DE102018122975A1 - Method for supporting a lane change with a vehicle - Google Patents

Abstract

The invention relates to a method for providing a decision aid for a decision on a lane change when driving with a vehicle (11) with the following steps:
Detecting a first traffic situation which is formed by at least two vehicles (12, 13) traveling in front of the vehicle (11) in a first track (33), at least by means of a sensor unit (2) in a first step,
Detecting a second traffic situation which is formed by at least two further vehicles (22, 23) driving in front of the vehicle (11) in a second lane (34), at least by means of the sensor unit (2) in a second step,
Determining a first energy consumption for driving a first distance (35) with the vehicle along the first lane (33) as a function of the first traffic situation by means of an evaluation unit (3) in a third step,
Determining a second energy consumption for driving a second distance (37) with the vehicle along the second lane (34) as a function of the second traffic situation by means of the evaluation unit (3) in a fourth step,
Generating the decision aid for the decision on the lane change as a function of the first and second energy consumption in a fifth step,
- Issue decision support in a sixth step.

Description

The invention relates to a method and a driver assistance device for supporting a lane change with a vehicle.

Such a method is in the DE 10 2013 223 428 A1 disclosed. The method described therein optimizes an overtaking maneuver using a cost function. The optimization of the overtaking maneuver is based on a determined optimum target trajectory. The setpoint trajectory is composed of two segments, a first setpoint trajectory segment being determined with respect to a motor vehicle traveling in the same lane as the first segment, and a second setpoint trajectory segment being based on the endstate of the first setpoint trajectory segment as a second segment with respect to an on-side lane Motor vehicle is determined.

Goal of in the DE 10 2013 223 428 A1 described method is to minimize the cost function, and also ancillary conditions, such as safety criteria, can be considered. It is possible, however, that the thus optimized overtaking maneuver, although briefly allows a faster onward journey, but viewed over a longer period, is energetically unfavorable.

Based on this, it is the object of the present invention to improve a method for aiding a lane change with a vehicle such that a fuel consumption can be reduced when traveling a distance with the vehicle from a current location to a destination.

This object is achieved by a method having the features of claim 1 and a driver assistance system having the features of claim 10. Advantageous developments of the method are the subject of the dependent claims.

To achieve the object, a method for providing a decision aid for a decision on a lane change when driving with a vehicle is proposed. In a first step, at least by means of a sensor unit, a first traffic situation is detected, which is formed by at least two vehicles driving in a first lane in front of the vehicle. In a second step, at least by means of the sensor unit, a second traffic situation is detected, which is formed by at least two further vehicles driving in a second lane in front of the vehicle. In a third step, a first energy consumption for driving on a first distance with the vehicle along the first lane is determined as a function of the first traffic situation with the aid of the evaluation unit. In a fourth step, a second energy consumption for driving on a second distance with the vehicle along the second lane is determined as a function of the second traffic situation with the aid of the evaluation unit. In a fifth step, decision support for the decision on the lane change is generated by means of the evaluation unit as a function of the first and second energy consumption. In a sixth step, decision support is output via an ad.

The decision aid may include a recommendation of lane change to the left or right, or a fate in a current lane in which the vehicle is located.

An advantageous embodiment provides that the decision aid at least a first information about a duration for a travel of the first route, a second information about the first energy consumption, a third information about a duration for a travel of the second route and a fourth information about the second Energy consumption includes. This configuration allows a driver of the vehicle can decide on the basis of the decision aid itself, whether the lane change is favorable or not. For this purpose, the driver can incorporate subjective external impressions, such as a current weather, into his decision-making. The first and the third information can be given the respective duration in the form of an absolute time measure or in the form of a change of a travel time compared to a stay on the current track.

The decision aid is preferably output by means of a display of the vehicle and / or via a voice output. The first, second, third and fourth information may be absolute values or relative values. The relative values may contain information about a comparison. For example, the fourth information may indicate how much the second energy consumption is lower than the first energy consumption. This allows the driver to immediately recognize how much fuel he can save by changing lanes. Information about a value means that at least the value is included in a calculation of the information. Furthermore, this variant of the proposed method allows the driver to make the decision on the lane change so that he can weigh how much he invested in additional driving time to save more fuel.

Advantageously, the first traffic situation by several in front of the vehicle, called in the following ego vehicle, driving vehicles and their speeds and preferably their Accelerations formed. The same applies analogously to the second traffic situation.

The advantage of the method according to the invention will be explained in the following first scenario. It is possible for the ego vehicle to be on the first lane and drive in front of the ego vehicle a slower first vehicle at a first speed and a faster second vehicle at a second speed in the first lane. Further, in the first scenario, a third vehicle may be at a third speed and a fourth vehicle may be at a fourth speed in the second lane in front of the ego vehicle.

In the first scenario, third speed is higher than the speed of the ego vehicle and the first speed and the fourth speed is lower than the third speed. In this case it is possible that in the DE 10 2013 223 428 A1 described method calculated an optimal overtaking and then initiates the driver of the ego vehicle overtaking the first vehicle. During the overtaking process, however, it may happen that the third vehicle approaches the fourth vehicle so quickly that it suddenly has to be slowed down considerably. As a result, the speed of the ego vehicle must also be reduced in order to maintain a required safety distance to the third vehicle. This can cause the overtaking process to stop. Such a termination of the overtaking process can be avoided by the method according to the invention.

According to the invention, when detecting the first traffic situation, at least the two vehicles traveling in the first lane in front of the ego vehicle, i. the first and second vehicles in the case of the first scenario, and in detecting the second traffic situation, at least the two further vehicles running in the second lane in front of the ego vehicle, i. the third and fourth vehicle in the case of the first scenario, taken into account. A simple variant may provide that the decision aid only contains the recommendation of the lane change to the left if both the third and the fourth speed is greater than the first speed. If the evaluation unit recognizes the first scenario in that the evaluation unit records the first and second traffic situation with the first, second, third and fourth speeds of the involved first, second, third and fourth vehicle and compares the speeds with each other, the decision aid preferably contains the recommendation stay in the current lane.

Another advantage of the method according to the invention will be described in the following second scenario. In the second scenario, the ego vehicle is on the first lane and has a slow first vehicle with a first speed ahead of it on the first lane. Before the first vehicle drives a second vehicle at a second speed. In the second lane, a third vehicle drives at a third speed and a fourth vehicle at a fourth speed in front of the ego vehicle, the third speed being higher than a speed of the ego vehicle.

Furthermore, in the second scenario, the second speed is at least two percent lower than the first speed and the fourth speed at least two percent lower than the third speed. In a very simple embodiment, the evaluation unit can recognize the second scenario in that the evaluation unit compares the first, second, third and fourth speeds detected with the aid of the sensor unit. The second scenario may occur when a road on which the ego vehicle is located has a slope and / or when a traffic jam occurs ahead of the second and fourth vehicles.

If the second scenario is detected using the evaluation unit, the decision aid preferably contains the recommendation to remain in the current lane. In contrast, it is possible that in the DE 10 2013 223 428 A1 described method in the second scenario, an optimal overtaking of the first vehicle calculated and then the driver of the ego vehicle starts an overtaking of the first vehicle. After overtaking, the driver would have to slow down again. It is also possible that he is passing the overtaking process because the third vehicle is approaching the fourth vehicle quickly.

In both the first and second scenarios, by avoiding the respective termination of the overtaking operation, fuel consumption of the ego vehicle can be reduced by traveling a distance with the ego vehicle from a current location of the ego vehicle to a destination. The destination may be an end destination or an intermediate destination on the way to the final destination. The interim destination may be determined using a current location of the ego vehicle and map material such that it is a few kilometers, for example eight kilometers, from the current location.

In the two scenarios, the first and second vehicles correspond to the two vehicles in the first lane and the third and fourth vehicles the two other vehicles in the second lane. The two vehicles and the two other vehicles are referred to below as participating vehicles. The vehicles involved may also include other vehicles located in the first or second lane.

The speeds of the vehicles involved can be determined by means of a radar system of the sensor unit. In addition, the sensor unit can have a camera system in order to detect the first and / or the second traffic situation. The method according to the invention can be used particularly well when the ego vehicle is designed as a truck. In this case, the radar system and / or the camera system may be arranged in an area of a cab roof and thereby higher than in a normal passenger vehicle. This makes it easier to detect the speeds of the vehicles involved using the sensor unit. However, it is within the scope of the invention that by means of the sensor unit only one of the two vehicles traveling in front of the ego vehicle in the first lane and only one of the two other vehicles driving in front of the ego vehicle in the second lane are detected and the others involved Vehicles are detected using a traffic monitoring system. In the latter case, the traffic monitoring system sends traffic data of the other vehicles involved to the evaluation unit, which are referred to below as regional traffic data.

Preferably, the sensor unit is used to measure respective relative distances to the ego vehicle and absolute and / or to the ego vehicle relative accelerations of the vehicles involved. In order to determine the first and second traffic situation even more accurately, flash signals and brake signs of the vehicles involved are preferably detected by means of the sensor unit. The speeds, accelerations, relative distances, flashes and brake signs recorded with the sensor unit form traffic data of an immediate environment of the ego vehicle, which are referred to below as local traffic data. The local traffic data is transmitted from the sensor unit to the evaluation unit. Whenever the first and second traffic situations are detected, the evaluation unit processes the local traffic data in each case, preferably additionally the regional traffic data.

The evaluation unit can, in particular based on values of parameters for setting the sensor unit, the local and preferably the regional traffic data to a first traffic record containing the local and preferably the regional traffic data of the participating vehicles on the first track, and to a second traffic record, which contains the local and preferably the regional traffic data of the participating vehicles on the second lane.

The advantages of the method according to the invention described in the first and second scenario can be achieved by detecting and recognizing the first and second traffic situation with the aid of the evaluation unit. A further fuel saving is possible if beyond the invention, the first and second energy consumption can be determined. A length of the first and second distance is hereby predetermined by the evaluation unit and is preferably in a range of five to ten kilometers. If the ego vehicle is in the first lane and the second energy consumption is lower than the first, the decision aid preferably contains the recommendation to make a lane change to the second lane. The second track may be to the left or right of the current track.

According to an advantageous embodiment, a first speed profile of the vehicle for the first distance and a second speed profile of the vehicle for the second distance are determined. The first and second sticks are at least five kilometers long. Furthermore, the first and second speed profiles respectively include target speeds of the vehicle on respective sections of the first and second route. On the basis of the respective desired speeds, a plurality of first and a plurality of second operating points of the vehicle are determined accordingly and the first or second energy consumption is determined by means of the first and second operating points.

The first and second speed profiles may be obtained by using at least one external information source external to the ego vehicle, such as the traffic monitoring system. In this case, a navigation system of the ego vehicle can load the regional traffic data from a server of the external information source with which the first and second speed profile can be determined. For example, the regional traffic data may include average speeds of the vehicles involved, which are located on the individual sections of the first or second route. The first and second speed profile is preferably determined as a function of the first and second traffic situation. In this case, the two traffic situations generally include several vehicles ahead of the ego vehicle.

Using the two speed profiles and preferably using a respective Elevation profiles and preferably taking into account current wind conditions along the first and second route required for the individual sections of the first and second route achievements of a drive unit of the ego vehicle can be determined so that the ego vehicle can achieve the respective average speeds. It is assumed that the ego vehicle adapts to the respective average speed when it is on the corresponding section. This development of the method makes it possible for the driver to select that lane of the first and second lane in which the ego vehicle energetically "floats" in traffic most favorably.

Based on the required power can be determined using maps of the drive unit and preferably a torque converter of the ego vehicle, the first and second operating points. If the first and second operating points are known, the first and second energy consumption can be approximated or calculated directly.

In order to be able to determine the decision aid even more precisely, it is provided according to an advantageous embodiment that the first and second energy consumption is calculated by means of a drive train model for the vehicle, wherein the powertrain model is used to optimize the first and second energy consumption. In the optimization, the required performances of the drive unit for each individual section of the first and second route can represent boundary conditions and parameters for adjusting the torque converter and the drive unit variable quantities that are optimized.

Optimization is understood in a broad sense to be a search for a local and preferably global optimum of the first or second energy consumption. In doing so, preferred are many possible combinations of values of variable magnitudes, i. to many possible operating points of the vehicle, each determined the first and second energy consumption using the powertrain model.

The local optimum of the first or second energy consumption can, for example, be found by forming respective partial derivatives of model parameters of the powertrain model for the individual variable variables as a function of the values of the variable variables. An optimization loop can be used to successively change the values of the variable quantities, and then determine the first and second energy consumption, and then re-adjust the values of the variable quantities using the partial derivatives. As a result of the optimization, there are preferably steady state values of the variable magnitudes for each section of the first and second route forming the respective first and second operating points. The settled values can represent a global or a local optimum. To perform the optimization, a method of convex optimization, dynamic programming, or a Pontryagin maximum principle method or a combination of these methods may be used.

The optimization can be carried out particularly easily if an adaptive cruise control of the ego vehicle takes place. For each section of the first and second route, it can then be assumed that the ego vehicle has the corresponding average speeds. Using the powertrain model, and preferably with a vehicle model that can determine an overall traction resistance for the first and second operating points, the first and second energy consumption can be calculated within milliseconds, thus providing decision support in real time. This is possible when an arrival destination is known, but also when it is assumed that the ego vehicle remains on a current lane.

In the calculation of the first and second energy consumption, various driving resistance forces such as wind resistance or rolling resistance of the ego vehicle, possible rotational speeds and torques of the driving unit, possible power sources of the driving unit such as fossil fuels, electric power, a state of charge of a battery of the vehicle are advantageously obtained storable kinetic energy that can be stored, for example, with a flywheel, and takes into account different operating points of the drive unit or the battery depending on the operating point. Furthermore, costs due to wear of individual components of the vehicle during optimization can be minimized or maximum costs of wear can be formulated as a secondary condition for the optimization.

In addition, in the optimization of a pollutant emission of the ego vehicle when covering the first or second route can be minimized. It is also possible that a given pollutant emission is formulated as a secondary condition for the optimization when covering the first or second route. Advantageously, the powertrain model has an emission model that can determine the pollutant emission as a function of the first and second operating points. This makes it possible to optimize each partial derivatives of model parameters of the emission model according to the individual variables. In a preferred refinement, a weighting between a formulation of a minimum of first and / or second energy consumption and a minimum emission of pollutants may be undertaken in the course of the optimization when the first and / or second route is traveled.

Advantageously, the decision aid includes a recommendation to increase a distance to a vehicle ahead in the same lane as the ego vehicle. As a result, an event space of the variable sizes can be increased, whereby the algorithm for performing the optimization has more degrees of freedom and a possibility is increased to save fuel.

Additionally or alternatively, another variant may provide that the decision-making aid includes a fifth information about the pollutant emission when covering the first and / or second route. The pollutant emission is hereby preferably calculated using the emission model. The fifth information may include absolute values of pollutant emissions, such as an amount of carbon dioxide, nitrogen dioxide or nitrogen monoxide, or a change in such pollutant emission in the lane change.

It is within the scope of the invention that, when determining the first and second energy consumption, at least a first safety distance to a preceding and a second safety distance to a vehicle coming from behind are taken into account. The two safety distances can be included in the determination in such a way that the first and second speed profile is calculated so that the two safety distances are always maintained. In addition, the decision aid preferably includes an estimation of a safety of the lane change. For example, it may be indicated on the display that a lane change from the first to a third lane is not safe, but a lane change from the first to the second lane is safe.

• 1 ein Fahrzeug mit einer Sensoreinheit und einer Auswertungseinheit;
• 2 Schritte eines Verfahrens zur Erzeugung einer Entscheidungshilfe für eine Entscheidung über einen Spurwechsel mit dem Fahrzeug aus 1;
• 3 ein Fahrbahnabschnitt mit einer ersten, zweiten und dritten Spur, auf dem sich das Fahrzeug aus 1 und weitere Fahrzeuge befinden;
• 4 Schritte einer Variante des Verfahrens gemäß 2;
• 5 eine Fahrbahn mit dem Fahrbahnabschnitt aus 3 und weiteren Fahrbahnabschnitten;
• 6 ein erstes Energieprofil für die erste Spur und ein zweites Energieprofil für die zweite Spur;
• 7 eine Anzeige der nach dem Verfahren aus 2 erzeugten Entscheidungshilfe.

Further advantages, features and details of the invention will become apparent from the following description and from the figures. The figures show in:

• 1 a vehicle with a sensor unit and an evaluation unit;
• 2 Steps of a method for generating a decision aid for a decision about a lane change with the vehicle 1 ;
• 3 a lane section having first, second and third lanes on which the vehicle is deployed 1 and other vehicles are located;
• 4 Steps of a variant of the method according to 2 ;
• 5 a roadway with the roadway section 3 and further roadway sections;
• 6 a first energy profile for the first lane and a second energy profile for the second lane;
• 7 an indication of the according to the method 2 generated decision support.

1 shows a vehicle 11 comprising a driver assistance system 14 with a sensor unit 2 , an evaluation unit 3 and an ad 18 for a driver of the vehicle 11 , The sensor unit 2 has a front radar system 5 , a rear radar system 6 , a front camera system 7 and a rear camera system 8th on. According to a first variant, the radar systems 5 . 6 and the camera systems 7 . 8th built so that they are both more vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 left and right and also to the side of the vehicle 11 can capture. Additionally or alternatively, the vehicle 11 still side mounted radar systems 9 . 10 and camera systems 16 . 17 exhibit.

2 shows individual steps of a method for providing a decision aid for a decision on a lane change when driving with the vehicle 11 , In a first step 210 is at least using the sensor unit 2 a first traffic situation detected by at least the two in an in 3 shown first track 33 in front of the vehicle 11 moving vehicles 12 . 13 is formed. In a second step 220 is at least using the sensor unit 2 a second traffic situation detected by the at least two others in a second lane 34 in front of the vehicle 11 moving vehicles 22 . 23 is formed. In a third step 230 becomes a first energy consumption for driving on a first route 35 with the vehicle 11 along the first track 33 depending on the first traffic situation using the evaluation unit 3 determined.

In a fourth step 240 becomes a second energy consumption for driving on a second route 37 with the vehicle 11 along the second lane 34 depending on the second traffic situation using the evaluation unit 3 determined. In a fifth step 250 is the decision-making aid for the decision on the lane change using the evaluation unit 3 generated as a function of the first and second energy consumption. In a sixth step 260 will help you decide on the ad 18 output. The ad 18 can in an instrument panel of the vehicle 11 be integrated or run as a head-up display.

The following is an in 4 shown special embodiment of in 2 described method are described. Before the first step 210 be in an initial step 41 in the evaluation unit 3 saved data reset. This is preferred in a variant of the driver assistance system 14 performed in which all components of the driver assistance system 14 decoupled from safety-critical elements of the vehicle 11 are, so the driver assistance system 14 can be considered as a passive system.

In a first step 42 be using the sensor unit 2 located in an environment of the vehicle 11 located additional vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 captured, with the vehicles 31 . 32 on a third track 40 are located. Capturing means using radar systems 5 . 6 and preferably the side-mounted radar systems 9 . 10 at least one speed and a distance of the vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 to the vehicle 11 at least in a direction parallel to the direction of travel 38 aligned direction and preferably additionally in a lateral direction 39 which are perpendicular to the direction of travel 38 is aligned, is measured. Be beneficial with the camera systems 7 . 8th and preferably with the laterally mounted camera systems 16 . 17 Pictures of the vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 and image files of the images created. The distances, speeds and image files of the vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 Form local traffic data sent to the evaluation unit 3 be sent.

In addition, at regular intervals, regional traffic data of one is related to the vehicle 11 external traffic monitoring system using the evaluation unit 3 in a second sub-step 43 called and saved. The intervals may depend on a past time, a distance traveled by the vehicle 11 or an event in an update step 44 be restarted to update the regional traffic data. Preferably, the regional traffic data becomes simultaneously with the local traffic data in the evaluation unit 3 updated.

The regional traffic data preferably includes respective average vehicle speeds 11 and the other vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 and from regional other vehicles 51 . 52 . 53 . 54 on the first track 33 , second lane 34 or third track 40 in appropriate sections 55 . 56 . 57 . 58 , The sections 55 . 56 . 57 . 58 in their entirety form a roadway that is a beginning and an end of the first stretch 35 and the second route 37 and is at least five kilometers long. 3 shows an enlargement of the in 5 shown section 55 ,

The evaluation unit 3 As described above, the local and regional traffic data are processed in a third sub-step into a first and second traffic data record, whereby the first and the second traffic situation are detected. The first, second and third substeps together form the first and second steps 210 . 220 of in 2 shown method.

Based on the local and regional traffic data will be a first speed profile for the first route 35 and a second speed profile for the second route 37 determined. Using the medium speeds, the first and second speed profile, the respective target speeds of the vehicle 11 on the corresponding sections 56 . 57 . 58 the first route 35 and the second route 37 has, in a fourth sub-step 45 directly created or optimized.

It is advantageous in a fifth sub-step 46 a first safety distance to the preceding vehicle 12 and a second safety distance to the vehicle coming from behind 21 calculated.

wobei s₁₁ der Abstand des Fahrzeugs 11 zu dem Ursprung 30 ist. Des Weiteren werden bevorzugt weitere Sicherheitsabstände zwischen dem Fahrzeug 11 und den weiteren Fahrzeugen 13, 22, 23, 31, 32 berechnet. Anhand der absoluten Abstände s₁₂,s₁₃,s₂₁,s₂₂,s₂₃,s₃₁,s₃₂ und einer gemessenen Geschwindigkeit v₁₁ des Fahrzeugs 11 und der jeweiligen erfassten Geschwindigkeit v₁₂, v₁₃, v₂₁, v_22, v_23, v_31, v₃₂ des entsprechenden weiteren Fahrzeugs 12, 13, 21, 22, 23, 31, 32 kann jeweils für einen ersten Fall, dass das Fahrzeug 11 in der ersten Spur 33 bleibt, eine erste einzustellende Geschwindigkeit $v_{{11}_1}^{\text{'}}$

des Fahrzeugs 11, für einen zweiten Fall, dass das Fahrzeug 11 von der ersten Spur 33 in die zweite Spur 34 wechselt, eine zweite einzustellende Geschwindigkeit $v_{{11}_2}^{\text{'}}$

des Fahrzeugs 11 und für einen dritten Fall, dass das Fahrzeug 11 von der ersten Spur 33 in die dritte Spur 40 wechselt, eine dritte einzustellende Geschwindigkeit $v_{{11}_3}^{\text{'}}$

des Fahrzeugs 11, wie unten gezeigt, berechnet werden. Bei diesen Berechnungen sind jeweilige einzuhaltende Sicherheitsabstände zu den entsprechenden vorausfahrenden Fahrzeugen 12, 22, 32 gleich einer Strecke, die das Fahrzeug 11 innerhalb von 2 Sekunden bei der entsprechenden einzustellenden Geschwindigkeit $v_{{11}_1}^{\text{'}},v_{{11}_2}^{\text{'}},v_{{11}_3}^{\text{'}}$

zurücklegt. Ausgehend von den einzustellenden Geschwindigkeiten $v_{{11}_1}^{\text{'}},v_{{11}_2}^{\text{'}},v_{{11}_3}^{\text{'}}$

können jeweilige Verlustgeschwindigkeiten v_{loss,ego 1} , v_{loss,ego 2} , v_{loss,ego 3} des Fahrzeugs 11 für den ersten, zweiten beziehungsweise dritten Fall berechnet werden. Analog können eine Verlustgeschwindigkeit v_{loss 21} des weiteren Fahrzeugs 21 für den zweiten Fall und eine Verlustgeschwindigkeit v_{loss 31} des weiteren Fahrzeugs 31 für den dritten Fall berechnet werden. Die Berechnung der Verlustgeschwindigkeiten kann wie folgt in Abhängigkeit einer Zeitschrittweite Δt vorgenommen werden. Zunächst wird eine Position s₁₂' des weiteren Fahrzeuges 12 nach einer Zeit Δt berechnet: $$s_{12}^{\text{'}}=s_{12}+v_{12}\cdot \mathrm{\Delta }t$$

To calculate the safety distances, the respective distances of the other vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 to the vehicle 11 in the direction of travel 38 corresponding absolute distances s ₁₂ , s ₁₃ , s ₂₁ , s ₂₂ , s ₂₃ , s ₃₁ , s ₃₂ with respect to an origin 30 a fixed coordinate system are converted. The first safety distance Δs ₁ and the second safety distance Δs ₂ are therefore calculated as follows: $$\mathrm{\Delta }{s}_1=s_{12}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{11};\mathrm{\Delta }{s}_2=s_{11}-{\mathrm{<figure-callout\; id="21"\; label="s"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{21}.$$

where s _{11 is} the distance of the vehicle 11 to the origin 30 is. Furthermore, further safety distances between the vehicle are preferred 11 and the other vehicles 13 . 22 . 23 . 31 . 32 calculated. Based on the absolute distances s ₁₂ , s ₁₃ , s ₂₁ , s ₂₂ , s ₂₃ , s ₃₁ , s ₃₂ and a measured speed v _{11 of} the vehicle 11 and the respective detected speed v ₁₂ , v ₁₃ , v ₂₁ , v _22, v _23, v _31, v _{32 of} the corresponding other vehicle 12 . 13 . 21 . 22 . 23 . 31 . 32 can each be for a first case that the vehicle 11 in the first track 33 remains, a first set speed $v_{}^{}$${}_{{11}_1}^{\text{'}}$

of the vehicle 11 , for a second case, that the vehicle 11 from the first track 33 in the second lane 34 changes, a second speed to be set ${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}$

of the vehicle 11 and for a third case, that the vehicle 11 from the first track 33 in the third lane 40 changes, a third speed to be set ${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}$

of the vehicle 11 , as shown below. In these calculations are respective to be maintained safety distances to the corresponding preceding vehicles 12 . 22 . 32 equal to a distance that the vehicle 11 within 2 seconds at the appropriate speed to be set ${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}.{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}.{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}$

travels. Based on the speeds to be set ${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}.{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}.{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}$

can respective loss rates v _{loss, ego 1} , v _{loss, ego 2} , v _{loss, ego 3} of the vehicle 11 for the first, second and third case, respectively. Analogously, a loss rate v _{loss 21} the other vehicle 21 for the second case and a loss rate v _{loss 31} the other vehicle 31 be calculated for the third case. The calculation of the loss rates can be carried out as follows as a function of a time increment .DELTA.t. First, a position s ₁₂ 'of the other vehicle 12 calculated after a time Δt: $$s_{12}^{\text{'}}=s_{12}+{\mathrm{<figure-callout\; id="12"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{12}\cdot \mathrm{\Delta }t$$

errechnet sich wie folgt: $$s_{{11}_1}^{\text{'}}=s_{11}+v_{{11}_1}^{\text{'}}\cdot \mathrm{\Delta }t$$

A position s ₁₁ 'of the vehicle 11 after Δt as a function of the speed to be set ${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}$

is calculated as follows: $$s_{{11}_1}^{\text{'}}=s_{11}+{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot \mathrm{\Delta }t$$

$$s_{12}^{\text{'}}-s_{{11}_1}^{\text{'}}\stackrel{{}_{!}}{=}{v}_{{11}_1}^{\text{'}}\cdot t_{safety}$$

The above condition for the safety distance according to German law, ie t _safety = 2s, gives: $$s_{12}^{\text{'}}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{{11}_1}^{\text{'}}\stackrel{!}{=}{s}_{safety}$$

$$s_{12}^{\text{'}}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{{11}_1}^{\text{'}}\stackrel{{}_{!}}{=}{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot t_{safety}$$

$$s_{12}+v_{12}\cdot \mathrm{\Delta }t-s_{11}=v_{{11}_1}^{\text{'}}\cdot t_{safety}+v_{{11}_1}^{\text{'}}\cdot \mathrm{\Delta }t$$

$$v_{{11}_1}^{\text{'}}=\frac{s_{12}-s_{11}+v_{12}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

It follows: $$s_{12}+{\mathrm{<figure-callout\; id="12"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{12}\cdot \mathrm{\Delta }t-s_{11}-{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot \mathrm{\Delta }t={\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot t_{safety}$$

$${\mathrm{<figure-callout\; id="12"\; label="s"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{12}+{\mathrm{<figure-callout\; id="12"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{12}\cdot \mathrm{\Delta }t-s_{11}={\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot t_{safety}+{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}\cdot \mathrm{\Delta }t$$

$${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}=\frac{s_{12}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{11}+{\mathrm{<figure-callout\; id="12"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{12}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{loss,eg{o}_1}=v_{11}-v_{11}^{\text{'}}$$

$$v_{{11}_2}^{\text{'}}=\frac{s_{22}-s_{21}+v_{22}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{loss,eg{o}_2}=v_{11}-v_{{11}_2}^{\text{'}}$$

$$v_{21}^{\text{'}}=\frac{s_{11}-s_{21}+v_{{11}_2}^{\text{'}}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{los{s}_{21}}=v_{21}-v_{21}^{\text{'}}$$

$$v_{{11}_3}^{\text{'}}=\frac{s_{32}-s_{11}+v_{32}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{loss,eg{o}_3}=v_{11}-v_{{11}_3}^{\text{'}}$$

$$v_{31}^{\text{'}}=\frac{s_{11}-s_{31}+v_{{11}_3}^{\text{'}}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{los{s}_{31}}=v_{31}-v_{31}^{\text{'}}$$

From this, the loss rates can be determined: $${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_1}^{\text{'}}=\frac{s_{12}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{11}+{\mathrm{<figure-callout\; id="12"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{12}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{lOss.e\mathrm{<figure-callout\; id="1"\; label="G\; O"\; filenames="DE102018122975A1\_0025.png"\; state="\{\{state\}\}">G\; </figure-callout>}{O}_{}{}_1}=v_{11}-v_{11}^{\text{'}}$$

$${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}=\frac{s_{22}-{\mathrm{<figure-callout\; id="21"\; label="s"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{21}+{\mathrm{<figure-callout\; id="22"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{22}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{lOss.e\mathrm{<figure-callout\; id="2"\; label="G\; O"\; filenames="DE102018122975A1\_0025.png"\; state="\{\{state\}\}">G\; </figure-callout>}{O}_{}{}_2}=v_{11}-{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}$$

$$v_{21}^{\text{'}}=\frac{s_{11}-{\mathrm{<figure-callout\; id="21"\; label="s"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{21}+{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_2}^{\text{'}}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{lOs{s}_{21}}=v_{21}-v_{21}^{\text{'}}$$

$${\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}=\frac{s_{32}-{\mathrm{<figure-callout\; id="11"\; label="s"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{11}+{\mathrm{<figure-callout\; id="32"\; label="v"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{32}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{lOss.e\mathrm{<figure-callout\; id="3"\; label="G\; O"\; filenames="DE102018122975A1\_0025.png"\; state="\{\{state\}\}">G\; </figure-callout>}{O}_{}{}_3}=v_{11}-{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}$$

$$v_{31}^{\text{'}}=\frac{s_{11}-{\mathrm{<figure-callout\; id="31"\; label="s"\; filenames="DE102018122975A1\_0026.png"\; state="\{\{state\}\}">s</figure-callout>}}_{31}+{\mathrm{<figure-callout\; id="11"\; label="v"\; filenames="DE102018122975A1\_0025.png,DE102018122975A1\_0026.png"\; state="\{\{state\}\}">v</figure-callout>}}_{{11}_3}^{\text{'}}\cdot \mathrm{\Delta }t}{t_{safety}+\mathrm{\Delta }t}$$

$$v_{lOs{s}_{31}}=v_{31}-v_{31}^{\text{'}}$$

Using the loss rates, a first condition can be formulated, including a lane change of the vehicle 11 should be done. Thus, the first condition may provide for a lane change in the second lane 34 or in the third lane 40 only possible if a sum of the loss velocity v _{loss, ego 2} and the loss rate v _{loss 21} or a sum of the loss rate V _{loss, ego 3} and the loss rate v _{loss 31} less than the loss rate v _{loss, ego 1} is. The first condition includes the loss rates of the other vehicles 21 . 31 , whereby a security of the method is increased. It is also possible that these loss rates are set to zero in the formulation of the first condition and thus not incorporated. Furthermore, the loss rates in the formulation of the first condition can be related to a maximum allowed speed on the relevant track. For example, instead of the sum of the loss rate v _{loss, ego 2} and the loss rate v _{loss 21} a quotient with a dividend equal to this sum and a divisor equal to a maximum allowable speed on the second track 34 is to be used.

If the first condition is satisfied, then the first and second energy consumption and, if appropriate, a third energy consumption for driving on the third lane 40 be calculated. For the calculation of the first and second energy consumption are using the first and second velocity profile and preferably using a respective height profile and preferably taking into account current wind conditions along the first and second route 35 . 37 respective ones for the individual sections 56 . 57 . 58 first or second required services of a drive unit of the vehicle 11 destined for the vehicle 11 can reach the target speeds of the two velocity profiles. The altitude profiles and the wind conditions are preferably included in the regional traffic data.

On the basis of the first and second required services, a plurality of first or second operating points are determined, which the drive unit must assume in order to achieve the corresponding required power, and determines the first and second energy consumption with these operating points. This is done in a sixth step 47 using a powertrain model 15 an optimization of the first and second energy consumption performed. In this case, preferably a first and a second energy profile for driving on the first route 35 or the second route 37 created.

If the drive unit is in the form of a hybrid system with an electric motor and a battery, a desired charging state of the battery is preferred during optimization when the end of the first or second path is reached 35 . 37 formulated as a constraint. The nominal state of charge can be determined by means of regional traffic data, in particular a height profile of one at the end of the first or second route 35 . 37 subsequent road section, be determined. The third energy consumption can be calculated analogously to the second energy consumption.

For the first track 33 can be the first energy profile 61 with the first speed profile 62 , a first performance profile 63 the drive unit and a first fuel demand profile 64 and for the second track 34 the second energy profile 65 with the second speed profile 66 , a second performance profile 67 the drive unit and a second fuel demand profile 68 be created as it is in 6 is shown. To give the driver even more detailed information, the energy profiles 61 . 65 using the ad 18 be visualized.

In the following, an application example will be described. The driver drives on the first lane 33 and sees that the vehicle driving in front of him 12 approaches. In the first step 42 be using the sensor unit 2 the other vehicles 12 . 13 . 21 . 22 . 23 . 31 . 32 recorded and in the fifth sub-step 46 is checked on the basis of the safety distances to be respected, whether a lane change in the second lane 34 or third track 40 is possible. If this is the case, then in the sixth step 47 the first, second and preferably third energy consumption is calculated, wherein the length of the first and second route 35 . 37 and one on the third track 40 to be completed third route 69 For example, eight kilometers. In addition, a respective first, second, third duration is determined for a travel of the corresponding first, second and third route. With the aid of the first, second and third energy consumption, a first difference of the travel costs and a second difference of the travel costs for a travel of the second distance or the third distance compared to a travel of the first distance can be determined.

On the display 18 can for the second track 34 the first difference in travel costs 71 and a difference 72 the second duration compared to the first duration and for the third track 40 the second difference in travel costs 73 and a difference 74 the third duration versus the first duration, as shown in 7 is shown.

In the event that the lane change from the first lane 33 on the third track 40 is not possible because the required safety distances can not be met, the ad shows 18 instead of the second difference in travel costs 73 and the difference 74 a warning that this lane change is not safe.

Every time the update step 44 is performed again, the steps described above 210 . 220 . 230 . 240 . 250 . 260 of the procedure repeated.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102013223428 A1 [0002, 0003, 0012, 0016]

Claims (10)

Method for providing a decision aid for a decision on a lane change when driving with a vehicle (11) with the following steps: Detecting a first traffic situation which is formed by at least two vehicles (12, 13) traveling in front of the vehicle (11) in a first track (33), at least by means of a sensor unit (2) in a first step, Detecting a second traffic situation which is formed by at least two further vehicles (22, 23) driving in front of the vehicle (11) in a second lane (34), at least by means of the sensor unit (2) in a second step, Determining a first energy consumption for driving a first distance (35) with the vehicle along the first lane (33) as a function of the first traffic situation by means of an evaluation unit (3) in a third step, Determining a second energy consumption for driving a second distance (37) with the vehicle along the second lane (34) as a function of the second traffic situation by means of the evaluation unit (3) in a fourth step, Generating the decision aid for the decision on the lane change as a function of the first and second energy consumption in a fifth step, - Issue decision support in a sixth step. Method according to Claim 1 characterized in that a first speed profile (62) of the vehicle (11) for the first distance (35) and a second speed profile (66) of the vehicle (11) for the second distance (37) are determined, the first and the second slots (35, 37) are at least five kilometers long and the first and second speed profiles (62, 66) respectively have target speeds of the vehicle (11) on respective sections (56, 57, 58) of the first and second tracks (35, 37) include and based on the respective target speeds according to a plurality of first and a plurality of second operating points of the vehicle (11) are determined and using the first and second operating points of the first or second energy consumption is determined. Method according to Claim 1 or 2 characterized in that the first and second energy consumption are calculated by means of a powertrain model (15) for the vehicle, wherein by means of the powertrain model (15) an optimization of the first and second energy consumption is performed. Method according to one of the preceding claims, characterized in that the decision aid includes a recommendation of the lane change to the left or right or a whereabouts in a current lane in which the vehicle (11) is located. Method according to one of the preceding claims, characterized in that the decision aid at least a first information about a duration for a travel of the first route (35), a second information about the first energy consumption, a third information about a duration for a travel of the second route (37) and fourth information about the second energy consumption. Method according to one of the preceding claims, characterized in that the decision aid comprises a recommendation to increase a distance to a in the same lane as the vehicle (11) preceding vehicle (12). Method according to one of the preceding claims, characterized in that the decision aid comprises a fifth information on a pollutant emission when covering the first and / or second distance (35, 37). Method according to one of the preceding claims, characterized in that at least one first safety distance to a preceding vehicle (12) and a second safety distance to a vehicle (21) coming from behind are considered when generating the decision aid. Method according to Claim 8 , characterized in that the decision aid comprises an estimation of a safety of the lane change. A driver assistance system for a vehicle (11), comprising a sensor unit (2) which is a first traffic situation, which is formed by at least two in a first lane (33) in front of the vehicle (11) driving vehicles (12, 13), and a second Traffic situation, which is formed by at least two further in a second lane (34) in front of the vehicle (11) moving vehicles (22, 23) detects, an evaluation unit (3), depending on the first traffic situation, a first energy consumption when driving the first track (33) with the vehicle (11) and in response to the second traffic situation determines a second energy consumption when driving on the second lane (34) with the vehicle (11), and a display (18) which outputs at least one information which the two tracks (33, 34) allows a more energy-efficient ride.

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