DE102018220844A1 - Method for controlling a driver assistance system, driver assistance system, motor vehicle and central data processing device - Google Patents

Abstract

The invention relates to a method for controlling a driver assistance system (18) of a first motor vehicle (16), wherein the driver assistance system (18) has position information about at least one area (24, 26) with a determined target traffic behavior and information about a type of the at least one Area (24, 26) is provided, and the driver assistance system (18) performs a driver assistance function depending on the position information and the type of the at least one area (24, 26). The invention provides that the position information and the type of the at least one area (24, 26) are determined as a function of aggregated movement data (D) of several different second motor vehicles (16) in at least one predetermined surrounding area.

Description

The invention relates to a method for controlling a driver assistance system of a motor vehicle, wherein the driver assistance system is provided with position information about at least one area with a specific target traffic behavior and information about a type of the at least one area, and the driver assistance system as a function of the position information and the type of the at least one area. The invention also includes a driver assistance system, a motor vehicle and a central data processing device.

A driver assistance system in the context of the present invention is to be understood on the one hand as a driver assistance system which supports a driver when driving the motor vehicle, and also a driver assistance system which is designed to drive the motor vehicle autonomously. In order to be able to move a motor vehicle safely in traffic, it is essential to understand a particular traffic situation. This means that relevant traffic rules must be known for the respective traffic situation. This applies both to human drivers of the motor vehicle and to automatic devices which operate the motor vehicle in an autonomous driving mode, that is to say control it. Nowadays, for example, traffic signs can be automatically recognized to support the respective driver as well as to enable autonomous driving. The problem with this, however, is that this is not always possible reliably, since the traffic signs, for example, are covered by other road users or other obstacles, may be illegible due to dirt or damage, or may even be missing entirely.

The DE 10 2016 223 800 A1 describes a method for operating a stop and go system in a ego vehicle in road traffic, in particular during a traffic jam. So-called no-hold areas in front of the ego vehicle can be detected on the basis of a digital map and their location data recorded. If there is sufficient space after such a no-stopping area, the ego vehicle crosses this no-stopping area, otherwise not.

Furthermore describes the US 2018/0004215 A1 a method for controlling a motor vehicle, in particular an autonomous motor vehicle, the motor vehicle also being controlled taking into account no-stopping zones in which the motor vehicle is not supposed to stop. A similar procedure is also used in the US 2018/0105174 A1 described. Here, too, the positions of these no-hold zones are provided by map data.

Knowledge of such no-stopping zones as well as other areas with a certain target traffic behavior is extremely safety-relevant. Accordingly, the map data containing the information on such areas must also be reliable and always up to date. However, this is extremely difficult, since constant structural changes also result in corresponding changes in areas with a certain target traffic behavior.

The object of the present invention is therefore to specify a method for controlling a driver assistance system of a motor vehicle, a driver assistance system, a motor vehicle and a central data processing device which enable an increase in safety in road traffic.

This object is achieved by a method, a driver assistance system, a motor vehicle and a central data processing device with the features according to the respective independent patent claims. Advantageous embodiments of the invention are the subject of the dependent claims, the description and the figures.

In a method according to the invention for controlling a driver assistance system of a first motor vehicle, the driver assistance system is provided with position information about at least one area with a specific target traffic behavior and information about a type of the at least one area, and the driver assistance system performs a driver assistance function depending on the position information and the type of the at least one area. The position information and the type of the at least one area are determined as a function of aggregated movement data of several different second motor vehicles in at least one predetermined surrounding area.

The invention is based on the knowledge that areas with specific target traffic behavior can be determined particularly easily and also reliably and, above all, almost always on the basis of swarm data. Swarm data are to be understood as data that are provided by a swarm of vehicles, that is to say numerous different vehicles, which are referred to here as second motor vehicles. Such swarm data, of which movement data in particular are relevant, can be made available, for example, by repeating, for example periodically, a respective second motor vehicle its current position to a central location Data processing device transmitted. In addition, information about the current speed can also be transmitted to the central data processing device. However, such speed information can also be derived from the position information, which is also provided with respective time stamps. Ultimately, comprehensive information can be provided for every second motor vehicle about where, when and how fast this second motor vehicle is moving or not. By aggregating numerous such movement data, areas with specific movement patterns can now be identified in a simple manner. For example, non-stopping areas can be identified as areas in which none of the second motor vehicles or only a small percentage stops below a certain threshold. In the same way, stop areas can also be identified as areas in which stops are typically made very often. If such areas shift, for example due to structural measures, the swarm behavior of the second motor vehicle will also adapt to these changes, so that new non-stopping areas and stopping areas can always be identified on the basis of this swarm data, in particular the aggregated movement data. Another particularly great advantage of this method is also that for the detection of such areas with a predetermined target traffic behavior and in particular for the provision of the position information and the type of such areas, ie for example whether it is a keeper area or non-stopping area, no motor vehicle sensors, in particular environment sensors such as cameras, radars or the like, are required, but only a GPS receiver or another position determining device of the second motor vehicle in question. In addition, the first motor vehicle can also represent one of the second motor vehicles, which repeatedly transmits its position information, for example with an associated time stamp, to a central data processing device. The knowledge extracted from this aggregated movement data by analysis can then advantageously be transmitted to the vehicles in question, in particular to the first motor vehicle and optionally also to the other second motor vehicles. This method can also be easily combined with other existing methods and used, for example, as additional verification for certain areas. Overall, the road traffic safety can be enormously increased by the invention.

As mentioned at the beginning, the driver assistance system can represent, for example, a system which is designed to drive the first motor vehicle autonomously. In such a case, the driver assistance function, which is carried out as a function of the determined area with a specific target traffic behavior, can consist in controlling the motor vehicle during autonomous driving in such a way that its driving behavior is in conformity with the target traffic behavior in the relevant determined areas, i.e. for Example in non-stopping areas is also not held. However, the driver assistance system can also be a driver assistance system for assisting a driver when driving the vehicle, that is to say a vehicle with a low level of autonomy. In such a case, the driver assistance function that is carried out can consist, for example, in that the driver is given appropriate warning information before driving into such areas as a function of the determined areas with certain target traffic behavior, that is to say the driver, for example, about the presence of these areas and the target traffic behavior provided in such areas is informed or is also warned if the driver deviates from the target traffic behavior provided in such areas. Furthermore, it can be provided that, for example, only the position information about determined areas and their type are provided to the first motor vehicle, which are also located in a predetermined surrounding area around this first motor vehicle. Because only those areas that the first motor vehicle will be able to drive into in the near future are relevant for the first motor vehicle. This can prevent unnecessary data transmission. This predetermined surrounding area can be limited, for example, to a radius of only a few kilometers around the first motor vehicle.

In a particularly advantageous embodiment of the invention, the at least one area represents a non-stopping area, in which stopping is judged to be prohibited and / or dangerous. Knowing and identifying such non-stopping areas is particularly safety-relevant, since stopping in such a non-stopping area can endanger yourself or other road users. Such non-stopping areas represent, for example, no-stopping zones, level crossings, crosswalks and intersections, in particular intersection areas of the lane of oncoming traffic or the like. Such non-stopping areas may in principle be driven on, at least if the surroundings are sufficiently clear, but it is generally not allowed to stop in such areas. Such areas can be identified particularly easily on the basis of the collected swarm data, since only a negligible percentage of the second motor vehicles will stop in such a non-stopping area.

Particularly on busy routes, a particularly reliable statement can be made on the basis of swarm data.

In a further advantageous embodiment of the invention, the at least one area represents a stopping area, in which stopping is assessed as not prohibited and / or not dangerous. Typically, such a stopping area always adjoins a non-stopping area or is ahead of a non-stopping area in the direction of travel. Such a stopping area can thus advantageously be used to stop in time, since stopping is no longer permitted in the subsequent non-stopping area. If, for example, the non-stopping area cannot easily be crossed due to a high volume of traffic, in particular not without ensuring that it does not have to be stopped, it is advantageously possible to stop in the stopping area in front of this non-stopping area until the non-stopping area is crossed - Stop area can be guaranteed without stopping. The identification of stopping areas is therefore also particularly relevant in order to ensure non-stopping in a non-stopping area. Such stopping areas can also be identified particularly easily on the basis of the swarm data, since they indicate a very frequent stopping of road users. Such stopping areas then represent, for example, areas in front of an intersection or traffic light, areas in front of a crosswalk, in front of a level crossing or the like.

The identification of such areas, that is, the described non-stopping areas and the stopping areas, is based on a statistical evaluation of the aggregated movement data. These statistical methods and statistical classifiers for classifying such areas in the non-stopping area or stopping area are sufficiently known from the prior art and are therefore not described in more detail here.

In a further advantageous embodiment of the invention, the position information includes a spatial extent of the at least one area. As a result, the driver assistance system can thus advantageously be informed of when a certain non-stopping area begins and where it ends, and the same for the stopping areas. The traffic behavior can thus be planned much better both by an autonomously driving vehicle and by a driver who drives the vehicle manually. This spatial extent of the areas concerned can also be determined on the basis of the swarm data. With regard to the movement characteristics that allow such areas to be identified, corresponding threshold values can then in turn be specified in order to define the limits of such areas. For example, a non-stopping area can be defined as such if it is a coherent spatial area in which less than a certain percentage of road users stops. As soon as this percentage is exceeded in a certain area, it is accordingly no longer a non-stop area. This is only intended to be a very simple example to illustrate a possible identification of such areas. Of course, there are also much more sophisticated classification methods that can be used to identify these areas and determine their extent.

Furthermore, it is advantageous if both the non-stopping area and a stopping area adjacent to the non-stopping area are determined as the at least one area, as well as a stopping point in the form of a boundary between the stopping area and the non-stopping area, the driver assistance function additionally being dependent from a position of the breakpoint. Such a stopping point does not necessarily have to be a single point, but can, for example, also represent a boundary in the form of a line or the like to a non-stopping area. Such stops are typically directly in front of a traffic light, directly in front of a crosswalk, or in front of a level crossing. If a stop is to be made in front of a non-stopping area, the vehicle is typically driven as far as possible to this stopping point as soon as possible, that is to say depending on the presence of other road users in front. Accordingly, knowledge of such stopping points is also particularly relevant for controlling driver assistance functions.

In addition, it is advantageous if the position information of the at least one area is determined precisely in the lane. This has particularly great advantages, since areas with a certain target traffic behavior are lane-specific, especially on multi-lane roads. For example, there may be stopping points in front of the traffic lights before an intersection with separate turning lanes, but lane-dependent stopping areas are relevant for driving through the intersection: for left-handers or right-handers, the routes of oncoming or oncoming traffic should not be blocked and should be blocked for straight-ahead lanes crossing traffic are not hindered. For straight-ahead traffic, there is therefore typically no stopping area in the lane at an intersection, while right-handers typically also stop at the intersection before turning right at a pedestrian crossing, and left-turns at the intersection stop before crossing the lane of oncoming traffic until it is clear. So that is the track accurate Detection of stopping areas and non-stopping areas is advantageous and relevant, especially in intersection situations, but also in other multi-lane traffic situations.

It is also advantageous if the position information of the at least one area for a specific lane is determined as a function of the movement data of the second motor vehicle assigned to this same lane. In other words, the movement data of the second motor vehicles can be evaluated precisely in the lane and, accordingly, the respective areas can also be identified in terms of their type and position precisely in the lane. This advantageously enables the lane-specific specification of the at least one area. The current number of lanes and the lane currently being traveled by a respective second motor vehicle can also be derived from the consideration of the aggregated movement data, in particular without any knowledge of additional information, such as sensor information. If, for example, several motor vehicles move side by side in the same direction, it is possible to deduce several lanes running side by side, and their lane can also be assigned to the respective motor vehicles.

Furthermore, the invention also relates to a driver assistance system for a first motor vehicle, which is designed to carry out a driver assistance function as a function of a positional information provided about at least one area with a specific target traffic behavior and information about a type of the at least one area, the driver assistance system is designed to receive the position information and the type of the at least one area as information determined as a function of aggregated movement data of several different second motor vehicles in at least one predetermined surrounding area from a central data processing device external to the motor vehicle.

The advantages described for the method according to the invention and its embodiments apply in the same way to the driver assistance system according to the invention. The driver assistance system can also be designed to transmit current position data of the first motor vehicle repeatedly, for example at regular time intervals, to the central data processing device. The central data processing device can thus also use the position information of this first motor vehicle as additional movement data for evaluation.

In addition, the invention also relates to a motor vehicle with a driver assistance system according to the invention.

The method steps described for the method according to the invention and its embodiments also enable further development of the driver assistance system according to the invention and of the motor vehicle according to the invention by means of further corresponding objective features.

In addition, the invention also relates to a central data processing device for determining position information and information about a type of at least one area with a determined target traffic behavior. The central data processing device is designed to receive and aggregate respective movement data from second motor vehicles and to determine the position information and the type of the at least one area as a function of the movement data aggregated over a predefinable minimum time interval in at least one predetermined surrounding area and to at least a first one To provide motor vehicle.

Here, too, the advantages described for the method according to the invention and its embodiments apply in the same way to the central data processing device according to the invention. In addition, the preferred embodiments of the method already described here also enable the central data processing device to be developed further by corresponding physical features.

The invention also includes combinations of the features of the described embodiments.

An exemplary embodiment of the invention is described below. The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also further develop the invention independently of one another and are therefore also to be regarded individually or in another combination than the one shown as part of the invention. Furthermore, the described embodiment can also be supplemented by further features of the invention that have already been described.

The only figure here shows a schematic representation of a traffic situation at a level crossing 10th on train tracks 12 to illustrate a method for controlling a Driver assistance system according to an embodiment of the invention. A street is shown in particular 14 , which at the level crossing 10th the rails 12 crosses. This road has two lanes 14a , 14b with the opposite direction of travel. On this street 14 are still exemplary three motor vehicles 16 shown. A respective one of these motor vehicles 16 can continue to be a driver assistance system 18th according to an embodiment of the invention. In such a traffic situation there are typically areas with a predetermined target traffic behavior. This is now exemplified using the lane 14a explained.

For example, a train crosses on the tracks 12 , the barrier typically closes beforehand 20th at the level crossing 10th , in particular on both sides, or another warning signal appears at the level crossing 10th . In such a case, vehicles must stop at a certain border line, the stop line 22 hold. Driving on the level crossing 10th is then no longer allowed. A stop is not only at this borderline 22 possible, but also in an area in front of this boundary line 22 , namely the hatched area shown here 24th . Is the level crossing 10th against it free and are the barriers 20th opened and no warning signal appears elsewhere, the motor vehicles can 16 the level crossing 10th cross. Nonetheless, should be on the level crossing 10th cannot be held, even if it is currently vacant. The level crossing defines accordingly 10th even a non-stopping area 26 , which is shown hatched in this example.

The nature of such areas 24th , 26 , namely whether these areas are stopping areas 24th or around non-stopping areas 26 acts, and the position and extent of these areas can now advantageously be determined on the basis of swarm data. Above all on the basis of the aggregation of the speed profiles of a swarm of vehicles from several, in particular numerous, motor vehicles 16 , can advantageously not only on stops, such as the stop line 22 but also on stopping areas 24th and areas 26 in which is not held, are closed. For this purpose, the motor vehicles 16 their position data regularly, in particular permanently, for example in the form of a GPS position or by another position determining device of the motor vehicle 16 specific position, to a central data processing device 28 , such as a backend server or cloud server that stores this movement data D collects and aggregates. The individual data of the motor vehicles can be based on this swarm analysis 16 both individual lanes 14a , 14b assign, and also based on this swarm data D Stopping areas 24th and non-stopping areas 26 , as well as boundaries in between 22 detect as breakpoints. This detection can be, for example, a statistical evaluation of the movement data collected D underlie. It is therefore advantageously possible to use this swarm data as a basis D not only determine stopping points but entire stopping areas including their extents, and in addition such stopping areas and non-stopping areas can be determined precisely to the lane or lane, which is particularly relevant at intersections. After determining and identifying such stopping areas 24th and non-stopping areas 26 as well as stops or stop lines 22 can the central data processing device 28 information about such areas 24th , 26 , 22 , i.e. the position information and the type of areas 24th , 26 , 22 back to the motor vehicles 16 submit back. This information I. can use the corresponding driver assistance systems 18th be made available for use.

This enables the driver assistance systems 18th so advantageously the motor vehicle 16 control such that non-stopping areas 26 for example, only be driven on when the entire area 26 is also free and can be run over without stopping. Otherwise, the driver assistance systems control 18th the motor vehicles 16 such that this is already in the holding areas 24th hold until a corresponding hold-free crossing of the non-stop area 26 is possible. The determination of these stopping areas 24th and non-stopping areas 26 as well as the breakpoints 22 can for the oncoming lane 14d done entirely analog. Guides the driver assistance system 18th no autonomous driving functions, it is also conceivable that this merely provides the driver of the motor vehicle with appropriate information 16 over those particular stopping areas 24th and non-stopping areas 26 as well as the area boundaries 22 issues or issues a corresponding warning if the vehicle is not in line with the target traffic behavior.

The determination of such areas 24th , 26 on the basis of swarm data has the great advantage that such swarm data are extremely reliable on straight lines and also adapt quickly to changes, so that the motor vehicles 16 always up-to-date information on such areas 24th , 26 can be provided.

Especially the determination of the spatial extent of such areas 24th , 26 , especially the non-stopping areas 26 , is particularly relevant to the driving behavior of the motor vehicle 16 to be able to control adapted, in particular to estimate whether it is already in the stop area in front 24th must be held, otherwise a hold-free crossing of the non-stopping area 26 not possible.

Overall, the example shows how the invention enables particularly secure and reliable and, above all, simple identification of stopping areas and non-stopping areas by means of swarm data. This information can then be used in a particularly advantageous manner by driver assistance systems or autonomous vehicles in order to avoid stopping in these areas. For example, it is not only possible to stop in front of intersections or level crossings, but also the spatial extent can be taken into account and stopping at an intersection or level crossing can be avoided, in particular significantly more reliably. A particularly good and reliable situation adaptation is made possible precisely by the identification of stopping areas and non-stopping areas in the lane.

Reference symbol list

10th

Railroad Crossing

12

Train tracks

14a

lane

14b

lane

16

Motor vehicle

18th

Driver assistance system

20th

Cabinets

22

Stop line

24th

Stopping area

26

Non-stopping area

28

Data processing equipment

D

Transaction data

I.

information

QUOTES INCLUDE IN THE DESCRIPTION

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Patent literature cited

• DE 102016223800 A1 [0003]
• US 2018/0004215 A1 [0004]
• US 2018/0105174 A1 [0004]

Claims (10)

Method for controlling a driver assistance system (18) of a first motor vehicle (16), the driver assistance system (18) receiving position information about at least one area (24, 26) with a determined target traffic behavior and information about a type of the at least one area (24, 26) is provided, and the driver assistance system (18) performs a driver assistance function depending on the position information and the type of the at least one area (24, 26), characterized in that the position information and the type of the at least one area (24, 26) as a function of aggregated movement data (D) of several different second motor vehicles (16) in at least one predetermined surrounding area. Procedure according to Claim 1 , characterized in that the at least one area (24, 26) represents a non-stopping area (26) in which stopping is judged to be prohibited and / or dangerous. Method according to one of the preceding claims, characterized in that the at least one area (24, 26) represents a stopping area (24) in which stopping is assessed as not prohibited and / or not dangerous. Method according to one of the preceding claims, characterized in that the position information comprises a spatial extent of the at least one area (24, 26). Method according to one of the preceding claims, characterized in that both the non-stopping area (26) and a stopping area (24) adjoining the non-stopping area (26) and a stopping point are determined as the at least one area (24, 26) (22) in the form of a boundary (22) between the stopping area (24) and the non-stopping area (26), the driver assistance function additionally being carried out as a function of a position of the stopping point (22). Method according to one of the preceding claims, characterized in that the position information of the at least one area (24, 26) is determined precisely in the lane. Method according to one of the preceding claims, characterized in that the position information of the at least one area (24, 26) for a specific lane (14a, 14b) as a function of the movement data (D) associated with this same lane (14a, 14b) of the second motor vehicle (16) is determined. Driver assistance system (18) for a first motor vehicle (16), which is designed, depending on a position information provided, on at least one area (24, 26) with specific target traffic behavior and information on a type of the at least one area (24, 26) perform a driver assistance function, characterized in that the driver assistance system (18) is designed to display the position information and the type of the at least one area (24, 26) as a function of aggregated movement data (D) of several different second motor vehicles (16) receive information (I) determined from at least one predetermined surrounding area from a central data processing device (28) external to the motor vehicle. Motor vehicle (16) with a driver assistance system (18) Claim 8 . Central data processing device (28) for determining position information and information about a type of at least one area (24, 26) with a specific target traffic behavior, characterized in that the central data processing device (28) is designed to receive information from second motor vehicles (16) Receive and aggregate motion data (D) and determine the position information and the type of the at least one area (24, 26) as a function of the aggregated motion data (D) in at least one predetermined surrounding area and make it available to at least one first motor vehicle (16) .

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