DE102020117160B3 - Method and vehicle system for operating a lane change assistant - Google Patents

Abstract

A vehicle system for operating a lane change assistance function of a motor vehicle is described. The vehicle system is set up to determine a value of a degree of urgency for a route-related lane change, the value of the degree of urgency indicating the urgency for the vehicle to change lanes in order to drive along a planned route. The vehicle system is also set up to operate the lane change assistance function as a function of the determined value of the degree of urgency.

Description

The invention relates to a vehicle with a lane change assistance function. In particular, the invention relates to a method and a corresponding vehicle system for operating a lane change assistant and / or for selecting a gap for a lane change.

A vehicle can have a vehicle system that is designed to assist a driver of the vehicle in driving the vehicle. In particular, the vehicle system can support the driver in reaching the target lane to be used for a journey to a specific navigation destination on a multi-lane roadway. For example, the vehicle system can be set up to recognize that the vehicle should leave the lane currently being driven at an exit or intersection ahead in order to reach a navigation destination planned on the navigation system of the vehicle, or to drive on a planned route. In this context, it may be necessary for the vehicle to carry out one or more lane changes in order to be able to leave the lane currently being driven on at the exit or intersection ahead. DE 10 2016 216 134 A1 describes a driver assistance system for informing a driver about a required lane change. DE 103 22 303 A1 describes a method for determining the traffic situation. DE 10 2017 219 471 A1 and DE 10 2017 222 160 A1 each describe a method for carrying out an autonomous lane change.

This document deals with the technical task of providing particularly reliable, safe and convenient support when performing one or more route-related lane changes.

The problem is solved by each of the independent claims. Advantageous embodiments are described, inter alia, 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 technical teachings described in the description, which can form an invention that is independent of the features of the independent patent claims.

According to one aspect, a vehicle system for operating a lane change assistance function of a (motor) vehicle is described. The lane change assistance function can be designed to support the driver of the vehicle in guiding the vehicle along a planned route. It may be necessary (e.g. before departing from the road currently being driven on and / or at an intersection or fork) for the vehicle to change lanes in order to drive along the planned route. A lane change that results from a planned driving route and / or that is required to follow a planned driving route is also referred to in this document as a driving route-related lane change.

The vehicle system is set up to determine the value of an urgency measure for a route-related lane change. The value of the degree of urgency can be determined in such a way that the value of the degree of urgency indicates the urgency for the vehicle to change lanes in order to drive along the planned route. The urgency of the lane change can increase as the value of the degree of urgency increases. On the other hand, a relatively low value of the degree of urgency can indicate a relatively low urgency of the route-related lane change. In an alternative example, a high level of urgency indicates a low level of urgency and a low level of urgency indicates a high level of urgency.

The vehicle system can also be set up to operate the lane change assistance function as a function of the determined value of the degree of urgency.

The vehicle system can in particular be set up to select a gap in the neighboring lane to which a change is to be made in the course of the route-related lane change, depending on the determined value of the degree of urgency. For example, the vehicle system can be set up to define and / or adapt one or more selection criteria for selecting the gap in the neighboring lane as a function of the determined value of the degree of urgency. One or more restrictions in the selection of a gap can be reduced as the urgency of the lane change increases. Exemplary restrictions are: the prioritization of a gap at the front over a gap at the rear, the minimum size of a gap, etc.

As an alternative or in addition, the vehicle system can be set up to output a message in relation to the route-related lane change as a function of the determined value of the degree of urgency. In particular, the point in time for the output of a message in relation to the route-related lane change can be determined as a function of the determined value of the degree of urgency. The information can be displayed on a screen, for example. The time at which the notice is issued can be brought forward with increasing urgency.

Taking into account the value of a degree of urgency for a route-related lane change makes it possible to increase the comfort, safety and / or reliability of a lane change assistance function to support lane changes due to the route.

The vehicle system can be set up to carry out the route-related lane change as part of the lane change assistance function, automatically guide the vehicle along the ego lane (the vehicle was in before the lane change) in order to bring the vehicle to a specific (possibly selected by the vehicle system) Bring a gap in the neighboring lane. Alternatively or additionally, the vehicle system can be set up to automatically guide the vehicle longitudinally and / or transversely into the gap (possibly selected by the vehicle system) in the neighboring lane, in particular in response to an initiation by the driver of the vehicle. In this way, the comfort and safety of the vehicle can be increased when routing along a planned route.

The vehicle system can be set up to determine a traffic indicator for the traffic situation in the vicinity of the vehicle. The traffic indicator can represent a measure of the difficulty of changing lanes based on the current traffic situation. Typically, the difficulty of changing lanes is increased by relatively dense traffic and / or by traffic at a relatively high speed. Furthermore, a lane change is usually made more difficult by a relatively low speed difference between the speed of the vehicle and the traffic in the neighboring lane (since in this case the vehicle only passes relatively few gaps for the lane change in the neighboring lane). The traffic indicator can therefore be determined on the basis of the traffic density and / or on the basis of the driving speed of the traffic and / or on the basis of the driving speed of the vehicle.

The traffic indicator can be determined on the basis of environment data from one or more environment sensors of the vehicle. Exemplary surroundings sensors are: a radar sensor, a lidar sensor, an image camera, an ultrasonic sensor, etc. The value of the degree of urgency can then be determined in a particularly precise manner on the basis of the traffic indicator.

The vehicle system can be set up to determine a traffic indicator for the traffic situation in the ego lane on which the vehicle is traveling before the route-related lane change. The value of the degree of urgency can then be determined on the basis of the traffic indicator for the ego lane. Alternatively or in addition, the traffic indicator can be determined for the traffic situation in the neighboring lane to which a change is to be made in the course of the route-related lane change. The value of the degree of urgency can then be determined on the basis of the traffic indicator for the neighboring lane. In particular, the value of the degree of urgency can be determined on the basis of the traffic indicator for the ego lane and for the neighboring lane.

The vehicle system can be set up to determine a corresponding sequence of instantaneous traffic indicators at a sequence of successive points in time. An instantaneous traffic indicator can display the traffic situation selectively at a specific point in time. The individual instantaneous traffic indicators can each (possibly alone) be determined on the basis of the surrounding data for the respective point in time. The instantaneous traffic indicator for a selected point in time can thus describe the traffic situation at precisely this selected point in time (in particular without taking environmental data into account for other points in time).

The traffic indicator for a specific point in time can be determined by filtering, in particular by low-pass filtering (e.g. using a PT1 filter), the sequence of instantaneous traffic indicators for a sequence of previous points in time at the specific point in time. Furthermore, the value of the degree of urgency for the specific point in time can be determined on the basis of the traffic indicator for the specific point in time. In addition, the lane change assistance function can be operated at the specific point in time as a function of the determined value of the degree of urgency for the specific point in time.

By filtering the traffic indicator over time, which is used to determine the value of the degree of urgency, particularly stable operation of the lane change assistance function can be brought about.

The vehicle system can thus be set up to determine an updated value of the degree of urgency at a sequence of points in time. The updated value of the The degree of urgency can then be taken into account when operating the lane change assistance function.

The traffic indicator can be determined on the basis of one or more parameters for the traffic situation and / or for the difficulty of changing lanes due to the traffic situation. Exemplary parameters are the traffic density, the traffic flow, the traffic speed (especially the average speed) in a lane, the speed of the vehicle and / or the speed difference between the speed of the vehicle and the speed of the traffic in the neighboring lane.

The vehicle system can be set up, for example, to determine the (instantaneous) traffic density of the traffic in the vicinity of the vehicle, in particular on one or more lanes in the vicinity of the vehicle. The traffic density can be determined on the basis of the surrounding data. The traffic indicator and / or the value of the degree of urgency can then be determined on the basis of the traffic density.

Alternatively or in addition, the vehicle system can be set up to determine the traffic speed, in particular the mean traffic speed, of the traffic in the vicinity of the vehicle, in particular on one or more lanes in the vicinity of the vehicle. The traffic indicator and / or the value of the degree of urgency can then be determined on the basis of the traffic speed.

In particular, the vehicle system can be set up on the basis of the traffic speed and on the basis of the traffic density of the traffic in the vicinity of the vehicle, in particular of the traffic in one or more lanes in the vicinity of the vehicle, the traffic flow in the vicinity of the vehicle, in particular on one or more lanes in the vicinity of the vehicle. The traffic flow can e.g. be determined as the product of the traffic density and the traffic speed. The traffic indicator and / or the value of the degree of urgency can then be determined on the basis of the traffic flow.

Alternatively or in addition, the vehicle system can be set up to determine the speed difference between the driving speed of the vehicle and the traffic driving speed of the traffic in the neighboring lane to which a change is to be made in the course of the route-related lane change. The traffic indicator and / or the value of the degree of urgency can then be determined on the basis of the differential speed.

In particular, the vehicle system can be set up to determine the traffic indicator on the basis of the traffic density, on the basis of the traffic flow and / or on the basis of the differential speed. The traffic indicator can be determined as a weighted mean value of the traffic density, the traffic flow and the differential speed. Furthermore, the traffic indicator can be determined in such a way that the traffic indicator is normalized between a minimum value, in particular zero, and a maximum value, in particular one.

By taking into account different parameters for describing the traffic situation in the vicinity of the vehicle, the value of the degree of urgency can be determined in a particularly precise manner.

• • die Verkehrsdichte in dem Umfeld des Fahrzeugs ansteigt; und/oder
• • die Verkehrs-Fahrgeschwindigkeit von dem Verkehr in dem Umfeld des Fahrzeugs ansteigt; und/oder
• • der Verkehrsstrom von dem Verkehr in dem Umfeld des Fahrzeugs ansteigt; und/oder
• • die Differenzgeschwindigkeit der Fahrgeschwindigkeit des Fahrzeugs zu der Verkehrs-Fahrgeschwindigkeit von dem Verkehr auf der Nachbar-Fahrspur, auf die im Rahmen des Fahrrouten-bedingten Spurwechsels gewechselt werden soll, abfällt bzw. sinkt (da dann von dem Fahrzeug weniger mögliche Lücken für den Spurwechsel überholt werden).

The vehicle system can be set up to determine the value of the degree of urgency in such a way that the value of the degree of urgency indicates an increasing objectivity for the route-related lane change, if

• • the traffic density in the vicinity of the vehicle increases; and or
• The traffic speed of the traffic in the vicinity of the vehicle increases; and or
• • the flow of traffic in the vicinity of the vehicle increases; and or
• • the difference in speed between the driving speed of the vehicle and the traffic driving speed of the traffic in the neighboring lane to which a change is to be made in the course of the route-related lane change falls or sinks (since the vehicle then has fewer possible gaps for the lane change be overhauled).

In particular, the value of the degree of urgency can be determined in such a way that a relatively high value of the degree of urgency indicates a relatively high degree of urgency and that a relatively low value indicates a relatively low degree of urgency. Such a standardized degree of urgency can be used for precise control of the lane change assistance function.

As already explained above, the vehicle system can be set up to determine environment data in relation to the environment of the vehicle, in particular by means of one or more environment sensors of the vehicle. The value of the urgency measure, especially the traffic indicator for the The traffic situation in the vicinity of the vehicle can then be determined in a precise manner on the basis of the environment data.

The vehicle system can be set up to determine distance information relating to the distance of the vehicle to a travel route point on the planned travel route at which the vehicle should be arranged in the target lane or from which the vehicle should drive into the target lane or can to drive along the planned route. Alternatively or in addition, the vehicle system can be set up to determine lane change information in relation to the number of lanes between the ego lane on which the vehicle is traveling before the route-related lane change and the target lane. The distance information and / or the lane change information can be determined based on position data relating to the current position of the vehicle (e.g. based on the GPS coordinates of the vehicle) and / or based on digital map information relating to the road network on which the vehicle is traveling.

The value of the degree of urgency can then be determined in a particularly precise manner as a function of the distance information and / or as a function of the lane change information. This can be done in particular in such a way that the value of the degree of urgency indicates an increasing thinginess for the route-related lane change when the distance information indicates a decreasing distance to the route point and / or when the lane change information shows an increasing number of lanes between the ego lane and shows the target lane. The value of the degree of urgency can thus increase the closer the vehicle approaches the route point and / or the more lane changes have to be carried out.

The vehicle system can be set up to determine the value of the degree of urgency on the basis of the distance information and on the basis of the traffic indicator in such a way that the influence of the traffic indicator on the value of the degree of urgency decreases as the distance from the route point decreases. In particular, a weight with which the traffic indicator is taken into account when determining the value of the degree of urgency can depend on the distance information, in particular in such a way that the weight decreases as the distance from the route point decreases. In this way, the urgency of the route-related lane change can be determined in a particularly precise manner.

According to a further aspect, a further vehicle system for operating a lane change assistance function of a (motor) vehicle is described. The aspects described in this document for a vehicle system can be combined with one another in any way. In particular, the aspects described above can each be combined individually or in combination with the following aspects.

The vehicle system can be configured to determine that the vehicle should perform a route-related lane change in order to drive along a planned route. The planned route can be planned with a navigation system of the vehicle. It can be determined on the basis of the position data in relation to the current position and / or on the basis of digital map information in relation to the road network on which the vehicle is traveling that a route-related lane change should be carried out. Furthermore, the value of the degree of urgency for the route-related lane change can be determined (as explained above).

The vehicle system can also be set up to determine a set of gaps (also referred to for short as a set or alternatively as a gap list or list) of available gaps in the neighboring lane to which a change is to be made as part of the route-related lane change. The individual gaps can be limited by a front gap object (e.g. another vehicle) and / or by a rear gap object (e.g. another vehicle). The terms “front” and “rear” relate to the direction of travel of the vehicle. The one or more available gaps can be ascertained or detected on the basis of the environment data from the one or more environment sensors of the vehicle.

Furthermore, the vehicle system can be set up to select a gap for the route-related lane change from the set of gaps. The gap can be selected in such a way that a gap on the front side of the vehicle (in front of the front of the vehicle) has a higher priority in the selection than a gap on the rear side of the vehicle (which is at least partially or completely behind the front and rear / or is arranged behind the rear of the vehicle). In other words, a front gap can be preferred to a rear gap when selecting a suitable gap. In this way, a selection of gaps can be brought about, which can typically be understood particularly well by the driver of the vehicle. Furthermore, the influence of the lane change on the surrounding traffic can be reduced. A particularly convenient, safe and reliable operation of the lane change assistance function can thus be achieved.

Even if a gap at the front is preferred over a gap at the rear and / or is selected with a higher priority, it may happen that a rear gap is selected, especially if no front gap can be found that meets one or more selection criteria and is thus recognized as suitable for the lane change.

The lane change assistance function for the route-related lane change can be operated as a function of the selected gap, in particular with the selected gap. In particular, the vehicle system can be set up to support and / or carry out a lane change of the vehicle into the selected gap in the neighboring lane as part of the lane change assistance function for the route-related lane change. The driver of the vehicle can be given an indication of the selected gap (e.g. to induce the driver to manually drive into the selected gap in the neighboring lane). As an alternative or in addition, the vehicle can be automatically guided longitudinally up to the level of the selected gap in the vehicle's ego lane. As an alternative or in addition, the vehicle can be automatically guided longitudinally and / or transversely into the selected gap in the neighboring lane, in particular in response to an initiation by the driver of the vehicle. In this way, particularly reliable, comfortable and safe support can be provided for route guidance and, in particular, for the route-related lane change.

The vehicle system can be set up, as part of the lane change assistance function for the selected gap, to check whether the selected gap can still be reached by the vehicle. The selected gap can be checked repeatedly, in particular periodically, at a sequence of points in time. At any point in time, it can then be determined whether or not the selected gap can still be reached by the vehicle. By repeatedly checking the accessibility or the availability of the selected gap, the security of the lane change assistance function can be further increased.

The vehicle system can be designed to terminate the lane change assistance function in the selected gap if it is determined that the selected gap can no longer be reached by the vehicle. A message can then be output to the driver of the vehicle in order to inform the driver that the lane change assistance function has been aborted in the selected space. Alternatively or additionally, the vehicle system can be set up to select an alternative gap from the set of gaps if it is determined that the selected gap can no longer be reached by the vehicle. The lane change assistance function can then be operated as a function of the alternative gap. In this way, the safety and availability of the lane change assistance function can be further increased.

The vehicle system can be set up to select an alternative gap from the set of gaps that lies behind the originally selected gap in relation to the direction of travel of the vehicle. Alternatively or additionally, the alternative gap can be selected in such a way that the alternative gap is as small as possible from the selected gap. In this way, the convenience and safety of the lane change assistance function can be further increased.

• • ein Auswahlkriterium in Bezug auf die erforderliche Minimalgröße der betrachteten verfügbaren Lücke; dieses Auswahlkriterium weist als Auswahlparameter die Größe der Lücke auf, und weist als ggf. veränderbaren Auswahl-Schwellenwert für diesen Auswahlparameter die erforderliche Minimalgröße auf; und/oder
• • ein Auswahlkriterium in Bezug auf die maximal zulässige Relativgeschwindigkeit des Fahrzeugs zu einem die betrachtete verfügbare Lücke begrenzenden (vorderen und/oder hinteren) Lückenobjekt; dieses Auswahlkriterium weist als Auswahlparameter die Relativgeschwindigkeit und als ggf. veränderbaren Auswahl-Schwellenwert die maximal zulässige Relativgeschwindigkeit auf; und/oder
• • ein Auswahlkriterium in Bezug auf den minimal und/oder maximal zulässigen bzw. erforderlichen Abstand des Fahrzeugs zu einem die betrachtete verfügbare Lücke begrenzenden (vorderen und/oder hinteren) Lückenobjekt; insbesondere kann für eine frontseitige Lücke ein Auswahlkriterium in Bezug auf einen minimal erforderlichen Abstand des Fahrzeugs zu dem vorderen und/oder hinteren Lückenobjekt der frontseitigen Lücke berücksichtigt werden (um zu bewirken, dass eine Lücke in vorausschauender Weise ausgewählt wird); andererseits kann für eine heckseitige Lücke ein Auswahlkriterium in Bezug auf einen maximal zulässigen Abstand des Fahrzeugs zu dem vorderen und/oder hinteren Lückenobjekt der heckseitigen Lücke berücksichtigt werden (um zu bewirken, dass sich das Fahrzeug für den Spurwechsel nicht zu weit zurückfallen lässt); diese ein oder mehreren Auswahlkriterien weisen als Auswahlparameter den Abstand des Fahrzeugs zu dem vorderen und/oder hinteren Lückenobjekt und als ggf. veränderbaren Auswahl-Schwellenwert den minimal erforderlichen und/oder den maximal zulässigen Abstand auf; und/oder
• • ein Auswahlkriterium in Bezug auf die maximal zulässige Zeitdauer, um das Fahrzeug (ggf. automatisiert) bis auf Höhe der betrachteten verfügbaren Lücke längszuführen; dieses Auswahlkriterium weist als Auswahlparameter die Zeitdauer und als ggf. veränderbaren Auswahl-Schwellenwert die maximal zulässige Zeitdauer auf; und/oder
• • ein Auswahlkriterium in Bezug auf die minimal zulässige Time-To-Collision (TTC) Zeitdauer des Fahrzeugs mit einem die betrachtete verfügbare Lücke begrenzenden (vorderen und/oder hinteren) Lückenobjekt, insbesondere ausgehend von der aktuellen Position und/oder ausgehend von der aktuellen Fahrgeschwindigkeit des Fahrzeugs; dieses Auswahlkriterium weist als Auswahlparameter die TTC-Zeitdauer und als ggf. veränderbaren Auswahl-Schwellenwert die minimal zulässige TTC-Zeitdauer auf; und/oder
• • ein Auswahlkriterium in Bezug auf die maximal zulässige Verzögerung und/oder Beschleunigung des Fahrzeugs bei dem Spurwechsel in die betrachtete verfügbare Lücke; dieses Auswahlkriterium weist als Auswahlparameter die Verzögerung und/oder Beschleunigung des Fahrzeugs und als ggf. veränderbaren Auswahl-Schwellenwert die maximal zulässige Verzögerung und/oder Beschleunigung des Fahrzeugs auf; und/oder
• • ein Auswahlkriterium in Bezug auf den minimal zulässigen Abstand des Fahrzeugs und/oder in Bezug auf die minimal zulässige Fahr-Zeitdauer des Fahrzeugs mit einem die betrachtete verfügbare Lücke begrenzenden (vorderen und/oder hinteren) Lückenobjekt, nachdem das Fahrzeug für den Spurwechsel auf Höhe der betrachteten verfügbaren Lücke längsgeführt wurde; der minimal zulässige Abstand und die minimal zulässige Fahr-Zeitdauer sind dabei typischerweise über die Fahrgeschwindigkeit des Fahrzeugs ineinander umrechenbar bzw. proportional zueinander; der minimal zulässige Abstand kann dem Abstand zwischen dem Fahrzeug und dem (vorderen und/oder hinteren) Lückenobjekt entsprechen, bei dem mit dem Spurwechsel in die betrachtete verfügbare Lücke begonnen wird; dieses Auswahlkriterium weist als Auswahlparameter die Fahr-Zeitdauer und/oder den Abstand und als ggf. veränderbaren Auswahl-Schwellenwert die minimal zulässige Fahr-Zeitdauer und/oder den minimal zulässigen Abstand auf; und/oder
• • ein Auswahlkriterium in Bezug auf die maximal zulässige Überhol-Zeitdauer zum Überholen der betrachteten verfügbaren Lücke; dieses Auswahlkriterium weist als Auswahlparameter die Überhol-Zeitdauer und als ggf. veränderbaren Auswahl-Schwellenwert die maximal zulässige Überhol-Zeitdauer auf.

The vehicle system can be set up to check for a specific or for a considered available gap (possibly for each gap) from the set of gaps whether the considered available gap fulfills one or more selection criteria. Exemplary selection criteria for checking an available gap under consideration are:

• • a selection criterion in relation to the required minimum size of the available gap under consideration; this selection criterion has the size of the gap as the selection parameter, and has the required minimum size as the optionally changeable selection threshold value for this selection parameter; and or
• A selection criterion with regard to the maximum permissible relative speed of the vehicle to a gap object (front and / or rear) delimiting the available gap under consideration; This selection criterion has the relative speed as the selection parameter and the maximum permissible relative speed as the optionally changeable selection threshold value; and or
• A selection criterion with regard to the minimum and / or maximum permissible or required distance of the vehicle from a (front and / or rear) gap object that delimits the available gap under consideration; in particular, a selection criterion in relation to a minimum required for a front gap Distance of the vehicle to the front and / or rear gap object of the front gap are taken into account (to cause a gap to be selected in a predictive manner); on the other hand, a selection criterion relating to a maximum permissible distance of the vehicle to the front and / or rear gap object of the rear gap can be taken into account for a rear gap (in order to ensure that the vehicle does not fall too far back for the lane change); These one or more selection criteria have as selection parameters the distance of the vehicle to the front and / or rear gap object and as a possibly changeable selection threshold value the minimum required and / or the maximum permissible distance; and or
• • a selection criterion with regard to the maximum permissible time to guide the vehicle (possibly automatically) up to the level of the available gap under consideration; this selection criterion has the time period as the selection parameter and the maximum permissible time period as the optionally changeable selection threshold value; and or
• A selection criterion in relation to the minimum permissible time-to-collision (TTC) duration of the vehicle with a (front and / or rear) gap object delimiting the available gap under consideration, in particular based on the current position and / or based on the current driving speed of the vehicle; this selection criterion has the TTC time period as the selection parameter and the minimum permissible TTC time period as the optionally changeable selection threshold value; and or
• A selection criterion with regard to the maximum permissible deceleration and / or acceleration of the vehicle when changing lanes into the available space under consideration; this selection criterion has the deceleration and / or acceleration of the vehicle as the selection parameter and the maximum permissible deceleration and / or acceleration of the vehicle as a selection threshold value that may be changed; and or
• • A selection criterion in relation to the minimum permissible distance of the vehicle and / or in relation to the minimum permissible driving time of the vehicle with a gap object (front and / or rear) that delimits the available gap under consideration, after the vehicle has reached the height for changing lanes the considered available gap was guided lengthways; the minimum permissible distance and the minimum permissible driving time can typically be converted into one another or proportional to one another via the driving speed of the vehicle; the minimum permissible distance can correspond to the distance between the vehicle and the (front and / or rear) gap object at which the lane change into the considered available gap is started; this selection criterion has the driving time duration and / or the distance as the selection parameter and the minimum permissible driving time duration and / or the minimum permissible distance as an optionally changeable selection threshold value; and or
• • a selection criterion with regard to the maximum permissible overtaking time to overtake the available gap under consideration; This selection criterion has the overtaking time period as a selection parameter and the maximum permissible overtaking time period as a selection threshold value that can be changed if necessary.

One or more selection criteria for the selection of a gap can thus be defined and used on the basis of one or more selection parameters, in particular on the basis of (possibly changeable or adjustable) selection threshold values for one or more selection parameters. A reliable selection of a suitable gap can thus be effected.

A selection criterion can thus define a selection threshold value for a specific or selected selection parameter which must be exceeded or fallen below so that the selection criterion is met. To check whether a gap has met the selection criterion, it can thus be checked whether the actual value of the selection parameter for the gap is greater or less than the selection threshold value of the selection parameter.

The vehicle system can be set up to take into account the available gap under consideration when selecting the gap for the route-related lane change (possibly only then) if the available gap under consideration meets the one or more selection criteria. In particular, the vehicle system can be set up to select the available gap under consideration (possibly only then) for the route-related lane change if the available gap under consideration meets the one or more selection criteria. Furthermore, the vehicle system can be set up to select an available gap and / or to terminate the search for a suitable gap as soon as an available gap is found that meets the one or more selection criteria. A particularly reliable and timely selection of a suitable gap can thus be achieved.

The vehicle system can, for example, be set up to sequentially (ie gradually) check the different available gaps from the set of gaps to determine whether the respective available gap meets the one or more (front or rear) selection criteria (and thus as a gap is suitable for changing lanes depending on the route). A checked gap can be selected for the route-related lane change as soon as it is recognized that the checked gap fulfills the one or more selection criteria. The further search for a suitable loophole, especially checking one or more further available gaps can then be canceled. The vehicle system can thus be set up to select the available gap from the set of gaps for the route-related lane change for which it is first determined that the available gap meets the one or more selection criteria (and thus as a gap for the route-related one Lane change is suitable). In this way, a suitable gap can be identified in an efficient and timely manner.

The vehicle system can be set up to prioritize a gap at the front over a gap at the rear by means of the sequence when searching for a gap that is suitable for the route-related lane change. In particular, the one or more gaps at the front from the set of gaps can be checked and, if necessary, selected before one or more gaps at the rear or a gap arranged at the level of the vehicle are checked and possibly selected. In this case, if necessary, a gap arranged at the level of the vehicle can be prioritized over a gap at the rear (in the order of the checking and, if applicable, the selection).

In particular, the vehicle system can be set up to prioritize a front gap over a rear gap in the selection by first checking the one or more front gaps from the set of gaps to determine whether they are suitable as a gap for the route-related lane change . Furthermore, a gap at the front can be prioritized in the selection over a gap at the rear in that the one or more gaps at the rear and / or a gap arranged at the level of the vehicle are only then checked to determine whether they are a gap for the route-related lane change are suitable if, in particular within the time-limited front time period, no front-side gap could be identified (and selected) that is suitable as a gap for the route-related lane change. In this way, an efficient and reliable prioritization of a gap on the front can be achieved.

The vehicle system can be set up to check the available gap under consideration on the basis of one or more front-side selection criteria if the available gap under consideration is a front-side gap. As an alternative or in addition, the vehicle system can be set up to check the available gap under consideration using one or more rear selection criteria if the available gap under consideration is a rear gap or a gap arranged at the level of the vehicle. In other words, the one or more rear selection criteria can then be applied if the available gap under consideration is a rear gap. As an alternative or in addition, the one or more rear-side selection criteria can be used if the available gap under consideration is a gap located at the level of the vehicle.

A gap at the front can be a gap in which the rear of the rear gap object is arranged at the same height as the front or in front of the front of the vehicle (with respect to the direction of travel). A rear gap can be a gap in which the front of the front gap object is arranged at the same level as the rear or behind the rear of the vehicle (with respect to the direction of travel). A gap located at the level of the vehicle can be a gap that is neither a front gap nor a rear gap. In particular, a gap arranged at the level of the vehicle can be a gap in which the rear of the rear gap object is arranged behind the front of the vehicle (with respect to the direction of travel) and in which the front of the front gap object is arranged in front of the rear of the vehicle (in relation to the direction of travel).

The one or more front-side selection criteria and the one or more rear-side selection criteria can be at least partially or completely different. In particular, the selection threshold values of the one or more selection parameters of the individual selection criteria can be at least partially different, depending on whether the specific selection criterion is designed as a rear selection criterion or as a front selection criterion. The same one or more selection criteria (with the same one or more selection parameters) can thus be used for checking a front gap and for checking a rear gap, but with different selection threshold values for the one or more selection parameters. In other words, a front-side selection criteria and a corresponding rear-side selection criteria can each have the same selection parameter but a different selection threshold value.

By taking into account different selection criteria, in particular differently parameterized selection criteria, for gaps in the front and rear, the comfort for the driver of the vehicle can be increased further.

The one or more front selection criteria can be more restrictive than the one or more rear selection criteria. In particular, the combination of the one or more front selection criteria can be more restrictive than the combination of the one or more rear selection criteria. In particular, the one or more front selection criteria (in combination) and the one or more rear selection criteria (in combination) be such that if the considered available gap fulfills the one or more front selection criteria, the considered available gap also fulfills the one or more rear selection criteria, and / or that if the available gap under consideration meets the one or more rear selection criteria, the available gap under consideration does not necessarily meet the one or more front selection criteria.

By using less restrictive selection criteria when checking a gap at the rear, the convenience and in particular the availability of the lane change assistance function can be further increased.

The vehicle system can be set up in a first step (directly after recognizing the need for a route-related lane change) to check one or more gaps at the front from the set of gaps on the basis of one or more selection criteria. The one or more gaps on the front side can be checked for a certain front time period. The individual gaps on the front side can be checked several times and / or repeatedly within the front time period. During the time at the front, a gap in the rear or the gap at the level of the vehicle may not be checked. As soon as a front-side gap is found which fulfills the one or more selection criteria, this front-side gap can be selected for the lane change.

Furthermore, the vehicle system can be set up (if necessary only then) if (within the front time period) none of the one or more front gaps from the set of gaps fulfills the one or more selection criteria (and was selected as a result), In a subsequent step, to check one or more gaps in the rear or the gap arranged at the level of the vehicle on the basis of one or more selection criteria.

It is thus initially possible (exclusively) to check the one or more gaps on the front from the set of gaps to determine whether they meet the one or more selection criteria. In this way, a reliable prioritization of a gap on the front can be effected.

The vehicle system can be set up to check the one or more front-side gaps from the set of gaps on the basis of the one or more (relatively restrictive) front-side selection criteria. Furthermore, the vehicle system can be set up to check the one or more gaps in the rear or the gap arranged at the level of the vehicle on the basis of the one or more (less restrictive) rear selection criteria. A particularly reliable selection of a suitable gap can thus be made possible.

The vehicle system can be set up to check at least one front gap from the set of gaps using the one or more rear selection criteria before the one or more rear gaps or the gap located at the level of the vehicle are checked using the one or more rear selection criteria ( e.g. after the front time has elapsed). At least one front gap can thus be checked again using the (less restrictive) one or more rear selection criteria before a rear gap or the gap located at the level of the vehicle is taken into account. A particularly reliable prioritization of the one or more gaps on the front can thus be effected.

As already explained above, the vehicle system can be set up to determine the value of an urgency measure for the route-related lane change. The value of the urgency measure can indicate the urgency for the vehicle to carry out the route-related lane change in order to drive along the planned route. The value of the degree of urgency can be updated at a sequence of points in time (in order to determine the urgency of the route-related lane change, which typically increases over time).

The one or more selection criteria, in particular the selection threshold values of the one or more selection parameters of the one or more selection criteria, can be established and / or adapted (over time) as a function of the determined value of the degree of urgency. The one or more selection criteria can be set and / or adapted in such a way that the probability that an available gap from the set of gaps meets the one or more selection criteria with increasing value of the urgency measure or with increasing materiality of the route-related Lane change increases. In other words, the one or more selection criteria can be established and / or adapted in such a way that the one or more selection criteria become less restrictive with increasing urgency. By taking into account the value of the degree of urgency when selecting a suitable gap, the convenience, safety and reliability of the lane change assistance function can be further increased.

The vehicle system can be set up to check available gaps from the set of gaps sequentially to determine whether the respective available gap is suitable as a gap for the route-related lane change that a first available gap before a second available gap from the set of gaps it is checked if the first available gap is located closer to the vehicle than the second available gap. In particular, gaps from the set of gaps can be checked gradually, which are at an increasingly large distance (to the front or to the rear) from the vehicle.

Alternatively or additionally, the vehicle system can be set up to check available gaps from the set of gaps cyclically and / or repeatedly to determine whether the respective available gap is suitable as a gap for the route-related lane change that if one is furthest from the vehicle removed available gap from the set of gaps was recognized as not suitable for the route-related lane change, an available gap located closest to the vehicle from the set of gaps is checked again. The available (front or rear) gaps can therefore be checked cyclically, starting from the closest to the farthest gap. In this way, the convenience and traceability of the lane change assistance function can be further increased.

As already explained above, the vehicle system can initially (in the first step after recognizing the need for a route-related lane change) check for a front time period, in particular using the one or more selection criteria, whether there is a front gap from the set of gaps is suitable as a gap for the route-related lane change. The search for a suitable gap can thus be limited for an (initial) front time period to the one or more front gaps from the set of gaps.

Furthermore, the vehicle system can only be set up to check whether a rear gap or the gap located at the level of the vehicle from the set of gaps has not been found after the front time period has expired is suitable as a gap for the route-related lane change. In this way, a particularly reliable prioritization of the gaps on the front side can take place.

The vehicle system can be set up to determine and / or adapt the front time period as a function of the determined value of the degree of urgency for the route-related lane change, in particular in such a way that the front time period is reduced as the value of the degree of urgency or with increasing urgency increases . In this way, the convenience and traceability of the lane change assistance function can be further increased.

According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises at least one of the vehicle systems described in this document.

According to a further aspect, a method for operating a lane change assistance function of a vehicle is described. The method comprises determining a value of an urgency measure for a route-related lane change, such that the value of the urgency measure indicates the urgency for the vehicle to change lanes in order to drive along a planned route. The method also includes operating the lane change assistance function as a function of the determined value of the degree of urgency.

According to a further aspect, a method for operating a lane change assistance function of a vehicle is described. The method includes determining that the vehicle should perform a route-related lane change in order to travel along a planned route. Furthermore, the method includes the determination of a gap set of available gaps in the neighboring lane to which a change is to be made in the course of the lane change due to the route. The method further comprises selecting a gap for the route-related lane change from the set of gaps such that a gap at the front with respect to the vehicle has a higher priority in the selection than a gap at the rear with respect to the vehicle. Furthermore, the method includes the operation of the lane change assistance function for the route-related lane change as a function of, in particular with, the selected gap.

According to a further aspect, a software (SW) program is described. The SW program can be set up to be executed on a processor (for example on a control unit of a vehicle), and thereby to at least one of the in the procedure described in this document.

According to a further aspect, a storage medium is described. The storage medium can comprise a SW program which is set up to be executed on a processor and thereby to execute at least one of the methods described in this document.

It should be noted that the methods, devices and systems described in this document can be used both alone and in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in diverse ways. In particular, the features of the claims can be combined with one another in diverse ways.

• 1a ein beispielhaftes Fahrzeug mit einem Fahrzeugsystem zur Unterstützung eines Fahrers des Fahrzeugs bei einem Fahrrouten-bedingten Spurwechsel;
• 1b eine beispielhafte Anzeige zur Unterstützung eines Fahrrouten-bedingten Spurwechsels;
• 2 beispielhafte Parameter eines Dringlichkeitsmaßes für die Dringlichkeit eines Spurwechsels;
• 3 eine beispielhafte Abfolge der Prüfung von verfügbaren Lücken für einen Spurwechsel;
• 4a ein Ablaufdiagramm eines beispielhaften Verfahrens zum Betreiben einer Spurwechselassistenzfunktion; und
• 4b ein Ablaufdiagramm eines beispielhaften Verfahrens zur Auswahl einer Lücke für einen Spurwechsel.

The invention is described in more detail below on the basis of exemplary embodiments. Show it

• 1a an exemplary vehicle with a vehicle system for assisting a driver of the vehicle with a route-related lane change;
• 1b an exemplary display to support a route-related lane change;
• 2 exemplary parameters of an urgency measure for the urgency of a lane change;
• 3 an exemplary sequence of checking available gaps for a lane change;
• 4a a flowchart of an exemplary method for operating a lane change assistance function; and
• 4b FIG. 3 is a flow diagram of an exemplary method for selecting a gap for a lane change.

As stated at the beginning, the present document deals with increasing the comfort, reliability and / or safety of a route-related lane change. In this context shows 1a exemplary components of a vehicle 100 . The vehicle 100 includes one or more environment sensors 102 that are set up, sensor data (which are also referred to in this document as environment data) relating to the environment of the vehicle 100 capture. Exemplary environmental sensors 102 are a radar sensor, a lidar sensor, an ultrasonic sensor, an image camera, etc.

An evaluation and / or control device 101 of the vehicle 100 (which e.g. part of a vehicle system of the vehicle 100 is) can be set up to determine on the basis of the environment data which (ego) lane of a multi-lane lane the vehicle is in 100 currently located. Furthermore, the device 101 be set up, based on the environment data, one or more road users, in particular one or more other vehicles, in the vicinity of the vehicle 100 to detect. Furthermore, a suitable gap between other vehicles in a neighboring lane can be recognized on the basis of the environment data.

The device 101 can also be set up to the driver of the vehicle 100 via a user interface 103 of the vehicle 100 to inform about a possible gap for a lane change. For example, the driver can on a screen of the user interface 103 graphically and / or using symbols, the current traffic situation in the vicinity of the vehicle 100 are displayed. Furthermore, a recognized gap for a lane change can be shown to the driver.

The driver of the vehicle 100 then has the option of manually changing lanes into the indicated gap. Alternatively, the driver of the vehicle 100 via the user interface 103 initiate an automatic lane change into the detected gap, for example by actuating the indicator lever. The device 101 can use one or more longitudinal and / or lateral guidance actuators for this purpose 104 of the vehicle 100 control (eg a steering device, a drive device and / or a braking device) in order to carry out the lane change in an automated manner.

The vehicle 100 can have a position sensor 105 which is set up to include sensor data (also referred to as position data in this document) relating to the position of the vehicle 100 capture. An exemplary position sensor 105 is a GPS receiver. The device 101 can be set up, based on the position data, a navigation system for route guidance of the vehicle 100 provide. For this purpose, the device 101 to digital map information related to that of the vehicle 100 access the road network. The digital map information can be stored on a storage unit 106 of the vehicle 100 be saved.

It can be the driver of the vehicle 100 made possible through the user interface 103 enter a navigation destination. The device 101 can then use the digital map information to create a route based on the current position of the vehicle 100 plan to the navigation destination and track it if necessary. Furthermore, via the user interface 103 Driving instructions to the driver of the vehicle 100 are output to cause the driver to drive along the planned driving route. For example, the driver can use the user interface 103 that the current The traffic lane should or must be left at an exit, junction and / or intersection ahead in order to follow the planned route.

As part of the route guidance, the device 101 be recognized by the vehicle 100 One or more lane changes should be carried out to make it easier for the driver of the vehicle 100 to enable the vehicle 100 guide along the planned route. A lane change that should or must be carried out on the basis of a planned route is also referred to in this document as a route-related lane change.

The device 101 can also be set up to determine a suitable gap for the detected route-related lane change on the basis of the environment data. Furthermore, the device 101 set up the driver of the vehicle 100 via the user interface 103 to inform about the route-related lane change to be carried out. In addition, via the user interface 103 Information about the detected gap can be output for the route-related lane change.

1b shows an exemplary display on a screen 120 the user interface 103 . On the screen 120 The current traffic situation in the vicinity of the vehicle can be displayed using symbols 100 being represented. The display can, for example, lane symbols 111 , 112 for one or more lanes of the vehicle 100 have traffic lane. In particular, a lane symbol 111 for those of the (ego) vehicle 100 driven ego lane are displayed. Furthermore, a lane symbol 112 for the neighboring lane on which the ego vehicle is displayed 100 should change.

An ego symbol can also appear on the display 110 for the ego vehicle 100 and one or more road user symbols 116 for one or more other road users in the vicinity of the ego vehicle 100 being represented. Furthermore, navigation information 122 in relation to the planned route. For example, as navigation information 122 appear that the ego vehicle 100 should leave the current lane and / or turn at a junction ahead. The navigation information 122 can show the reason for a route-related lane change.

The device 101 can also be set up to cause information relating to the route-related lane change to be carried out on the screen 120 is pictured. In particular, the gap recognized and / or selected for the lane change can be indicated by a suitable gap symbol 121 highlighted on the display. A lane change symbol can also be used 123 appear that the ego vehicle 100 should change from the ego lane to the recognized gap in the neighboring lane. The lane change can then be carried out manually by the driver or in an automated manner in response to an input by the driver or directly in an automated manner (without input by the driver).

The device 101 can optionally be set up to support several route-related lane changes one after the other and / or to carry them out automatically in order to get from the current ego lane to a target lane for the planned route. For this purpose, the measures described in this document can be carried out for each of the individual route-related lane changes.

For the most comfortable, reliable and safe route guidance possible, the driver should not be advised too late of a route-related lane change in order to avoid hectic lane changes. On the other hand, issuing the information about the route-related lane change too early should also be avoided in order to avoid an early lane change to a possibly slower neighboring lane and the associated delay in travel.

The device 101 can be set up to determine the value of an urgency measure for the urgency of a route-related lane change. Furthermore, the device 101 be set up to operate the lane change assistance function as a function of the determined value of the degree of urgency. In particular, the point in time for the output of a notice in relation to the route-related lane change can be carried out as a function of the determined value of the degree of urgency. Alternatively or additionally, depending on the determined value of the degree of urgency, a suitable gap in the neighboring lane can be determined for the route-related lane change. By taking into account a degree of urgency, a particularly comfortable, reliable and safe route guidance can be made possible.

The value of the degree of urgency can be determined on the basis of the surrounding traffic situation, which is determined by the environment data of the one or more environment sensors 102 is shown. Based on this, the point in time from which the driver is offered a lane change can then be determined. To determine the value of the degree of urgency, one or more characteristic values or Parameters are determined and taken into account. Exemplary parameters or parameters are: the traffic density, the traffic flow and / or the surrounding relative speed. The individual characteristic values can be weighted and evaluated in a standardized manner.

The objects recognized on the basis of the environment data, in particular road users, in the vicinity of the vehicle form the basis for determining the individual characteristic values 100 . Using the one or more characteristic values, a traffic factor (also referred to as a traffic indicator in this document) can then be determined, with which, for example, the triggering time for the lane change assistance can be calculated.

The parameter or the parameter "traffic density" can show the number of vehicles per route section. The parameter or the parameter "traffic flow" can show the number of vehicles per time segment. These characteristic values can be determined, for example, from the product of the traffic density and the traffic speed. The parameter “relative speed” can be determined as the difference between the average speed in the target lane and the vehicle's own speed 100 .

When calculating the traffic factor or the degree of urgency, you can choose between a lane change maneuver to the right (to a neighboring lane to the right of the ego lane) and a maneuver to the left (to a neighboring lane to the left of the ego lane) can be distinguished. A distinction can therefore be made between these two directions for the individual characteristic values.

In order to map the influence of the traffic flowing around it on the urgency to change lanes, all (detected) vehicles in front of the ego vehicle can be used for an upcoming lane change 100 and / or all (detected) vehicles in the neighboring lane (in the respective lane change direction considered) are taken into account. The one in front of the ego vehicle 100 moving vehicles typically have a significant influence on the ability to change lanes. The one in front of the ego vehicle 100 Moving vehicles can therefore be mapped in the left and / or in the right traffic factor (for a left or for a right neighbor lane). For example, increases in front of the ego vehicle in relatively dense traffic 100 and the associated dynamics typically the probability that a selected gap in the neighboring lane can no longer be reached, for example by a decelerating vehicle in front. In order to be prepared for such an eventuality, a route-related lane change should be indicated relatively early in the case of relatively dense traffic, in order to be able to carry out the lane change comfortably, reliably and safely even if it turns out during the lane change maneuver that the originally selected gap for the route-related lane change can no longer be reached.

As already explained above, the number of vehicles per route section, in particular per unit of length, can be determined as the traffic density. For example, a route section with a certain length, for example 50m or 100m, can be considered. Furthermore, the number of vehicles can be determined that were detected on the basis of the surroundings data in this route section. The traffic density can be specified as the number of vehicles per unit of length (e.g. per meter or per kilometer).

It can be the traffic density d _e on the ego lane of the ego vehicle 100 (where the index e represents the ego lane), the traffic density d _l on the left neighboring lane (where the index l represents the left neighboring lane) and / or the traffic density d _r on the right neighboring lane (where the Index r represents the right neighbor lane) can be determined.

und/oder für die linke Seite kann der Verkehrsstrom s_l ermittelt werden, als: $$s_l=d_l\cdot {\overline{v}}_l+d_e\cdot {\overline{v}}_e.$$

The traffic flow can be determined as the product of the traffic density in a lane and the average speed v̅ of all vehicles in this lane. The sum of the traffic flow of the ego lane and an adjacent neighboring lane can be used to calculate this characteristic value. For the right side, the traffic flow s _r can be determined as: $$s_r=d_r\cdot {\overline{v}}_r+d_e\cdot {\overline{v}}_e$$

and / or for the left side, the traffic flow s _l can be determined as: $$s_l=d_l\cdot {\overline{v}}_l+d_e\cdot {\overline{v}}_e.$$

und/oder für die linke Seite ergibt sich die Relativgeschwindigkeit Δν_l als $$\mathrm{\Delta }{v}_l={\overline{v}}_l-v_e.$$

The relative speed Δν can be calculated from the difference between the average speed ν̅ _r or ν̅ _l on the adjacent neighboring lane and the own speed ν _{e of} the ego vehicle 100 calculated. _{The relative speed Δν r} , as then results for the right side $$\mathrm{\Delta }{v}_r={\overline{v}}_r-v_e$$

and / or for the left side the relative speed Δν _l results as $$\mathrm{\Delta }{v}_l={\overline{v}}_l-v_e.$$

The individual characteristic values can be filtered over time, e.g. with a PT1 filter. Furthermore, the individual characteristic values can be normalized, e.g. in such a way that each individual characteristic value can assume a number between a minimum value (approximately zero) and a maximum value (approximately one). For normalization, an upper and lower limit can be defined for the individual characteristic values, which can be determined experimentally, for example. In other words, a characteristic value or a characteristic variable can be normalized on the basis of an experimentally determined upper limit or lower limit (e.g. for the traffic density and / or for the driving speed).

und/oder ein Verkehrsfaktor f_l für den rechtsseitigen Verkehr $$f_l=\frac{{\widehat{d}}_l\cdot k_1+{\widehat{s}}_l\cdot k_2+\mathrm{\Delta }{\widehat{v}}_l\cdot k_3}{k_1+k_2+k_3}$$

ermittelt werden.A traffic factor or the traffic indicator f can be determined on the basis of the one or more characteristic values. In particular, the traffic factor f can be determined on the basis of the sum of the weighted normalized characteristic values and, if necessary, normalized so that a value between a minimum value (approximately zero) and a maximum value (approximately one) results. The traffic factor can be defined in such a way that the minimum value (for example a value of zero) indicates a very low traffic value and the maximum value (for example a value of one) indicates a very high traffic value. It can be a traffic _factor for left-hand traffic $$f_r=\frac{{\widehat{d}}_r\cdot k_1+{\widehat{s}}_r\cdot k_2+\mathrm{\Delta }{\widehat{v}}_r\cdot k_3}{k_1+k_2+k_3}$$

and / or a traffic factor f _l for right-hand traffic $$f_l=\frac{{\widehat{d}}_l\cdot k_1+{\widehat{s}}_l\cdot k_2+\mathrm{\Delta }{\widehat{v}}_l\cdot k_3}{k_1+k_2+k_3}$$

be determined.

In addition to one or more traffic factors that determine the current traffic situation in the vicinity of the ego vehicle 100 Describe and / or describe how difficult and / or how tedious it is for the ego vehicle 100 will be to change the lane, distance information can be determined in relation to the available maneuver distance for performing the route-related lane change and taken into account when determining the value of the degree of urgency. Furthermore, the own speed of the ego vehicle 100 must be taken into account. The distance information can, for example, be the distance from the current position of the ego vehicle 100 show up to the exit lane of an exit or up to the beginning of the exit lane of a motorway junction. The maneuver distance can be interpolated between a minimum and a maximum value as a function of the one or more traffic factors in order to determine the value of the lane change urgency measure.

wobei ŝ_a der normierte Abstand bis zu der Ausfahrt bzw. bis zu einem bestimmten Fahrrouten-Punkt ist. Dabei kann der normierte Abstand derart definiert sein, dass ŝ_a = 0, wenn der Abstand größer als ein bestimmter Abstands-Schwellenwert ist. Ab dem Abstands-Schwellwert kann der normierte Abstand dann bis ŝ_a = 1 ansteigen (z.B. linear), wenn der Fahrrouten-Punkt erreicht wird. Der Einflussfaktor k₅ kann derart variabel ausgebildet sein, dass k₅ abhängig von der Entfernung bis zu der Ausfahrt abnimmt, um sicherzustellen, dass der Wert des Dringlichkeitsmaßes d_s bei Erreichen der Ausfahrt gegen 1 geht. So kann bewirkt werden, dass der Einfluss des Verkehrsfaktors abnimmt, umso mehr sich das Fahrzeug 100 der Ausfahrt bzw. dem Ziel nähert.A standardized lane change urgency or an urgency measure d _s can thus be calculated from the combination of the traffic factor f and the distance to the exit. With the aid of this standardized lane change urgency, one or more function-relevant parameters of the lane change assistance function can be adapted to the situation. The degree of urgency d _s can be calculated as, for example $$d_s=\frac{k_{\mathrm{4th}}\cdot {\widehat{s}}_a+k_5\cdot f}{k_{\mathrm{4th}}+k_5}$$

where ŝ _{a is} the standardized distance up to the exit or up to a certain route point. The normalized distance can be defined in such a way that ŝ _a = 0 if the distance is greater than a certain distance threshold value. From the distance threshold value, the normalized distance can then increase to ŝ _a = 1 (for example linearly) when the route point is reached. The influencing factor k ₅ can be made variable in such a way that k ₅ decreases as a function of the distance to the exit in order to ensure that the value of the degree of urgency d _s approaches 1 when the exit is reached. This means that the influence of the traffic factor decreases the more the vehicle moves 100 approaching the exit or the destination.

• • die Distanz 211 ausgehend von der Position 215 des Ego-Fahrzeug 100 bis zu dem Beginn 216 der Ziel-Fahrspur 203 (insbesondere bis zu dem Beginn der Abfahrt-Fahrspur); und/oder
• • die Länge 212 der Abfahrt-Fahrspur 203; und/oder
• • die Länge 213 des Korridors für einen Wechsel auf die Abfahrt-Fahrspur 203.

2 shows an exemplary traffic situation in which the ego vehicle 100 on an ego lane 201 a multi-lane carriageway 200 drives, and several neighboring lanes 202 Must cross to get to the destination lane 203 to reach. The other road users have to change lanes 206 must be taken into account. On the basis of the surrounding data and in particular on the basis of the number or density of other road users 206 and / or based on the (average) driving speed of the other road users 206 a traffic factor or traffic indicator can be determined. Furthermore, distance information relating to the available maneuvering distance 211 , 212 , 213 can be determined (e.g. on the basis of the position data and on the basis of the digital map information). The distance information can display or include, for example

• • the distance 211 starting from the position 215 the ego vehicle 100 until the beginning 216 the target lane 203 (in particular up to the beginning of the departure lane); and or
• • the length 212 the departure lane 203 ; and or
• • the length 213 of the corridor for a change to the departure lane 203 .

Based on this information can be used for the current position 215 of the ego vehicle 100 (taking into account the number of lane changes to be carried out) the value of the degree of urgency can be determined. Based on this, for example, the point in time at which the driver of the vehicle can be determined 100 attention is drawn to a route-related lane change. The value of the degree of urgency can then be adapted or re-determined for each lane change to be carried out.

The lane change assistance function can be operated as a function of the respective value of the degree of urgency. For example, after an early, successful first lane change with a subsequent low lane change urgency, the subsequent lane change can be delayed further. As an alternative or in addition, for example, deceleration limits for decelerating the ego vehicle can be used 100 be adapted according to the urgency of changing lanes, so that the vehicle reaction is adapted to the respective current environment, in particular the respective traffic situation, and is thus carried out in a way that is understandable for the driver. The acceleration and / or deceleration of the vehicle 100 When a route-related lane change is carried out, the degree of urgency can thus be set and / or adapted as a function of the determined value. So can the comfort for the driver of the vehicle 100 increase.

As already explained above, one or more functional parameters of a lane change assistance function of the ego vehicle can be used 100 can be adjusted depending on the determined value of the lane change urgency level. In particular, the gap in the neighboring lane to the driver of the vehicle 100 is proposed to be determined and / or selected as a function of the value of the degree of urgency.

The device 101 of the ego vehicle 100 can be set up to select one or more gaps that are as comprehensible as possible for the driver within the driver assistance function for automatic lateral and / or longitudinal lane change preparation and / or implementation. 3 shows a driving situation in which the ego vehicle 100 in the ego lane 201 and a route-related lane change to the neighboring lane 202 should or would like to perform. In the neighboring lane 202 there are other road users 206 , especially other vehicles to be taken into account when changing lanes.

Between the individual road users 206 (which are also referred to as gap objects) are each gaps 311 , 312 , 321 , 322 , 323 arranged, with the gaps in a list of front gaps 311 , 312 and in a list of gaps in the rear 321 , 322 , 323 can be divided. The lane change into a gap in the front 311 , 312 it typically requires the ego vehicle 100 at least one other road user 206 overtaken before the ego vehicle 100 into the gap on the front 311 , 312 into the neighboring lane 202 can drive. The lane change into a gap at the rear 321 , 322 , 323 It typically requires that the ego vehicle be 100 opposite the traffic in the neighboring lane 202 lets fall back (e.g. by decelerating the ego vehicle 100 ) before the ego vehicle 100 into the gap at the rear 321 , 322 , 323 into the neighboring lane 202 can drive. Typically, a lane change takes place in a gap in the front 311 , 312 from the driver of a vehicle 100 perceived as more comfortable.

As a loophole 311 , 312 , 321 , 322 , 323 can one through vehicles 206 in the neighboring lane 202 defined area in which an automated or manual lane change can be carried out. As a front gap object, a vehicle 206 be designated, which is the passable area (i.e. a gap 311 , 312 , 321 , 322 , 323 ) in the neighboring lane 202 forward (in relation to the direction of travel of the ego vehicle 100 ) limited. In a corresponding manner, a vehicle can be used as the rear gap object 206 be designated, which is the passable area (i.e. a gap 311 , 312 , 321 , 322 , 323 ) in the neighboring lane 202 to the rear (in relation to the direction of travel of the ego vehicle 100 ) limited.

As a front or front gap 311 , 312 can be a passable area of the neighboring lane 202 be designated, which is at least by a rear gap object 206 is limited. The rear gap object is located here 206 with its rear level with the front of the ego vehicle 100 or further before. Such a loophole 311 , 312 can be with a front or without a front gap object 206 can be selected as a possible gap for a lane change.

As an ego gap 321 can be the passable area of the neighboring lane 202 denoted by at least one front gap object 206 is limited. The front gap object 206 its rear is at least at the level of the front of the ego vehicle 100 or further before. The ego gap 321 can be with a rear or without a back gap object 206 (ie no vehicle available) can be selected.

As a rear or rear gap 322 , 323 can be a passable area of the neighboring lane 202 denoted by at least one front gap object 206 is limited. The front gap object 206 is located with its rear behind the front of the ego vehicle 100 . The gap 322 , 323 can be with a back or without a back gap object 206 (ie no vehicle available) can be selected.

If from the device 101 If it is recognized that a route-related lane change is necessary in order to follow the navigation destination, this lane change can be carried out by selecting a suitable vehicle space 311 , 312 , 321 , 322 , 323 in the neighboring lane 202 be prepared proactively. At a suitable point in time (for example when there is a sufficiently low relative speed and / or when a certain setpoint distance is present) the driver of the ego vehicle can 100 It should be noted that a lane change in a certain gap 311 , 312 , 321 , 322 , 323 in the neighboring lane 202 can be carried out.

In advance of issuing a note about a suitable gap 311 , 312 , 3321 , 322 , 323 for a lane change, the device 101 be set up a suitable gap 311 from the list of available holes 311 , 312 , 3321 , 322 , 323 to select. For this purpose, one or more selection criteria can be used, wherein the one or more selection criteria can be adapted or varied depending on the surrounding traffic situation, in particular depending on the traffic factor and / or depending on the value of the lane change urgency measure. This can be done by the device 101 a gap 311 , 312 , 3321 , 322 , 323 be selected that comes as close as possible to typical driver behavior. As typical for the driver, a forward-looking, forward-looking and comfort-conscious driving style corresponding to the traffic environment can be used with regard to the assessment of a suitable lane change option in the neighboring lane 202 be accepted.

The traceability of the automatic gap selection can be actively designed using one or more decision criteria. In particular, a situation-adaptive variation and / or reinforcement of the one or more relevant selection criteria can be used for a suitable gap 311 , 312 , 3321 , 322 , 323 be performed. Alternatively or additionally, the available gaps can be prioritized 311 , 312 , 3321 , 322 , 323 be performed. If necessary, a gap can be canceled or a gap that has already been selected but can no longer be reached 311 , 312 , 3321 , 322 , 323 be effected.

The device 101 can be designed to pursue the goal, if possible, always a gap further forward and thus visible to the driver and easily accessible (for example with the lowest possible average deceleration) 311 , 312 to prefer or prioritize. This can cause the driver assistance function to be applied to the driver of the vehicle 100 acts as forward-looking and confident. To achieve this behavior, the ego vehicle can be used 100 present traffic situation in connection with the current urgency to change lanes, ie in connection with the current value of the degree of urgency, can be taken into account in the gap selection.

As already explained above, based on the distance 215 up to the target lane ahead 203 , based on the number of required lane changes around the target lane 203 to achieve and / or on the basis of the traffic situation in the lane change direction (for example, taking into account the history and the current environment) the current value of the lane change urgency level can be calculated.

On the basis of the determined, current value of the lane change urgency measure, one or more selection criteria of the gap selection can be dynamically adapted. In particular, the selection threshold values of selection parameters of one or more selection criteria can be adapted to the current value of the degree of urgency.

The aim is to ensure that there is no strong braking intervention when there is relatively little traffic, since this would be perceived as inappropriate by the driver. On the other hand, with relatively heavy traffic and a possibly short distance 215 to the destination lane 203 or a relatively strong and targeted deceleration of the ego vehicle at the exit 100 may be perceived by the driver as appropriate and necessary.

• • die minimal zulässige Lückengröße 341 der Lücke 311, 312, 321, 322, 323;
• • die maximal zulässige Relativgeschwindigkeit des Ego-Fahrzeugs 100 zu dem vorderen Lückenobjekt 206 der Lücke 311, 312, 321, 322, 323;
• • die maximal zulässige mittlere Verzögerung auf das vordere Lückenobjekt 206 der Lücke 311, 312, 321, 322, 323, die für den Spurwechsel erforderlich wäre;
• • die minimal zulässige Ziel-Zeitlücke und/oder der minimal zulässige Ziel-Sollabstand zu dem vorderen Lückenobjekt 206 der Lücke 311, 312, 321, 322, 323 (insbesondere nachdem das Fahrzeug 100 in Vorbereitung zu dem Spurwechsel bis auf Höhe der Lücke 311, 312, 321, 322, 323 gefahren wurde);
• • die minimal zulässige Time-to-Collision (TTC) zu dem vorderen Lückenobjekt 206 der Lücke 311, 312, 321, 322, 323;
• • der minimal zulässige Abstand zu dem vorderen Lückenobjekt 206 der Lücke 311, 312, 321, 322, 323 am Zeitpunkt der Überprüfung (insbesondere um zu bewirken, dass vorausschauend eine Lücke 311, 312, 321, 322, 323 ausgewählt wird);
• • die maximal zulässige Einregeldauer der Lücke 311, 312, 321, 322, 323; und/oder
• • die maximal zulässige Zeit zum Überholen einer Lücke 311, 312, 321, 322, 323.

Exemplary selection criteria or selection parameters for a gap 311 , 312 , 321 , 322 , 323 which can be varied or adapted as a function of the value of the lane change urgency level;

• • the minimum allowable gap size 341 the gap 311 , 312 , 321 , 322 , 323 ;
• • the maximum permissible relative speed of the ego vehicle 100 to the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 ;
• • the maximum permissible mean deceleration on the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 that would be required for the lane change;
• • the minimum permissible target time gap and / or the minimum permissible target target distance to the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 (especially after the vehicle 100 in preparation for the lane change up to the level of the gap 311 , 312 , 321 , 322 , 323 was driven);
• • the minimum permissible time-to-collision (TTC) to the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 ;
• • the minimum allowable distance to the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 at the time of the review (especially to anticipate a loophole 311 , 312 , 321 , 322 , 323 is selected);
• • the maximum permissible regulation duration of the gap 311 , 312 , 321 , 322 , 323 ; and or
• • the maximum time allowed to overtake a gap 311 , 312 , 321 , 322 , 323 .

The selection criterion “minimum permissible distance to the front gap object 206 the gap 311 , 312 , 321 , 322 , 323 at the time of the review ”. The time of the check can be the start time from which a suitable gap in the neighboring lane 202 is searched.

If the lane change urgency level is relatively low (e.g. if the distance is relatively large 211 until the exit), the selection criterion can be defined in such a way that the in 3 directly from the ego vehicle 100 moving vehicles 206 than too close to the ego vehicle 100 lying front gap object 206 is discarded. In such a situation, the driver of the vehicle would be 100 otherwise surprised that directly the first matching gap 321 selected (although there is no urgency to change lanes).

On the other hand, the selection criterion can be used if there is an increased urgency to change lanes (e.g. if there is a relatively small distance 211 to exit) in such a way that the in 3 directly from the ego vehicle 100 moving vehicles 206 as far ahead of the ego vehicle 100 moving front gap object 206 is accepted, and thus the loophole 321 is selected. This decision is then for the driver of the vehicle 100 understandable due to the increased urgency.

By adapting the one or more selection criteria as a function of the degree of urgency, the gap selection can thus be adapted to the respective traffic situation and / or driving situation in a way that is suitable for the driver of the vehicle 100 is understandable. In this way, the convenience, reliability and safety of the lane change assistance function can be increased.

If there are multiple gaps based on the one or more selection criteria 311 , 312 , 321 , 322 , 323 are recognized as achievable or possible, a prioritization of the different possible gaps can be carried out. The prioritization can take place in such a way that there is a gap in front or at the front 311 , 312 opposite a gap at the rear 322 , 323 and possibly towards the ego gap 321 is preferred. Such a prioritization rule enables a natural and comfortable classification in the neighboring lane 202 be made possible.

3 illustrates one possible order with which to look for a suitable gap 311 , 312 , 321 , 322 , 323 can be searched. In this case, one or more gaps on the front can initially be used 311 , 312 to be checked. For example, gradually (in steps 331 , 332 ) the closest gap on the front 311 (Step 331 ), the following gap on the front 321 (Step 332 ), etc. must be checked. The search for a suitable gap in the front can be used 321 , 322 be limited to a front search period or to a front search duration. The front search duration can depend on the value of the degree of urgency (the front search duration typically decreasing as the value of the degree of urgency increases). A relatively low lane change urgency can thus lead to a relatively long front search time and a relatively high lane change urgency can lead to a relatively short front search time.

If after the end of the front search time there is no suitable gap in front or in the front 311 , 321 could be found, the remaining gaps can also be found 321 , 322 , 322 be checked for suitability (steps 334 , 335 , 336 ). Before this, it can be checked, if necessary, whether at least one of the gaps on the front side 311 can be selected with one or more adapted (rear) selection criteria (step 333 ).

When checking a gap in the front 311 , 312 can in steps 331 , 332 first one or more front-side selection criteria are used. These one or more front selection criteria can be relatively restrictive compared to one or more corresponding rear selection criteria. Within the front search time, you can (repeatedly if necessary) sequentially and cyclically (first the 1st front gap 311 , then 2nd front gap 312 , then the n. front gap) the one or more front gaps 311 , 312 can be checked using the selection criteria (or comfort limits) on the front.

If there is no suitable front gap within the front search time 311 , 312 can be determined that meets the front selection criteria, at least the 1st front gap 311 be checked with the rear comfort limits or with the rear selection criteria (step 333 ). If this check does not reveal a suitable gap either, the ego gap can gradually become apparent 321 , the 1st back gap 322 , the 2nd back gap 323 , the n. rear gap, etc. are checked (each with the rear selection criteria).

So all of the gaps that lie ahead can initially be found 311 , 312 be checked according to the currently valid selection criteria (front comfort limits). Are the front gaps 1 up to n not suitable, the gaps in the backward path starting with the 1st front gap up to the nth rear gap can be checked again with separate rear selection criteria (rear comfort limits). The rear or rear selection criteria can be less restrictive in comparison to the front or front selection criteria. The consideration of one or more gaps in the rear 322 , 323 takes place, however, preferably only after the front search period has expired and / or when a relatively high value of the degree of urgency has been reached.

In the context of the example for the selection criterion “minimum permissible distance to the front gap object 206 At the time of the check, the adjustment of the selection criterion can have the following effects: While looking at the front comfort limits, value can be placed on the fact that the front gap object 206 has a relatively large minimum distance to the front at the time of selection. The same selection criterion in the context of the rear comfort limits then means that the front gap object 206 must not exceed a certain maximum distance to the rear. The distance criterion can also be combined with a lower parameterized threshold value with regard to the relative speed within the rear comfort limits.

In the context of past gaps 322 , 323 It can be assumed that the driver typically only accepts a relatively lower speed reduction and / or relatively far behind the ego vehicle 100 lying gaps 323 perceived as annoying and inappropriate. However, the greater the urgency to change lanes, the more likely it is to be understood that the only suitable gap 323 is also relatively far back. The tolerated maximum distance can thus be dynamically increased on the basis of this selection criterion.

The one or more selection criteria can thus be combined in a context-based and situation-adaptive manner in such a way that different sets of parameters (i.e. different sets of selection parameters or different sets of selection threshold values for one or more selection parameters), e.g. front and rear comfort limits, can be provided and used, which, depending on the driving situation, leads to a selection of a gap in the neighboring lane that the driver can understand 202 to lead.

Due to the continuously and dynamically changing environmental conditions due to the traffic situation, it can happen that a selected gap 311 has been selected, but cannot be reached quickly enough or not at all during the start-up period for the lane change. For example, in the in 3 The example shown is the 1st front gap 311 have been selected and possibly in the automated longitudinal control of the ego vehicle 100 have been taken over. One in front of the ego vehicle 100 front vehicle moving in the ego lane 201 (not shown) can be used during the selected gap 311 approached, its speed may have been reduced so much that the selected gap 311 can no longer be reached or can no longer be reached quickly enough.

Based on the calculated, predicted approach duration to the gap 311 and the remaining time to carry out the lane change, the device can 101 make the decision whether or not to select an alternative gap.

For this purpose, all existing gaps can (if necessary in the background) 321 , 322 , 323 behind the no longer accessible gap 311 are arranged, are evaluated based on the above-mentioned selection criteria. Is one of those loopholes 321 , 322 , 323 appropriately, can control the vehicle 100 set to the no longer accessible gap and adopted for the newly determined gap.

The foremost of the available alternative gaps can again be used with priority. In order to avoid frequent changing of the gaps, the mechanism can be set in such a way that the gap selection can only change from gaps further ahead to gaps further back. In this way it can be achieved that the assistance function is perceived as determined by a driver. In particular, this can ensure that the closest and therefore most comprehensible alternative gap is always selected when the lane change preparation has started but has not ended successfully.

The measures described in this document can also be used several times in succession for a lane change maneuver over several lanes 202 be carried out across the board.

4a shows a flowchart of a (possibly computer-implemented) method 400 for operating a lane change assistance function of a vehicle 100 . The lane change assistance function can be designed by the driver of the vehicle 100 as part of a route guidance of the vehicle 100 to support one or more route-related lane changes that are necessary to follow a specific planned route.

The procedure 400 includes determining 401 the value of a degree of urgency for a route-related lane change. The value of the degree of urgency can be determined in such a way that the value of the degree of urgency indicates the urgency for the vehicle 100 performs a lane change in order to drive along the planned route.

The method also includes 400 operating 402 the lane change assistance function depending on the determined value of the degree of urgency. In particular, the selection of a suitable gap 311 for the route-related lane change depending on the determined value of the degree of urgency.

4b shows a flow chart of a further (possibly computer-implemented) method 410 for operating a lane change assistance function of a vehicle 100 . The features of the procedure 410 can in any way with the features of the procedure 400 can be combined (and / or vice versa).

The procedure 410 includes determining 411 that the vehicle 100 should perform a route-related lane change in order to drive along a planned route. This can be based on the current position of the vehicle, for example 100 and based on one in a navigation system of the vehicle 100 planned route can be determined. The route-related lane change can be designed for the vehicle 100 towards a specific target lane 203 for the planned route.

The procedure 410 further comprises determining 412 a list of gaps or a set of available gaps 311 , 312 , 321 , 322 , 323 on a neighboring lane 202 to which a change is to be made as part of the route-related lane change. The number of gaps can be determined on the basis of environmental data from one or more environmental sensors 102 of the vehicle 100 be determined. An available gap 311 , 312 , 321 , 322 , 323 is typically between two gap objects 206 or in front of or behind a gap object 206 in the neighboring lane 202 arranged.

The method also includes 410 choosing 413 a gap 311 for the route-related lane change from the set of gaps in such a way that one in relation to the vehicle 100 front gap 311 , 312 has a higher priority in the selection than one related to the vehicle 100 rear gap 322 , 323 . The increased priority can in particular be brought about by the fact that the one or more gaps on the front 311 , 312 in time before the one or more gaps in the rear 322 , 323 from the set of gaps it is then checked whether each is a gap 311 are suitable for changing lanes depending on the route. As soon as a gap 311 If the one that is suitable is identified, this gap may be 311 can be selected for the route-related lane change.

The procedure 410 also includes operating 414 the lane change assistance function for the route-related lane change depending on the selected gap 311 . For example, the selected gap can be 311 via a user interface 103 of the vehicle 100 output, in particular displayed. Alternatively or in addition, an at least partially automated longitudinal and / or lateral guidance of the vehicle can be used 100 for the route-related lane change to and / or into the selected gap 311 be effected.

The measures described in this document can provide a convenient, safe and reliable lane change assistance function.

The present invention is not restricted to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems by way of example.

Claims (18)

Vehicle system (101) for operating a lane change assistance function of a motor vehicle (100); wherein the vehicle system (101) is set up to determine a value of a degree of urgency for a route-related lane change; wherein the value of the urgency measure indicates the urgency for the vehicle (100) to change lanes in order to travel along a to drive the planned route; wherein the value of the degree of urgency is determined in such a way that the value of the degree of urgency indicates an increasing thinginess for the route-related lane change when a speed difference between the vehicle (100) and a traffic speed of traffic in a neighboring lane (202) occurs which is to be changed within the scope of the route-related lane change decreases; and - to operate the lane change assistance function as a function of the determined value of the degree of urgency. Vehicle system (101) according to Claim 1 wherein the vehicle system (101) is set up to determine a traffic indicator for a traffic situation in the surroundings of the vehicle (100); wherein the traffic indicator is determined in particular on the basis of environment data from one or more environment sensors (102) of the vehicle (100); and - to determine the value of the degree of urgency on the basis of the traffic indicator. Vehicle system (101) according to Claim 2 wherein the vehicle system (101) is set up to determine a traffic indicator for the traffic situation in an ego lane (201) on which the vehicle (100) is traveling before the route-related lane change; and / or - to determine a traffic indicator for the traffic situation in the neighboring lane (202) to which a change is to be made in the course of the route-related lane change. Vehicle system (101) according to one of the Claims 2 until 3 wherein the vehicle system (101) is set up to determine a corresponding sequence of instantaneous traffic indicators at a sequence of successive points in time; to determine the traffic indicator for a specific point in time by filtering, in particular by low-pass filtering, of the sequence of instantaneous traffic indicators for a sequence of previous points in time at the specific point in time; - to determine the value of the degree of urgency for the specific point in time on the basis of the traffic indicator for the specific point in time, and - to operate the lane change assistance function at the specific point in time as a function of the determined value of the degree of urgency for the specific point in time. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up - to determine a traffic density of traffic in the surroundings of the vehicle (100), in particular in one or more lanes (201, 202) in the surroundings of the vehicle (100); and - to determine the value of the degree of urgency on the basis of the traffic density. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up - to determine a traffic speed, in particular an average traffic speed, of traffic in the surroundings of the vehicle (100), in particular in one or more lanes (201, 202) in the surroundings of the vehicle (100); and - to determine the value of the degree of urgency based on the traffic speed. Vehicle system (101) according to Claim 6 with reference to Claim 5 , the vehicle system (101) being set up, based on the traffic speed and on the basis of the traffic density of traffic in the vicinity of the vehicle (100), in particular of traffic in one or more lanes (201, 202) in the vicinity of the Vehicle (100) to determine a traffic flow in the vicinity of the vehicle (100), in particular in one or more lanes (201, 202) in the vicinity of the vehicle (100), and to add the value of the urgency level based on the traffic flow determine. Vehicle system (101) according to Claim 7 The vehicle system (101) is set up to determine a traffic indicator for a traffic situation in the vicinity of the vehicle (100) on the basis of the traffic density, on the basis of the traffic flow and / or on the basis of the differential speed, and - the value of the degree of urgency To determine the basis of the traffic indicator. Vehicle system (101) according to Claim 8 wherein the vehicle system (101) is set up to determine the traffic indicator as a weighted mean value of the traffic density, the traffic flow and the differential speed; and / or to determine the traffic indicator in such a way that the traffic indicator is normalized between a minimum value, in particular zero, and a maximum value, in particular one. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up to determine the value of the degree of urgency in such a way that the value of the degree of urgency indicates an increasing thinginess for the route-related lane change when - a traffic density in an environment the vehicle (100) rises; and / or - a traffic speed of traffic in an environment of the vehicle (100) increases; and or - a traffic flow of traffic in an environment of the vehicle (100) increases. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up - determine environment data in relation to an environment of the vehicle (100), in particular by means of one or more environment sensors (102) of the vehicle (100); and - to determine the value of the degree of urgency, in particular a traffic indicator for a traffic situation in the vicinity of the vehicle (100), on the basis of the environment data. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up - To determine distance information in relation to a distance (211) of the vehicle (100) to a route point (216) on the planned route, at which the vehicle (100) should be arranged on a target lane (203) or from that the vehicle (100) should enter a target lane (203) in order to travel along the planned travel route; and or - to determine lane change information in relation to a number of lanes (202) between an ego lane (201) on which the vehicle (100) is traveling before the route-related lane change and the target lane (203); and - to determine the value of the degree of urgency as a function of the distance information and / or as a function of the lane change information, in particular in such a way that the value of the degree of urgency indicates an increasing objectivity for the route-related lane change, if - The distance information indicates a decreasing distance to the route point (216); and or - the lane change information indicates an increasing number of lanes (202) between the ego lane (201) and the target lane (203). Vehicle system (101) according to Claim 12 , wherein the vehicle system (101) is set up to determine the value of the degree of urgency on the basis of the distance information and on the basis of a traffic indicator for a traffic situation in the vicinity of the vehicle (100) in such a way that an influence of the traffic indicator on the value of the degree of urgency decreases with decreasing Distance to the route point (216) decreases. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up, a gap (311, 312, 321, 322, 323) in the neighboring lane (202) to the lane change due to the route should be changed, depending on the determined value of the degree of urgency. Vehicle system (101) according to Claim 14 , wherein the vehicle system (101) is set up to define and / or adapt one or more selection criteria for selecting the gap (311, 312, 321, 322, 323) in the neighboring lane (202) as a function of the determined value of the degree of urgency . Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up to cause a message to be output in relation to the route-related lane change as a function of the determined value of the degree of urgency; and or - to specify a point in time for the output of a message with regard to the route-related lane change as a function of the determined value of the degree of urgency. Vehicle system (101) according to one of the preceding claims, wherein the vehicle system (101) is set up to carry out the route-related lane change, - Automatically guide the vehicle (100) longitudinally along an ego lane (201) in order to move the vehicle (100) to a gap (311, 312, 321, 322, 323) in the neighboring lane (202) on the frame the route-related lane change is to be changed; and or - Automatically guide the vehicle (100), in particular as a result of an initiation by a driver of the vehicle (100), into the gap (311, 312, 321, 322, 323) in the neighboring lane (202) longitudinally and / or transversely. Method (400) for operating a lane change assistance function of a motor vehicle (100); wherein the method (400) comprises determining (401) a value of an urgency level for a route-related lane change, such that the value of the urgency level indicates the urgency for the vehicle (100) to carry out a lane change in order to follow a planned Driving route; wherein the value of the degree of urgency is determined in such a way that the value of the degree of urgency indicates an increasing thinginess for the route-related lane change when a speed difference between the vehicle (100) and a traffic speed of traffic in a neighboring lane (202) occurs which is to be changed within the scope of the route-related lane change decreases; and - Operating (402) the lane change assistance function as a function of the determined value of the degree of urgency.

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