DE102020005016A1 - Method for operating an assistance system of an at least partially autonomously operated motor vehicle, as well as assistance system - Google Patents

Abstract

The invention relates to a method for operating an assistance system (12) of an at least partially autonomously operated motor vehicle (10), in which at least one operating parameter of a functional unit (16) of the assistance system (12) is dependent on an electronic computing device (14) of the assistance system (12) a certain probability for at least one driving trajectory (18) on a road (20), the operating parameters are set, with a currently traveled lane (26) of the motor vehicle (10) being taken into account when determining the probability Lane (26) a lane change of the motor vehicle (10) recognized by the assistance system (12) is taken into account. The invention also relates to an assistance system (12).

Description

The invention relates to a method for operating an assistance system of an at least partially autonomously operated motor vehicle according to the preamble of patent claim 1. The invention also relates to an assistance system.

It is already known from the prior art that motor vehicles can be operated at least partially autonomously. In particular, a drive train control for driving the motor vehicle can be controlled accordingly. On the basis of the current vehicle position and the information stored in a map for this section of the route, such as gradient, road course, crossings, junctions, curve curvature and speed limit, the control calculates a consumption-optimized vehicle speed, a suitable gear step and a shift time as well as the distance to a vehicle in front Vehicle. A corresponding assumption is based on a probability for a trajectory, a so-called Most Probable Path (MMP), this determination being independent of route navigation.

The DE 10 2004 036 825 A1 relates to a driver assistance system with sensors for detecting objects in the vicinity of a vehicle, which system uses digital road maps to provide information to the driver in advance of the route ahead of the vehicle and / or to intervene in the vehicle control. Using the signals from the sensors, the system recognizes situations in which there are several alternative routes for the vehicle, uses the signals from the sensors to calculate the probabilities for the alternative routes and carries out a forecast of the route ahead of the vehicle for the route that the driver is most likely to choose.

The object of the present invention is to create a method and an assistance system by means of which an improved lane estimation for the motor vehicle can be implemented.
This object is achieved by a method and by an assistance system according to the independent claims. Advantageous embodiments are specified in the subclaims.

One aspect of the invention relates to a method for operating an assistance system of an at least partially autonomously operated motor vehicle, in which at least one operating parameter of a functional unit of the assistance system is set as a function of a probability for at least one driving trajectory on a road, determined by means of an electronic computing device of the assistance system .

Provision is made for a lane of the motor vehicle that is currently being used to be taken into account when determining the probability, with a lane change of the motor vehicle recognized by means of the assistance system being taken into account to determine the lane that is currently being used.

In particular, the probability of a corresponding driving trajectory can thus be determined on the basis of the detected lane change.

The invention thus relates in particular to a method for increasing the quality of a prediction of a predictive drive train control (PPC). The control determines a consumption-optimized vehicle speed on the basis of the current vehicle position, for example on the basis of GPS data and the information stored in a digital map, such as gradient, road course, intersections, branches, bends and speed limits , a suitable gear step and a shift time as well as the distance to a vehicle in front as the respective operating parameters. The calculation is based on the assumption of the so-called Most Probable Path (MMP), as this corresponds in particular to the driving trajectory in the present case, and is independent of a corresponding route navigation.

It is now provided that the currently used lane is taken into account when interpreting a lane change, overtaking or turning maneuver. This enables an earlier and more realistic calculation of the driving trajectory. In particular, a method for lane estimation without the use of sensors, for example a camera, radar or a high-resolution map, is thus implemented to specify the driving trajectory.
In addition, it can be provided that corresponding positions of the accelerator, brake pedal or the retard lever are also taken into account. In particular, the method can also be used for left-hand traffic, since an exact country assignment is possible via the corresponding vehicle position.

According to an advantageous embodiment, a transverse offset of the motor vehicle is determined on the basis of a predetermined curvature of the road and on the basis of a wheel speed, and a lane change is detected by means of the electronic computing device as a function of the determined transverse offset.

Furthermore, it has proven to be advantageous if a transverse offset of the motor vehicle is determined on the basis of a predetermined curvature of the road and on the basis of a certain position of the motor vehicle relative to a digital map and a lane change is recognized by the electronic computing device as a function of the determined transverse offset .

In a further advantageous embodiment, the lane change is recognized by means of the electronic computing device on the basis of a determination of a course angle of the motor vehicle.

Furthermore, it has proven to be advantageous if, on the basis of a determination of discontinuities within a received radar signal of the motor vehicle, the lane change is detected by means of the electronic computing device.

A further aspect of the invention relates to an assistance system for at least one partially autonomously operated motor vehicle, with at least one functional unit and with an electronic computing device, the assistance system being designed to carry out a method according to the preceding aspect. In particular, the method is carried out by means of the assistance system.

Yet another aspect of the invention relates to a motor vehicle with an assistance system according to the preceding aspect. In particular, the motor vehicle is operated at least partially autonomously. In particular, the motor vehicle is operated fully autonomously. The motor vehicle can be designed both as a passenger vehicle and as a truck.

Advantageous embodiments of the method are to be regarded as advantageous embodiments of the assistance system and of the motor vehicle. To this end, the assistance system and the motor vehicle have objective features which enable the method or an advantageous embodiment thereof to be carried out.

Further advantages, features and details of the invention emerge from the following description of preferred exemplary embodiments and with reference to the drawings. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the combination specified, but also in other combinations or alone, without the scope of the Invention to leave.

• 1 eine schematische Draufsicht auf ein Kraftfahrzeug mit einer Ausführungsform eines Assistenzsystems;
• 2 eine weitere schematische Draufsicht auf eine weitere Ausführungsform eines Kraftfahrzeugs mit einem Assistenzsystem;
• 3 ein Zeit-Kurswinkeldiagramm für ein Kraftfahrzeug;
• 4 ein Zeit-Diagramm eines empfangenen Radarsignals; und
• 5 ein schematisches Ablaufdiagramm einer Ausführungsform des Verfahrens.

Show:

• 1 a schematic plan view of a motor vehicle with an embodiment of an assistance system;
• 2 a further schematic plan view of a further embodiment of a motor vehicle with an assistance system;
• 3 a time-heading angle diagram for a motor vehicle;
• 4th a time diagram of a received radar signal; and
• 5 a schematic flow diagram of an embodiment of the method.

Identical or functionally identical elements are provided with the same reference symbols in the figures.

1 shows an embodiment of a motor vehicle in a schematic plan view 10 with an embodiment of an assistance system 12 . The assistance system 12 has at least one electronic computing device 14th as well as a functional unit 16 on. In particular, with the motor vehicle 10 or with the assistance system 12 a so-called predictive speed control and switching strategy can be implemented for the route ahead. Here, a probability-based determination of the route ahead (MPP - Most Probable Path) can be implemented to create the electronic horizon. In particular, a travel trajectory can thus be used 18th can be determined better. No route guidance is required, for example by entering a destination or a navigation interface. The driving trajectory 18th mainly depends on the road class and the turning angle at intersections. To improve the determination of the driving trajectory 18th the flashing signal is taken into account in the schedule.

For this purpose, a classification of corresponding driving situations must be implemented. In order to avoid unwanted control interventions due to a misinterpretation of the blinking signal, it must be recognized in particular which driving situation is involved. A distinction is made between a so-called overtaking maneuver and a turning maneuver. It must also be recognized which intention the driver is indicating with the blinking. When driving on motorways or multi-lane roads 20th with restricted access is one lane 26th on which the motor vehicle is located 10 is currently located, a decisive criterion.

To determine the current lane 26th as soon as alternative lanes 26th are present, lane changes recognized and counted.

In particular, in one embodiment, the detection of the lane change can be checked for plausibility. For this purpose, for example, a signal profile from a radar device can be used 22nd of the motor vehicle 10 , a consideration of the accelerator pedal as well as a consideration of the retard lever and the brake pedal can be realized. In particular, track estimation can thus be made possible without sensors, such as a camera, lidar or radar, for example. Furthermore, lane estimation can be made possible without a high-resolution map with a precise resolution of the road.

1 shows in particular a lane change detection by means of a determination of a transverse offset q from the corresponding wheel speeds of an axle of the motor vehicle 10 . A course of the road can be used for this 24 are also taken into account. A road curvature is made from the wheel speed difference of an axle φ the driving trajectory 18th of the motor vehicle 10 certainly. From a digital map, for example, is the curvature of the road 20th known. From the curvature of the driving trajectory 18th of the motor vehicle 10 and the curve of the road 20th becomes the transverse offset q of the motor vehicle 10 relative to the road 20th calculated. Exceeds the calculated lateral offset q a threshold value, a lane change is assumed. In particular, a theoretical position P of the future motor vehicle can be used for this purpose 10 be taken into account.

The 1 thus shows in particular a method for operating the assistance system 12 of the at least partially autonomously operated motor vehicle 10 , in which at least one operating parameter of the functional unit 16 of the assistance system 12 depending on one by means of the electronic computing device 14th of the assistance system 12 certain probability for at least the driving trajectory 18th in the street 20th the operating parameters are set. When determining the probability, the current lane is used 26th of the motor vehicle 10 taken into account, whereby to determine the currently traveled lane 26th one by means of the assistance system 12 recognized lane change of the motor vehicle 10 is taken into account.

The 1 shows in particular the case that on the basis of the given curvature of the road φ the street 20th and the lateral offset based on the detected wheel speed q of the motor vehicle 10 is determined and as a function of the determined transverse offset q the lane change by means of the electronic computing device 14th is recognized.

2 shows a further schematic plan view according to a further embodiment of the motor vehicle. In the present case, in particular, a lane change detection by means of the calculation of the transverse offset is used q from known GPS positions of the motor vehicle 10 and street position from a digital map. In particular are the position P1 and P2 a GPS position of the motor vehicle 10 . The positions P3 and P4 correspond in particular to GPS positions from the map. The position of the motor vehicle 10 is determined by GPS. The street position is stored on a digital map. From two consecutive positions P1 to P4 becomes the heading angle δ , i.e. the direction of the movement. From the course angle difference between the actual movement of the motor vehicle 10 and the direction of the road 20th becomes the transverse offset q of the motor vehicle relative to the road 20th certainly. Exceeds the calculated lateral offset q a threshold value, a lane change is assumed.

In particular, shows the 2 that based on the given road curvature φ the street 20th and based on the determined position P1 to P4 of the motor vehicle 10 relative to a digital map the offset q of the motor vehicle 10 is determined and as a function of the determined transverse offset q the lane change by means of the electronic computing device 14th is recognized.

3 shows a schematic time-course angle diagram. In particular, time is on an abscissa t plotted in seconds and the course angle on an ordinate δ in RAD. In particular, two curves are shown, with a first curve 28 the course angle δ from the GPS positions and a second curve 30th which corresponds to a filtered heading angle signal. In particular, there is thus a time profile of the course angle signal and the filtered course angle signal of the motor vehicle 10 shown.

The vehicle position is determined in particular by means of GPS. The course angle is derived from two consecutive GPS positions δ , i.e. the direction of movement, is calculated. Lane changes have a characteristic influence on the course of the course angle signal over time, which is shown in particular by the arrows 32 is shown. Appropriate filtering suppresses the influence of the lane change on the signal curve. Lane changes can be detected by comparing the unfiltered input signal and the filtered signal. In particular, shows the 3 that based on a determination of the course angle δ of the motor vehicle 10 the lane change by means of the electronic computing device 14th is recognized.

4th shows the time in an upper part on the abscissa t and on the ordinate a distance to a vehicle traveling ahead. In a lower part of the 4th in particular is also time t applied in seconds. In particular, there is thus a time profile of the distance to one Shown ahead vehicle and the lower part of the turn signal. In other words, it shows them 4th the time course of the distance to the vehicle in front and the lower part of the 4th temporal course of the flashing signal. The distance to a corresponding vehicle ahead is determined, for example, by means of a radar device 22nd certainly. A discontinuity in the temporal course of the radar signal in correspondence with the blinking signal indicates a corresponding lane change. In particular, is thus in the 4th shown that on the basis of a determination of discontinuities within the received radar signal of the motor vehicle 10 the lane change by means of the electronic computing device 14th is recognized.

5 shows a timing diagram of an embodiment of the method. In a first step S1 the procedure begins. In a second step S2 the procedure receives information about the number of existing lanes 26th as well as the type of road. In particular, for this purpose, alternative lanes can be recognized 26th based on street attributes from the corresponding PPC map. In a third step S3 it is then decided whether an alternative lane 26th is available. If this is not the case, a fourth step takes place S4 passed over, with a signal “Outer Lane = true” being output for this purpose as long as there are no alternative lanes 26th available. The car 10 is located in particular on the far right lane 26th . Starting from the fourth step S4 can in a fifth step S5 be passed over, being in the fifth step S5 The information "Outer Lane" is output as output. In a sixth step S6 can then starting from the fifth step S5 the proceedings are ended.

Should be starting from the third step S3 an alternative lane 26th be present, so will be in a seventh step S7 checks whether the motor vehicle 10 located on the "Outer Lane". If this is the case, it can be done in an eighth step S8 be passed over, taking the eighth step S8 it is checked whether a lane change to the left has been detected. If this is not the case, then from the eighth step S8 in the fourth step S4 passed over. If this is the case, proceed from the eighth step S8 in a ninth step S9 skipped, which indicates that "Outer Lane = false" is. Starting from the ninth step S9 can then in a tenth step S10 for example, it can be recognized whether the end of an acceleration lane is recognized. If this is not the case, proceed from the tenth step S10 in the fifth step S5 passed over. If a corresponding acceleration lane has been recognized, proceed from the tenth step S10 in the fourth step S4 passed over.

Should be at the seventh step S7 If it has been recognized that “Outer Lane = true” does not apply, an eleventh step is started from the seventh step S11 passed over, being within the eleventh step S11 it is checked whether a lane change to the right has been detected. If a change of lane to the right has been detected, proceed from the eleventh step S11 in the fourth step S4 passed over. If a change of lane to the right has not been recognized, proceed from the eleventh step S11 in the ninth step S9 passed over.

In particular, the detection of a lane change is therefore carried out on the basis of road attributes from a PPC card as soon as at least one alternative lane is available. It is based on the third step S3 the output of the signal "Outer Lane = true" as long as no lane change to the left was detected. The car 10 is on the far right lane. The signal "Outer Lane = false" is output in the ninth step S9 as soon as a lane change to the left has been detected and an alternative lane as long as it is 26th exists and no lane change to the right was detected. The car 10 is particularly located in the outer right lane. The detection of acceleration lanes on the basis of the road attributes from the PPC card is particularly in the tenth step S10 carried out. The “Outer Lane = true” signal is output if it is recognized immediately after a lane change to the left that an acceleration lane has been used. The car 10 is then, for example, on the street via a driveway 20th or have entered the autobahn with restricted access and are in the outer right-hand lane.

Overall, the invention shows lane estimation by lane change detection.

List of reference symbols

10

Motor vehicle

12

Assistance system

14th

electronic computing device

16

Functional unit

20th

road

22nd

Radar device

24

Course of the road

26th

lane

28

first turn

30th

second curve

32

arrow

P1

position

P2

position

P3

position

P4

position

q

Transverse offset

φ

Road curvature

δ

Heading angle

t

time

S1

first step

S2

second step

S3

Third step

S4

fourth step

S5

fifth step

S6

sixth step

S7

seventh step

S8

eighth step

S9

ninth step

S10

tenth step

S11

eleventh step

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102004036825 A1 [0003]

Claims (6)

A method for operating an assistance system (12) of an at least partially autonomously operated motor vehicle (10), in which at least one operating parameter of a functional unit (16) of the assistance system (12) is determined as a function of one of the assistance system (12) by means of an electronic computing device (14) Probability for at least one driving trajectory (18) on a road (20) the operating parameters are set, characterized in that when determining the probability, a currently traveled lane (26) of the motor vehicle (10) is taken into account, with the determination of the currently traveled lane (26) a lane change of the motor vehicle (10) recognized by the assistance system (12) is taken into account. Procedure according to Claim 1 , characterized in that a transverse offset (q) of the motor vehicle (10) is determined on the basis of a predetermined curvature of the road (φ) of the road (20) and on the basis of a recognized wheel speed, and a lane change is made depending on the determined transverse offset (q) electronic computing device (14) is recognized. Procedure according to Claim 1 or 2 , characterized in that a transverse offset (q) of the motor vehicle (10) is determined on the basis of a predetermined road curvature (φ) of the road (20) and on the basis of a specific position (P1-P4) of the motor vehicle (10) relative to a digital map is and depending on the determined transverse offset (q) a lane change is detected by means of the electronic computing device (14). Method according to one of the preceding claims, characterized in that the lane change is recognized by means of the electronic computing device (14) on the basis of a determination of a course angle (δ) of the motor vehicle (10). Method according to one of the preceding claims, characterized in that on the basis of a determination of discontinuities within a received radar signal of the motor vehicle (10), the lane change is recognized by means of the electronic computing device (14). Assistance system (12) for an at least partially autonomously operated motor vehicle (10), with at least one functional unit (16) and with an electronic computing device (14), the assistance system (12) for carrying out a method according to one of the Claims 1 to 5 is trained.

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