehicle 1 issued. In a second step 220 is a reaction of a road user by the motor vehicle 1 detected. In a third step 230 this reaction is evaluated. The further course of the control method depends on a result of this evaluation. In 6 this is through a branch in a fourth step 240 shown. In the illustrated embodiment, it is determined whether the road user's response is considered cooperative or non-cooperative. If the reaction is considered non-cooperative, the process returns to the second step 220 back to capture further reactions from the road user. This can be repeated until a reaction classified as cooperative is detected. When the reaction in step 240 was classified as cooperative, in a fifth step 250 a second signal by the motor vehicle 1 issued. Thereupon, in a sixth step 260 the traffic situation VL observed. In particular, it is determined whether the traffic situation allows leaving the lane FS. If this is not the case, the traffic situation continues to be by the motor vehicle 1 observed. After the motor vehicle 1 has determined that the traffic situation allows leaving the lane, directs the motor vehicle 1 in a seventh step 270 leaving the lane. At the end 280 of the method described in this embodiment has the motor vehicle 1 thus essentially autonomously initiated leaving the lane. In general, after leaving the lane is completed or completed until the motor vehicle 1 is completely on a new lane.

A variant of in 6 The method shown is now based on the 7 described. The left half of the 7 essentially corresponds to the 6 , wherein most of the method steps are also provided with the same reference numerals as corresponding steps in the 6 , These steps will not be described in detail again.

Unlike the in 6 shown method is another step 235 after evaluating the reaction in the step 230 inserted. The reaction in the step 230 the 7 is evaluated, represents a first reaction. In the step 235 is by the motor vehicle 1 based on the evaluation of the first reaction in the step 230 decided whether the first reaction is clear or "clear". For example, a first reaction may be rated as clear if the speed or acceleration of the road user 101 sufficiently clearly changes, for example by more than a predetermined absolute or relative value. However, the clearly rated response may well be cooperative or uncooperative. Thus, such a cooperative response could be a delay of more than a certain value, and such an uncooperative response could be an acceleration by more than a certain value. In both cases, however, is the intention of the road user 101 (broadly) clear, ie it is clear from the first reaction that the road user 101 the desire of the motor vehicle 1 to leave his lane, understood, and it also becomes clear whether the road user 101 would like to allow / facilitate this leaving the lane or would like to prevent / expressly complicate.

When in step 235 the first reaction was rated as clear, the procedure continues from the step 240 essentially as based on 6 described further.

In other cases, the first reaction is not very clear, for example when the speed or acceleration of the road user 101 does not change sufficiently clearly, eg by less than a given absolute or relative value changes, although the traffic situation would allow a clearer reaction quite well and you would normally expect a clearer reaction (cooperative or uncooperative). Such an "unclear" first reaction can have several reasons. To name just a few examples: the road user 101 did not notice the first signal; the road user 101 did not understand the first signal (and thus has the desire of the motor vehicle 1 to leave his lane, not understood); or the road user 101 has not yet decided whether he is leaving the lane of the motor vehicle 1 allow / allow or want. According to 7 can in such a situation the desire of the motor vehicle 1 (in a polite way) be given emphasis by the motor vehicle 1 in step 215 emits a second signal. It is envisaged that such a second signal is of a different kind than the second signal, which in step 250 would typically be delivered after a clear, cooperative response. In the interest of a consecutive numbering is the step in 215 signal to be output nevertheless marked as a second signal.

The second signal, in step 215 can be delivered after an unclear reaction, preferably has the function of the road user 101 at the request of the motor vehicle 1 to leave the lane, to point out or to illustrate this desire, without being obtrusive. For example, a relatively small transverse offset can take over this function, wherein this transverse offset may be smaller than a transverse offset, which is typically in the step 250 would be made to the road user 101 To understand that his clear, cooperative driving behavior was recognized. As a second signal, in the step 215 can be issued, other optical signals come into question, these of the first signal (step 210 ) should differ. For example, if the first signal is blinking in the conventional sense, the second signal would be the step 215 not just a similar continuation of this flashing - the flashing of the step 210 would normally continue anyway.

In the next step 225 will - similar to the step 220 - a reaction of the road user 101 detected. This reaction represents a second reaction of the road user 101 The second reaction is in step 232 - similar to the step 230 the 6 - evaluated. Based on this evaluation is then in step 245 - similar to the step 240 - Determines whether the second reaction is co-operative or uncooperative.

If the second reaction in step 245 classified as uncooperative, the procedure may become a step 220 return to capture more reactions. These further reactions could be from the same road user 101 come (the road user 101 could possibly have changed his driving behavior) or could be reactions of other road users (ie the motor vehicle 1 For example, it could reduce its own speed, possibly behind the road user 101 to try leaving the lane).

If, on the other hand, the second reaction in step 245 is classified as cooperative, gives the motor vehicle 1 according to the in 7 shown embodiment, a third signal. This third signal may have a similar or equivalent function to that in the step 250 to be delivered second signal. The procedure is then followed by the step 260 as already described continued.

In another variant (not shown separately) are the steps 235 and 240 the 7 executed at the same time, ie the car 1 recognizes whether the first reaction is clearly cooperative, clearly uncooperative, or unclear, and moves accordingly with the steps 250 . 220 or. 215 continued.

According to one embodiment of the invention, in the context of evaluating a detected reaction (first, second reaction), such a reaction is compared with a number of possible reactions. These are either stored onboard or offboard and may have been created in advance during the manufacture of the motor vehicle or its control. In some embodiments, however, it is also possible that possible reactions are generated by machine learning processes and stored on a suitable storage medium. The comparison of the detected reaction with a number of stored possible reactions is preferably initially only a "recognition" of the detected reaction. So can the motor vehicle 1 For example, determine that a detected response is to reduce the speed of a vehicle of a road user, a head shake or a hand movement in the direction of a road in which the motor vehicle 1 would like to turn.

In some embodiments, the so-called "response" is assigned to a category. For this purpose, according to some embodiments, the motor vehicle 1 resort to different geography-specific datasets. For example, a head shake may be considered as a possible reaction in a first country or a first region as an uncooperative behavior and in a second country or a second region as a cooperative behavior. This assignment can be recorded in the various geography-specific data sets, so that the motor vehicle 1 adapt to a local, informal communication among road users.

Although the streets of in 2 . 3 and 5 traffic situations lane markings 11 Embodiments of the invention also relate to those roads or lanes that are not or only partially characterized by lane markings. The term "driving lane", which is also used in the claims, should accordingly be understood to include lanes marked by lane markings as well as those not marked by lane markings.

Although in the present description methods and vehicles have been described as embodiments of the invention in which the vehicle is equipped with a plurality of cameras, the invention is not limited in this regard. Both the use of only one camera, as well as the use of a different number of cameras than for example in 1 is shown, is possible according to the present invention. It is also possible to use other sensors instead of (or in addition to) cameras.

While at least one exemplary embodiment has been described above, it should be understood that a large number of variations exist. It should also be understood that the described exemplary embodiments are nonlimiting examples only and are not intended to thereby limit the scope, applicability, or configuration of the devices and methods described herein. Rather, the foregoing description will provide those skilled in the art with guidance for implementing at least one example embodiment, it being understood that various changes in the operation and arrangement of the elements described in an exemplary embodiment may be made without departing from the appended claims Derogated from the requirements of the respective subject matter as well as its legal equivalents. Each feature disclosed in the application text or drawings may be considered, individually or in combination with other features disclosed in the application text or drawings, as subject of the invention.

LIST OF REFERENCE NUMBERS

1

motor vehicle

2

Detection device, camera, sensor

3

control device

4

first signal output device, turn signal

5

second signal output device

6

(Control for) wheels / engine of the motor vehicle

7

central processing unit

10

lane

11

Road marking, lane boundary

12, 13

(Target) lane

20

Detection control device

40, 50

Signaling control device

60

control unit

101-106

Road users / vehicles

A

distance

Claims (15)

A method of controlling a motor vehicle (1), wherein the motor vehicle (1) is configured to perform substantially autonomously leaving a lane (10), the method comprising the following steps carried out essentially autonomously by the motor vehicle (1): - issuing a first signal which is perceptible to at least one of these motor vehicle (1) substantially independent, human road users (101,104); - detecting a reaction of this road user (101, 104); - evaluating the detected reaction; in response to a result of this evaluation, outputting a second signal perceptible to that road user (101, 104), the second signal being of a different type than the first signal; and - Initiate leaving the lane (10), if the traffic situation permits. Method according to Claim 1 characterized in that leaving the lane (10) is part of a lane change and / or turning operation performed / completed after initiation of leaving the lane (10), and / or wherein the first signal is emitted at a time to which the traffic situation does not allow leaving the lane (10) and / or a lane change and / or a turn. Method according to Claim 1 or 2 , characterized in that the evaluation of the detected response comprises a comparison with a number of stored possible responses. Method according to one of the preceding claims, characterized in that the detected reaction is assigned to one or more categories by the method. Method according to Claim 4 , characterized in that it is determined with the aid of this assignment, whether and / or when the delivery of the second signal is to take place. Method according to Claim 4 or 5 , characterized in that it is determined with the aid of this assignment, whether it is to be expected that this road user (101,104) will allow or permit the leaving of the lane (10) by the motor vehicle (1). Method according to one of Claims 4 to 6 , characterized in that the assignment takes place geography-specific, and that the geography-specific assignment is preferably dependent on which country or region in which the motor vehicle (1) is located. Method according to one of the preceding claims, characterized in that the reaction of the road user (101,104) by a detection device (2) of the motor vehicle (1) is directly detectable, preferably optically detectable, and preferably that the reaction of the road user (101,104) movement the body or a body part of the road user (101,104), preferably a head, arm or hand movement or a combination of these. Method according to one of Claims 1 to 7 , characterized in that the reaction of the road user (101) substantially not directly by a detection device (2) of the motor vehicle (1) is detectable and that the reaction so on a vehicle (101) of the road user (101) acts that they indirectly by the detection device (2) of the motor vehicle (1) can be detected. Method according to Claim 9 characterized in that the response of the road user (101) has one or more of the following effects on the vehicle (101) of the road user (101): - a reduction in speed - an increase in speed - a constant speed - a change in acceleration a change in deceleration, a lateral offset, emission of an optical response signal, for example a burst signal, emission of an acoustic response signal, for example a horn signal. Method according to one of the preceding claims, characterized by : detecting a second reaction of this traffic participant (101, 104) to the second signal; - evaluating the detected second reaction; in response to a result of the evaluation of the detected second response, outputting of a third signal perceptible to that road user (101, 104), the third signal being of a different kind than the first signal, preferably of a different type than the second signal , Method according to one of Claims 1 to 8th , characterized in that the road user (104) is a pedestrian. Method according to one of the preceding claims, characterized in that the first signal is a flashing signal which is emitted by a turn signal (4) of the motor vehicle (1), and / or that the second signal is an optically perceptible signal and preferably a lateral displacement of the motor vehicle (1), a light signal or an optical display in or on the motor vehicle (1), or that the second signal is an acoustically perceptible signal or a combination of an optically perceptible signal and an audible perceptible signal. Control device (3) for a motor vehicle (1), wherein the control device (3) is configured to control the motor vehicle (1) in such a way that the motor vehicle (1) performs a departure from a lane (10) essentially autonomously, wherein the control device (3) has: - means (40) for substantially autonomously causing a first signal to be output that is perceptible to at least one human vehicle (101, 104) substantially independent of said motor vehicle (1); - means (20) for substantially autonomously detecting a reaction of this road user (101, 104); - means (7) for substantially autonomous evaluation of the detected reaction; - means (50) for, in response to a result of this evaluation and substantially autonomous causing a second signal to be perceived by that road user (101, 104), the second signal being of a different type than the first signal; and - means (60) for initiating substantially autonomous leaving the lane (10), if the traffic situation permits. Motor vehicle (1) comprising a control device (3) according to claim

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