DE102020117159A1 - Driver assistance system with a lane change function for performing an automated lane change on an exit, corresponding procedure and corresponding software - Google Patents

Abstract

One aspect of the invention relates to a driver assistance system for a motor vehicle with a lane change function for performing an automated lane change with at least automated lateral guidance to an exit, which is set up to determine based on information from a map-based navigation system for route guidance that a lane change to an exit is necessary in order to to follow the route guidance. The system is also set up, after determining a required lane change to the exit, to determine an exit length for lane change to the exit based on information from the map-based navigation system, and to take the determined exit length into account in the lane change function.

Description

The invention relates to a driver assistance system for a motor vehicle with a lane change function for performing an automated lane change with at least automated transverse guidance to an exit, a corresponding method and corresponding software.

From the pamphlet DE 10 2016 216 135 A1 a driver assistance system with a lane change function for the automated implementation of a multiple lane change with at least automated lateral guidance to an exit is known, which, based on information from a navigation system for route guidance, determines that several lane changes are required starting from the current lane to an exit in order to be guided to the destination Follow. The driver is then informed of a requirement to change lanes and, in response to a driver-side trigger control action, the multiple lane change is carried out automatically, lane by lane, starting from the current lane to the exit lane with at least automated lateral guidance.

It is the object of the invention to further improve known driver assistance systems with a lane change function for the automated implementation of a lane change on an exit.

The object is achieved by the features of the independent patent claims. Advantageous embodiments are described in the dependent claims. It is pointed out that additional features of a patent claim dependent on an independent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which can be made the subject of an independent claim, a divisional application or a subsequent application. This applies equally to the technical teachings described in the description, which can form an invention that is independent of the features of the independent patent claims.

A first aspect of the invention relates to a driver assistance system for a motor vehicle (in particular for a motor vehicle) with a lane change function for performing an automated lane change with at least automated lateral guidance (in particular with automated longitudinal and lateral guidance), starting, for example, from a motorway or a motorway-like road to a Exit (also called departure). The lane change generally takes place on a deceleration lane next to the exit road. This delay lane of the exit is generally obtained after splitting the right lane marking of the right-hand lane in right-hand traffic or the left-hand lane marking of the left-most lane in left-hand traffic.

The lane change can be a multiple lane change with several individual lane changes, the last individual lane change then taking place on the lane of the exit.

The driver assistance system can be a driver assistance system with any degree of automation. Exemplary degrees of automation are assisted, partially automated, highly automated or fully automated driving. These degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication “Research compact”, edition 11/2012). With assisted driving, for example, the driver continuously performs the longitudinal guidance, while the driver assistance system takes over the lateral guidance within certain limits. With partially automated driving (TAF), the system takes over the longitudinal and lateral guidance for a certain period of time and / or in specific situations, whereby the driver has to constantly monitor the system as with assisted driving. In the case of highly automated driving (HAF), the system takes over the longitudinal and lateral guidance for a certain period of time without the driver having to permanently monitor the system; however, the driver must be able to take control of the vehicle within a certain period of time. With fully automated driving (VAF), the system can automatically manage driving in all situations for a specific application; a driver is no longer required for this application. The four degrees of automation mentioned above correspond to SAE levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineering). For example, highly automated driving (HAF) level 3 corresponds to SAE J3016 standard . SAE level 5 is also provided as the highest level of automation in SAE J3016, which is not included in the definition of BASt. SAE level 5 corresponds to driverless driving, in which the system can automatically cope with all situations like a human driver during the entire journey; a driver is generally no longer required.

The driver assistance system is preferably a driver assistance system according to SAE level 2.

The driver assistance system is set up, various activities described below perform. This is typically done by means of an electronic control unit, which can also be distributed over several control units. The control unit can comprise one or more processors which work in a manner according to the invention, controlled by one or more software programs.

The driver assistance system preferably includes a function for automated longitudinal and lateral guidance (for example according to SAE level 2), for example a distance cruise control with lane keeping function, which is already active before a lane change is triggered.

The assistance system is set up to determine, on the basis of information from a map-based navigation system for route guidance, that a lane change to an exit is necessary in order to follow the route guidance. The lane change assistance system preferably knows which lane the driver's vehicle is currently in and which target lane (for example the deceleration lane at the exit) is to be changed in order to follow the active route guidance.

After a required lane change to the exit has been determined, a lane marker splitting and / or change characterizing the beginning of the exit is detected according to a first variant of the invention by means of a vehicle-mounted camera sensor system.

At the point where the lane marking splits, the right lane marking of the outer right lane in right-hand traffic (or left lane marking in the outer lane in left-hand traffic) splits into two lane markings: namely into a lane marking that follows the path of this lane (typically as a non-solid lane marking) , and a lane marker (typically as a solid lane marker) that no longer follows the path of this lane and limits the newly emerging exit lane (typically with the function of a deceleration lane) to the right in right-hand traffic (or to the left in left-hand traffic).

The splitting of the lane marking marking the beginning of the exit can be detected by means of the camera sensor system.

As an alternative or in addition, it can also be provided that a lane marking change characterizing the beginning of the driveway is detected by means of the camera sensor system. At the point of the lane marking change, the right lane marking of the outer right lane in right-hand traffic (or left lane marking in the outer lane in left-hand traffic) typically changes from a solid lane marking to a non-solid lane marking.

The camera sensor system can determine the beginning of the driveway, preferably both taking into account the lane marker splitting and taking into account the lane marker change.

According to the first variant, the detected lane marker splitting and / or change is taken into account in the lane change function. The lane marker splitting and / or change detected by means of the vehicle-mounted camera sensor system can be taken into account for various aspects of the lane change function, as will be described later in the text below.

After a required lane change to the exit has been determined, in a second variant of the invention, based on information from the map-based navigation system, an exit length for the lane change to the exit is determined. The exit length describes a length that is available to change from the outer right-hand lane (or left-hand traffic from the outer left-hand lane) to the lane of the exit (typically a deceleration lane) when driving on the right.

The exit length is, for example, the length starting from the position of the lane marker splitting and / or change at which the right lane marking of the outer right lane (without taking into account the deceleration lane) (or, in left-hand traffic, the left lane marking of the outer left lane) of the solid marking type changes the non-solid marking type up to the position at which the non-solid marking type changes back to the solid marking type.

According to the second variant, the exit length is taken into account in the lane change function. This can be taken into account for various aspects of the lane change function, as will be described later in the text below.

Preferably, both the detected lane marker splitting and / or change according to the first variant and the exit length according to the second variant are taken into account in the lane change function in the driver assistance system according to the invention.

• - auf der Berücksichtigung der detektierten Spurmarkierungsaufspaltung und/oder -änderung gemäß der ersten Variante,
• - auf der Berücksichtigung der Ausfahrtlänge gemäß der zweiten Variante oder
• - auf der Berücksichtigung sowohl der detektierten Spurmarkierungsaufspaltung und/oder -änderung als auch der Ausfahrtlänge.

Preferred embodiments of the driver assistance system described below are based

• - on the consideration of the detected lane marker splitting and / or change according to the first variant,
• - on the consideration of the exit length according to the second variant or
• - on the consideration of both the detected lane marker splitting and / or change and the exit length.

The driver assistance system is preferably set up to carry out the automated lane change to the exit only on condition that the exit length or a variable dependent on the exit length, in particular the length of a lane change corridor, fulfills a certain criterion, in particular is sufficiently long. For example, the automated lane change is only carried out on condition that the exit length or a variable dependent on the exit length, in particular the length of a lane change corridor, is greater than or greater than or equal to a certain threshold value.

For this purpose, for example, the exit length I _A (or a variable dependent on the exit length I _A ) can be compared with a threshold value S and _{an automated one for an exit length I A} (or for a variable dependent on the exit length) greater than or greater than or equal to the threshold value S Lane changes can be carried out on the exit (if necessary, provided that an offered lane change is also accepted by the driver by means of a corresponding operator action). In contrast, for an exit _{length I A} (or for a variable dependent on the exit length) less than or equal to or less than or equal to the threshold value S, the lane change is not carried out (for example because the lane change is not offered at all in this case).

For example, a corridor length I _K is calculated as a function of the exit length I _A according to I _K = I _A - R for a lane change corridor, where the size R corresponds to a reserve and is, for example, in the range from 30 to 140 m (e.g. R = 70 m). A decision is made, for example, to automatically change lanes to the exit for a corridor length
I _K = I _A - R> S (or in an alternative implementation I _K = I _A - R ≥ S), with S for example in the range from 50 m to 200 m, e.g. B. S = 100 m.

The implementation of the automated lane change can depend on the fact that an automated lane change is offered to the driver at all, with the offer of an automated lane change then in turn being dependent on the exit length, so that the implementation of the automated lane change is then dependent on the exit length .

The driver assistance system is preferably set up to decide whether the automated lane change to the exit is offered to the driver as a function of the exit length, namely whether or not the automated lane change to the exit is offered. In the case of a long exit length, an automated lane change to the exit is preferably offered, whereas in the case of a short exit length, no automated lane change to the exit is offered. The lane change to the exit is assessed, for example, as feasible or not feasible depending on the exit length.

For this purpose, for example, the exit length I _A (or a variable dependent on the exit length I _A ) can be compared with a threshold value S and _{an automated one for an exit length I A} (or for a variable dependent on the exit length) greater than or greater than or equal to the threshold value S Lane changes to the exit are offered, whereas for an exit _{length I A} (or for a variable dependent on the exit length) less than or equal to the threshold value S, the lane change is not offered.

For example, a corridor length I _K is calculated as a function of the exit length I _A according to I _K = I _A - R for a lane change corridor, where the size R corresponds to a reserve and is, for example, in the range from 30 to 140 m (e.g. R = 70 m). A decision is made, for example, to automatically change lanes to the exit for a corridor length
I _K = I _A - R> S (or in an alternative implementation I _K = I _A - R ≥ S), with S for example in the range from 50 m to 200 m, e.g. B. S = 100 m.

According to the decision, an automated lane change to the exit is then offered to the driver or not offered. For example, in the event of a positive decision, the driver is shown on a screen in the cockpit that the driver should initiate an automated lane change (to the exit) by operating the indicator lever from the rest position to the one-touch blinking position (for example with the following text output: "Trigger lane change "Pay attention to traffic"). In the event of a negative decision, for example, lane change information for carrying out a manual lane change can be output to the driver.

It is then checked whether the driver has carried out a corresponding operating action to carry out the automated lane change, for example whether the driver has actuated the indicator lever, for example moved it to the one-touch blinking position. Instead of actuating an operating element, the operating action would also be a driver-side voice command (e.g. "start lane change") is conceivable, which is recognized by the system.

The automated lane change to the exit is then carried out on condition that the driver is operating the vehicle.

The offer of an automated lane change can be a mandatory prerequisite for the subsequent implementation of an automated lane change, i. H. if the lane change is not offered, the system does not perform an automated lane change. Alternatively, the offer of an automated lane change can also be an indication of the triggering of an automated lane change, the automated lane change also being possible without prior notification from the driver by means of a corresponding operator action.

In a simple embodiment, the assistance system only supports individual lane changes from one lane to the respective adjacent lane. The above decision about an offer to change lanes to the exit is made, for example, when the vehicle is already in the lane adjacent to the exit before the exit. However, if the vehicle is not initially in the lane adjacent to the exit, the driver can be offered an automated individual lane change successively to the respective adjacent lane until the vehicle reaches the lane adjacent to the exit, after reaching the lane adjacent to the exit Depending on the exit length - as already described above - a decision is made as to whether an automated lane change to the lane of the exit is offered or not. Here it would be conceivable that even without an explicit offer of an automated lane change, the driver can still trigger an automated lane change from the lane adjacent to the exit to the exit.

However, it is advantageous if the driver assistance system also supports multiple lane changes (i.e. several automated individual lane changes carried out one after the other, each over one lane) without the driver having to trigger each individual lane change individually.

On the basis of information from the navigation system for route guidance, it is then determined that a multiple lane change starting from the current lane to an exit is necessary in order to follow the route guidance. The multiple lane change to the exit is then carried out or not carried out as a function of the determined exit length and / or the detected lane marker splitting and / or change. To carry out the multiple lane change, an operator action by the driver is preferably required, for example, moving the indicator lever to the tip indicator position (depending on the implementation, for example, only for a short time or for a longer period during the entire multiple lane change)

The driver assistance system is preferably set up to decide whether to offer an automated multiple lane change to the driver, with a multiple lane change only being offered in the case of at least two feasible individual lane changes, and the last individual lane change to the exit depending on the Exit length is assessed as feasible or not feasible, as was described above, for example. If the exit length is too short (e.g. I _K = I _A - R <S), the last single lane change to the exit will be assessed as not feasible, whereas if the exit length is sufficiently long (e.g. I _K = I _A - R ≥ S) the last individual lane change on the exit is assessed as feasible.

So if, based on the current lane, the total number of feasible single lane changes to the exit, taking into account the last single lane change to the exit, is two or more, the multiple lane change is offered (e.g. through the output ("Lane change trigger to follow route "). It is checked whether the driver confirms the offer to change lanes multiple times by performing an operator action (e.g. moving the indicator lever to the one-touch indicator position) has confirmed the operator action, an automated multiple lane change is carried out, which, depending on the number of individual lane changes that can be carried out, extends to the lane of the exit or only to a lane further to the left (or, in the case of left-hand traffic, to a lane further to the right suffices).

If a multiple lane change is not offered, one or more automated individual lane changes are offered (e.g. each with the output "Trigger lane change, pay attention to traffic"), in which the driver can operate each automated individual lane change individually must trigger.

If, in the case of a multiple lane change with two or more individual lane changes, the lane change from the lane adjacent to the exit to the exit lane is not feasible, the driver must change lane from Carry out this lane manually at the exit; if necessary, a manual lane change to the lane adjacent to the exit or to a lane further to the left (or further in the case of left-hand traffic) is necessary beforehand right) to carry out the lane lying on the right. In this case, the system prompts the driver to do so at the latest when he reaches the lane adjacent to the exit (for example by outputting the following text: "Multiple lane change completed. Please follow route manually").

The use of a corridor length for a lane change corridor for deciding whether to carry out the lane change at the exit, in particular offering the lane change, has already been discussed above. The corridor length can be determined as a function of a known exit length and an assumed reserve without the specific lane change corridor being determined by the position-related extent.

A corridor length known to the driver assistance system or the exit length can be used to decelerate the vehicle to a lane change starting speed (longitudinal speed of the vehicle) before the automated lane change to the exit in the lane adjacent to the exit Lane change from the adjacent lane to the exit. The lane change output speed is preferably a setpoint value for the speed controller, which then regulates the speed to the setpoint value, in particular reduces the vehicle speed if it was previously above the setpoint value.

Here, the lane change starting speed can be determined as a function of the exit length or a variable that is dependent on the exit length, in particular the length of the lane change corridor. In the case of a shorter exit length, the lane change output speed should preferably be lower than in the case of an exit length which is greater than the shorter exit length. If the exit length is shorter, the vehicle will therefore typically decelerate to a lower speed than if the exit length is longer. From a certain exit length, however, the lane change output speed is preferably the same (for example, the same lane change output speed can be used for an exit length of 600 m and 700 m).

• - der Ausfahrtlänge und
• - der den Beginn der Ausfahrt kennzeichnenden Spurmarkierungsaufspaltung und/oder -änderung

zu bestimmen.It is advantageous if the driver assistance system is set up, after a lane marker split and / or change has been detected, depending on a specific lane change corridor for the lane change from the lane adjacent to the exit to the exit lane

• - the exit length and
• - the splitting and / or changing of the lane marking marking the beginning of the exit

to determine.

On the basis of the exit length, for example, starting from the lane marking splitting and / or change characterizing the beginning of the exit, a lane change corridor for the lane change to the exit is defined, which, depending on the implementation, extends over part of the exit length or the entire exit length. The automated lane change (from the lane adjacent to the exit to the exit lane) can be aligned to the lane change corridor in such a way that the lane change maneuver from the lane adjacent to the exit to the exit in the lane change corridor is at least partially carried out, in particular starts in the lane change corridor. The automated lane change from the lane adjacent to the exit to the exit lane as part of a multiple lane change is only permitted in this lane change corridor when planning maneuvers; Only start the exit lane in this lane change corridor on the system side.

The lane change corridor corresponds, for example, to the route section of the exit length reduced by a reserve route section with the length R (e.g. R = 70), which delimits the lane change corridor from the end of the route of the exit length.

It is advantageous if the driver assistance system is set up to carry out the automated lane change from the lane adjacent to the exit to the exit, provided that the lane marking splitting and / or change characterizing the beginning of the exit has been detected beforehand by means of the vehicle's camera sensors. If no lane marker splitting and / or change was detected, the lane change to the exit is not carried out. In this case, it is prevented that the lane change takes place offset, for example due to an offset between the position of the start of the exit and the actual start of the exit at the position of the lane marking splitting. The previous check for detection of the lane marker splitting and / or change makes a lot of sense, especially in the case of a multiple lane change to the exit, since the (last) lane change from the lane adjacent to the exit to the exit lane is then system-initiated. It is It is advantageous, in the case of a multiple lane change to the exit, to request prior detection of a lane marker split and / or change before the last individual lane change to the exit lane. In the case of an automated lane change offered by the system from the lane adjacent to the exit to the exit lane, this requirement is generally not necessary, since the driver then triggers the lane change with a corresponding operator action.

It is also advantageous to compare the position of the detected lane marker split and / or change with a position of the start of the exit based on the map-based navigation system (typically already before the detection of the lane marker split and / or change), in particular the position of the detected lane marker split and / or change with the position of the start of the exit stored in the map. To this end, it can be checked in particular whether the position of the detected lane marker splitting and / or change lies in a tolerance band around the position of the start of the exit. If the position of the detected lane marker splitting and / or change is, for example, within the tolerance band, this is taken into account (for example, as described above as a release requirement for an automated lane change), whereas if the lane marking splitting and / or change is detected outside the tolerance band around the map-based position At the beginning of the exit, the lane marker splitting and / or change is discarded as invalid.

With the aid of a recognized lane marker splitting, the actual distance to the exit can be determined and incorrect map information relating to the beginning of the exit can be corrected using a detected lane marker splitting. If a lane marker split is recognized, which indicates an exit and the start of the exit is recognized with an offset on the basis of the map, then this offset can be corrected. A recognized lane marker split can thus be used, for example, to output a prompt to change lane if the map data is not precise enough.

• - Freiraum und/oder
• - Standstreifen

erkannt wurde.It is advantageous if, furthermore, an automated lane change from the outer lane to the lane of the exit is only carried out under the prerequisite that there is one next to the outer lane (in the direction of the exit)

• - Free space and / or
• - hard shoulder

was recognized.

In this case, it is preferably checked whether there is a free space or hard shoulder next to the vehicle.

The start of the exit can be verified with the help of a clearance and / or hard shoulder detection.

The free space can be recognized with the aid of a radar sensor system, in particular with the aid of a side radar; the hard shoulder can be recognized by means of a camera.

To determine whether there is a free space or hard shoulder directly next to the vehicle, sensors pointing in the direction of travel can also be used if a free space or hard shoulder is detected at a position ahead and your vehicle reaches this position shortly afterwards (and yourself then the free space / hard shoulder is next to the vehicle).

For example, if a lane marker split and / or change is detected (preferably immediately, e.g. 40 m before the already detected lane marker split and / or change), a check is triggered as to whether there is a free space and / or hard shoulder next to (in the direction of the Exit) outer lane.

It would be conceivable to use the clearance and / or hard shoulder detection described above for a lane change function in the manner described above, without the lane change function using an exit length or lane marker splitting / changing.

A recognized split and / or change of lane marking can (in particular in certain situations) also be used as a trigger for the output of a lane change notice regarding the requirement of a lane change on the exit. The lane change notice is used, for example, so that the driver triggers an automated lane change (in particular from the lane adjacent to the exit) to the exit by means of a predefined operator action, or carries out a lane change himself manually.

A recognized lane marker split and / or change can be used, for example, to output a prompt lane change notice if an assumed distance to a position of the start of the exit noted in an electronic map does not correspond to reality, in particular if the position of a recognized lane marker split and / or - change is well before the position of the start of the exit assumed according to the electronic map.

For example, the driver assistance system is set up to determine a (temporal or route-related) distance to a navigation system-based position of the start of the exit, d. H. the distance from the current position of the vehicle assumed by the navigation system to a position of the start of the exit noted in the electronic map of the navigation system is determined. Assuming that no lane marking splitting and / or change characterizing the beginning of the exit has yet been detected by means of a vehicle-mounted camera sensor system, a lane change notice to change to the exit is output under a distance condition that the distance to the navigation system-based position of the exit start is a certain one Threshold value (e.g. 3 s) reached or undercut. On the other hand, under the prerequisite that the lane marker splitting characterizing the beginning of the exit has already been detected (for example at a vehicle position 40 m before the position of the lane marker splitting and / or change), the lane change notice to change to the exit is independent of the fulfillment of the aforementioned distance condition output (in particular completely independent of the distance), for example immediately after the detection of the lane marking splitting and / or change or depending on the (decreasing) distance to the detected lane marking splitting and / or change.

The above-described use of a lane marker splitting and / or change with regard to the output of a lane change notice can - as already described above - be dependent on the position of the lane marker splitting lying in a defined tolerance band around the position of the start of the exit based on the navigation system (otherwise the Lane marker splitting and / or modification are discarded as invalid, for example).

It is advantageous if the driver assistance system is set up (as part of the lane change function) to automatically decelerate the motor vehicle in the lane adjacent to the exit to a lane change starting speed before the automated lane change to the exit. For the longitudinal guidance of the vehicle, a speed controller is typically used which receives a target value for the driving speed to be regulated, for example a set speed of the cruise control specified by the driver. Before the automated lane change, the target value for the vehicle speed is reduced to the initial lane change speed, so that the vehicle speed is regulated to the initial lane change speed.

The used lane change starting speed depends on the exit length or a variable dependent on the exit length, in particular the length of a lane change corridor. In this case, the lane change output speed decreases with decreasing exit length or length of the lane change corridor, at least for a range of possible values of possible values of the exit length or the length of the lane change corridor, so that with short exit lengths the vehicle speed before the lane change from the lane adjacent to the exit to the exit is sufficient is greatly reduced in order to ensure safe passage through the exit.

• - Festzustellen aufgrund von Information eines kartenbasierten Navigationssystems zur Zielführung, dass ein Spurwechsel auf eine Ausfahrt erforderlich ist, um der Zielführung zu folgen;
• - nach Feststellung eines erforderlichen Spurwechsels auf die Ausfahrt,
  • • gemäß einer ersten Variante des Verfahrens: Detektieren mittels einer fahrzeugseitigen Kamerasensorik eine den Beginn der Ausfahrt kennzeichnende Spurmarkierungsaufspaltung und/oder -änderung; und/oder
  • • gemäß einer zweiten Variante des Verfahrens: Bestimmen basierend auf Information des kartenbasierten Navigationssystems einer Ausfahrtlänge zum Spurwechsel auf die Ausfahrt; und
• - Berücksichtigen
  • • der detektierten Spurmarkierungsaufspaltung und/oder - änderung und/oder
  • • der bestimmten Ausfahrtlänge
  für den automatisierten Spurwechsel.

A second aspect of the invention relates to a method for performing an automated lane change with at least automated transverse guidance on an exit by a motor vehicle. The procedure consists of the following steps:

• - Establishing on the basis of information from a map-based navigation system for route guidance that a lane change to an exit is necessary in order to follow the route guidance;
• - after determining a necessary lane change to the exit,
  • • According to a first variant of the method: Detecting a lane marker splitting and / or change characterizing the beginning of the exit by means of a camera sensor system on the vehicle; and or
  • According to a second variant of the method: based on information from the map-based navigation system, determining an exit length for changing lanes to the exit; and
• - Take into account
  • • the detected lane marker splitting and / or change and / or
  • • the specific exit length
  for the automated lane change.

The above statements relating to the driver assistance system according to the invention according to the first aspect of the invention also apply in a corresponding manner to the method according to the invention according to the second aspect of the invention. At this point and not explicitly described in the claims, advantageous embodiments of the method according to the invention correspond to the advantageous embodiments of the system according to the invention described above or described in the claims.

A third aspect relates to software with program code for carrying out the method according to the second aspect of the invention when the software runs on one or more software-controlled devices.

• 1 einen beispielhaften Personenkraftwagen mit einem beispielhaften erfindungsgemäßen Fahrwechselassistenzsystem;
• 2 ein beispielhaftes, vereinfachtes Ablaufdiagramm zur Durchführung eines automatisierten Spurwechsels auf eine Ausfahrt;
• 3 einen beispielhaften Fahrablauf (nicht maßstabsgetreu); und
• 4 eine beispielhafte Ausfahrtlänge I_A, Korridorlänge I_A und Reserve R (nicht maßstabsgetreu).

The invention is described below on the basis of an exemplary embodiment with the aid of the accompanying drawings. In these show:

• 1 an exemplary passenger car with an exemplary driver change assistance system according to the invention;
• 2 an exemplary, simplified flowchart for performing an automated lane change on an exit;
• 3 an exemplary driving sequence (not true to scale); and
• 4th an exemplary exit length I _A , corridor length I _A and reserve R (not true to scale).

In 1 is an exemplary passenger car moving in the direction of the arrow 1 in an exit lane 10 with an embodiment of one in the vehicle 1 integrated driver assistance system 12th shown. At the exit lane 10 For example, it is a passing lane on a motorway with three lanes in each direction of travel. In addition to the direction of travel, the arrow shown also marks the center of the lane 10 .

The vehicle 1 includes a steering wheel 3 for manual steering of the vehicle 1 and a turn signal lever integrated in particular in the steering column 4th . The turn signal lever 4th can be in the zero position, in one of the two jogging flashing positions for a lane change on the left or right or in one of the two locked permanent flashing positions on the left or right.

For detecting the position of the turn signal lever 4th control electronics are used 2 showing the position of the turn signal stalk 4th to the driver assistance system 12th forwards.

Furthermore, there is an electromechanical steering system with a steering actuator 5 provided with an electric motor, which via an electronic steering control unit 6th is controlled.

In addition, there is an environment sensor system 13th with a front camera and a front radar available. Using the camera image of the front camera, in the camera evaluation of the driver assistance system 12th the lateral boundary lines of the current lane 10 measured and the secondary lane 11th recognized and measured. In addition, the camera image can be used to identify a lane marking splitting which characterizes the beginning of an exit, and an emergency lane next to the outer lane when driving in the outer lane. Using the camera image, a recognized adjacent lane can be classified as a hard shoulder; this classification as a hard shoulder can be based, for example, on the detection of the type of lane marking, the evaluation of the lane width and the detection of built-up areas.

The environment sensors 13th In addition to the front camera, it includes a radar system to detect other road users. One or more lateral radar sensors can be provided for the detection of lateral objects or for specifying a free space next to the vehicle (for example three radar sensors per side: front, center, rear).

The driver assistance system 12th serves among other things to the vehicle 1 automated in one on the current lane 10 related transverse position (lane keeping function). The steering control unit is used for this 6th on the part of the driver assistance system 12th appropriately controlled as part of the automated lateral guidance. The driver assistance system 12th also serves for the automated longitudinal guidance of the motor vehicle 1 . During the active lane keeping function, the automated longitudinal guidance works in the sense of a speed and distance control, also known as ACC (Adaptive Cruise Control). The driver assistance system controls the automated longitudinal guidance 12th both the drive torque of the vehicle drive 25th as well as any requested braking torque of the service brake system 26th .

The driver assistance system 12th also includes a lane change function for performing automated lane changes with automated longitudinal and lateral guidance. The lane change assistance function is used in response to actuation of the indicator lever 4th the vehicle 1 as part of an automated lane change maneuver with automatic transverse and longitudinal guidance based on the current lane 10 to an immediately adjacent target lane (e.g. the lane 11th ) automatically controlled. For example, an automated lane change is triggered if the turn signal lever 4th is held in a jog flashing position for a period greater than or greater than or equal to a threshold value (e.g. 1 s). During the automated lane change maneuver, both the lateral guidance and the longitudinal guidance are provided by the driver assistance system 12th accepted. The lane change function also serves to align the vehicle with corresponding gaps between vehicles in the neighboring lane by means of automated longitudinal guidance.

There is also a navigation system 23 intended for route guidance. The navigation system provides information when route guidance is active 23 the driver assistance system 12th Among other things, with information on the next motorway exit ahead, which is on the route of the route guidance.

If the driver assistance system 12th with knowledge of the current lane 10 and the target lane determines that one or more lane changes are required in order to follow an exit to be taken as part of the route guidance, the driver is informed of the lane change by a display in the vehicle cockpit or via a head-up display. By means of a suitable trigger operator action, e.g. B. by tapping flashing, the driver can then trigger an automated implementation of the required lane changes on the exit.

In the following, in 2 combined with 3 and 4th the functionality of the driver assistance system 12th in the implementation of automated lane changes in the case of a motorway exit ahead.

It is assumed, for example, that the vehicle 1 initially in the left lane 10 For example, a three-lane motorway with active automated transverse and longitudinal guidance drives at high speed, as shown in 3 is shown.

The flowchart in 2 is with regard to the in 3 The exit situation shown has been simplified and does not reflect all possible exit situations. In addition, not all steps carried out by the driver assistance system are shown.

It is assumed that ACC, the lane keeping function and route guidance have been activated (see step 100 in 2 ).

The driver assistance system 12th then puts in step 110 based on the information from the navigation system 23 stipulates that an exit ahead must be taken.

In the position P1 in 3 is the driver assistance system 12th known which lane the vehicle is in 1 is currently located (namely in the lane 10 ) and on which target lane (here the lane 32 ) has to be changed in order to follow the navigation destination (the exit). Further is the vehicle 1 known that n lane changes (here n = 3) are required to follow the exit.

In step 120 becomes the corridor length for the last single lane change from the lane adjacent to the exit 31 on the exit lane 32 definitely.

In 4th the exit length I _A , the corridor length I _K and the reserve R are shown as examples. The exit _{length I A} is here from the beginning of the exit to the end of the non-solid right lane marking of the outer lane 31 measured. The dependent length I _{K of} the lane change corridor results as the exit _{length I A} reduced by a reserve R, ie I _K = I _A - R, the reserve being, for example, in the range from 30 to 140 m, e.g. B. R = 70 m.

Furthermore, in step 120 the temporally first individual lane change prepared by the vehicle 1 in the current lane 10 by adapting the vehicle speed to a gap between the vehicles in the adjacent lane that is suitable for the first individual lane change 11th is aligned.

In step 130 it is checked whether an automated multiple lane change from the current lane 10 on the lane 32 the exit is feasible and can be offered to the driver.

In the exemplary embodiment, the driver is only offered a multiple lane change in the case of at least two individual lane changes that can be carried out, with the last individual lane change on the exit being assessed _{as feasible or not feasible depending on the exit length I A} : If the exit length I _A and so that the corridor length I _{K is} too short (e.g. I _K = I _A - R <S), the last single lane change to the exit is not considered to be feasible, whereas with a sufficiently long exit length and thus a sufficiently long corridor length I _K (e.g. I _K = I _A - R ≥ S) the last individual lane change on the exit is assessed as feasible.

So if based on the current lane 10 the total number of single lane changes that can be carried out on the exit 32 taking into account the last individual lane change to the exit 32 is at least 2, the driver is offered a multiple lane change, see step 140 (e.g. through the output in the vehicle cockpit "Trigger lane change to follow route").

It will be in step 150 Checks whether the driver confirms the offer to change lanes several times by performing an operator action (e.g. moving the turn signal lever to the one-touch flashing position). If the driver has confirmed the multiple lane change with the operator action, an automated multiple lane change is started.

For the sake of simplicity, it is assumed that the multiple lane change can initially be carried out as far as the outer lane 31 , ie until the exit 32 adjacent lane 31 can be carried out (see step 160 ). The vehicle 1 is then in the outer lane 31 at the height of P2 in 3 . About the actual implementation of the remaining individual lane change from the outer lane 31 on the lane 32 will be decided depending on further requirements.

In step 170 becomes the vehicle 1 automatically delayed to a lane change starting speed (longitudinal speed of the vehicle), with the lane change next to the exit after the delay 31 on the exit 32 can be done.

The lane change output speed to be set by the cruise control is determined as a function of the length I _{K of} the lane change corridor, which in turn depends on _{the exit length I A.} With a shorter exit length I _A , the vehicle decelerates to a lower speed than with a longer exit length I _A.

In order to carry out the automated lane change, a lane marking splitting that marks the beginning of the exit must be carried out 40 can be detected by means of the camera sensors in order to determine the in the electronic map of the navigation system 23 to verify the stored position of the start of the exit. As in 4th shown, splits at the point of lane marker split 40 the right lane marker of the outer right lane 31 in two lane markings, namely in a non-solid lane marking 41 following the path of this trail 31 further follows, and in a solid lane marking the path of this lane 31 no longer follows and the newly emerging exit lane 32 limited to the right.

The lane marker splitting is detected, for example, approx. 40 m before the start of the exit (in the 3 not to scale at position P3 ).

It will be in step 180 checked whether the position of the detected lane marker splitting 40 within a defined tolerance band around the part of the navigation system 23 assumed position of the start of the exit. The tolerance band has, for example, a length of ± 150 m around the part of the navigation system 23 assumed position of the start of the exit. When the position of the detected lane marker splitting 40 is within the tolerance band around the assumed start of the exit, the detection of the lane marker splitting is taken into account as a release requirement for an automated lane change, whereas in the case of a detected lane marker splitting whose position is outside the tolerance band around the assumed start of the exit, the lane marker splitting is rejected as invalid.

Unless in step 180 a valid lane marker marking has been detected in the tolerance band in step 190 Using the environment sensors, it is checked whether there is to the right of the lane being traveled on 31 , next to the vehicle 1 (ie approximately at the height of the vehicle 1 ), a free space and a hard shoulder. This indicates that the vehicle is 1 in front of the exit. The recognized free space and hard shoulder next to the vehicle at the height of the position P3 is in 3 with the reference number 41 marked.

The exit length I _A is used in step 200 starting from the position of the lane marker split 40 a lane change corridor K is determined which is shorter by a reserve R than the exit length I _A. In this lane change corridor K, the lateral individual lane change maneuver should be different from that of the exit 32 neighboring lane 31 to be started on the exit.

Unless in step 210 it was recognized that the vehicle 1 has reached the lane change corridor K in step 220 the remaining lane change from the outer lane 31 on the exit 32 started in lane change corridor K (in 3 this point is marked with P4).

The automatic lane change on the exit 32 is therefore only permitted if the camera sensors result in a valid lane marker splitting 40 has been recognized and the exit is long enough according to the map data. On the basis of the exit _{length I A} , starting from the position of the lane marking splitting, the corridor K was defined in which the lane change may be started and which must be smaller than the exit length I _A.

Unless in step 190 the clearance detection or the hard shoulder detection is negative or in step 180 after an interruption period has elapsed (see the dotted connection in 2 ) no valid lane marker splitting is detected, takes place in the outer lane 31 an aborted maneuver and the driver receives a corresponding notification of the aborted maneuver (for example through the following text output: "Multiple lane change completed. Please follow route manually"). The driver must make the remaining change from the lane 31 on the exit 32 then do it manually.

If according to the query 130 no multiple lane changes are offered except for the exit, are according to step 300 several automated individual lane changes are offered one after the other (e.g. each with the output “initiate lane change, pay attention to traffic”), in which the driver has to trigger each automated individual lane change with an operator action (see the query 310 ), whereby the respective individual lane change is then carried out automatically (see step 320 ).

If in the query 330 it is determined that the outer lane 31 is reached according to step 340 the vehicle 1 is delayed to a lane change output speed dependent on the corridor length I _K , as has already been done in connection with step 170 was explained.

If in the query 350 it was recognized that the vehicle 1 the exit 32 has already approached a threshold value Ds to a distance D less than or according to the query 360 a lane marker splitting within a tolerance band (as with respect to interrogation 180 has already been explained) is recognized, provided that the corridor _{length I K is} greater than or equal to the threshold value S (see query 370 ), a lane change notice for performing an automated lane change from the outer lane 31 on the exit 32 issued to the driver (see step 380 , e.g. B. Output “Activate lane change, pay attention to traffic”). If a corresponding operator action is carried out on the driver's side (see query 400 ), the final automated individual lane change takes place from the outer lane 31 on the exit 32 (see step 220 ).

If, however, the corridor length I _K according to the query 370 is too short, a message is given to carry out a manual lane change (see step 390 , e.g. B. Output “Change lane now to follow route”).

If, in the case of a multiple lane change with two or more individual lane changes, the single lane change from the lane adjacent to the exit 31 on the exit lane 32 is not feasible, must at the latest after reaching the lane adjacent to the exit 31 the driver has to change lane from this lane because the exit length I _{A is too short in this case} 31 on the exit 32 Carry out manually, if necessary, a manual lane change to the lane adjacent to the exit may already have to be carried out beforehand 31 or in a lane further to the left. In this case, the system prompts the driver at the latest when he reaches the lane adjacent to the exit 31 to do this (for example with the following text output: "Multiple lane change completed. Please follow route manually").

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 102016216135 A1 [0002]

Non-patent literature cited

• Standard SAE J3016 [0007]

Claims (13)

Driver assistance system (12) for a motor vehicle (1) with a lane change function for performing an automated lane change with at least automated transverse guidance to an exit (32), which is set up to determine, based on information from a map-based navigation system (23) for route guidance, that a lane change an exit (32) is required in order to follow the route guidance, - after determining a necessary lane change to the exit (32), based on information from the map-based navigation system (23), an exit length (I _A ) for changing lanes to the exit (32 ), and - to take into account the specific exit length (I _A ) for the lane change function. Driver assistance system (12) Claim 1 , the driver assistance system (12) being set up to carry out the automated lane change to the exit (32) provided that the exit _{length (I A} ) or a variable dependent on the exit length, in particular the length (I _K ) of a lane change corridor, is greater or greater than or equal to a certain threshold value. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system (12) is set up, - _{to decide whether to offer an automated lane change to the exit (32) to the driver as a function of the exit length (I A} ), in particular as a function of the Length (I _K ) of a _{lane change corridor dependent on the exit length (I A} ), - according to the decision to offer an automated lane change to the exit (32), - to determine a driver-side operator action to carry out the automated lane change to the exit (32), - under perform the automated lane change to exit (32) if the operator action is required. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system supports an automated multiple lane change over several lanes, which comprises several successive automated single lane changes each by one lane, and the driver assistance system is set up, a multiple lane change on the exit (32), in particular to carry out the individual lane change from the adjacent lane (31) to the exit (32), depending on the determined exit length (I _A). Driver assistance system (12) Claim 4 The driver assistance system is set up to decide whether to offer an automated multiple lane change to the driver, with a multiple lane change being offered in the case of at least two feasible individual lane changes, and a single lane change to the exit (32) depending on the exit _{length (I A} ), in particular depending on the length (I _K ) of a lane change corridor dependent on the exit length, is assessed as feasible or impracticable, - according to the decision to offer the driver an automated multiple lane change, - a driver-side operator control action to carry out the multiple lane change, and - under the condition of the driver's acceptance to carry out the automated multiple lane change. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system is set up to determine the length (I _K ) of a lane change corridor for changing lanes from the lane adjacent to the exit to the exit as a function of - the exit _{length (I A} ) and - a reserve ( R) to be determined. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system is set up - after detection of a lane marker splitting (40) characterizing the beginning of the exit (32) and / or - change a lane change corridor (K) for changing lanes from the lane adjacent to the exit (31) on the exit lane (32) depending on • the lane marking splitting (40) and / or change that characterizes the beginning of the exit and • the exit length (I _A ), and - the automated lane change from the lane adjacent to the exit ( 31) to align the exit lane (40) with the lane change corridor (K) so that the automated lane change maneuver from the lane (31) adjacent to the exit to the exit (32) in the lane change corridor (K) is at least partially carried out, in particular in the Lane change corridor (K) starts. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system is set up to carry out an automated lane change from the lane (31) adjacent to the exit to the exit (32), provided that one next to this lane (31), in particular next to the vehicle (1), - Free space and / or - Hard shoulder was recognized. Driver assistance system (12) Claim 8 , wherein the driver assistance system supports an automated multiple lane change over several lanes, which comprises several successively carried out automated individual lane changes, each by one lane, and the driver assistance system is set up, in the case of an automated multiple lane change on the exit, the automated single lane change from the the lane (31) adjacent to the exit onto the exit (32) provided that a free space (41) and / or hard shoulder (41) located next to this lane - in particular next to the motor vehicle (1) - has been detected. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system is set up, before the automated lane change to the exit (32), to decelerate the motor vehicle (1) in the lane (31) adjacent to the exit to a lane change starting speed and the lane change The exit speed depends on the exit length (I _A ) or a variable that depends on the exit length, in particular the length (I _K ) of a lane change corridor. Driver assistance system (12) according to one of the preceding claims, wherein the driver assistance system is set up, depending on the exit _{length (I A} ), in particular depending on the length (I _K ) of a _{lane change corridor dependent on the exit length (I A} ), a lane change notice to trigger a automated lane change from the lane adjacent to the exit to the exit, in particular depending on the exit length (I _A ) - either a lane change notice to trigger an automated lane change from the lane adjacent to the exit to the exit or - a lane change notice to carry out a manual lane change from the lane adjacent to the exit to the exit. A method for performing an automated lane change with at least automated transverse guidance to an exit (32) on the part of a motor vehicle (1), with the following steps: - Establishing on the basis of information from a map-based navigation system (23) for route guidance that a lane change to an exit is necessary, to follow the route guidance; - after determining a required lane change to the exit, determining, based on information from the map-based navigation system (23), an exit length (I _A ) for changing lanes to the exit, and - taking into account the determined exit length (I _A ) for the automated lane change. Software with program code for carrying out the method according to Claim 12 if the software is on one or more

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