DE102022108326A1 - Driving assistance system and driving assistance method for automated driving of a vehicle - Google Patents

Abstract

The present disclosure relates to a driving assistance system for automated driving of a vehicle. The driving assistance system includes a detection module that is set up to detect two or more drivable lanes in a construction site area, wherein the two or more lanes include a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane an outermost lane that is two or more lanes; a characteristic determination module configured to determine whether the first lane has at least one characteristic related to a lane width of the first lane and/or a lane boundary; and a lane change module that is configured to cause the vehicle to change lanes from the first lane to the second lane when the first lane has the at least one characteristic.

Description

The present disclosure relates to a driving assistance system for automated driving of a vehicle, a vehicle with such a driving assistance system, a driving assistance method for automated driving of a vehicle and a storage medium for executing the driving assistance method. The present disclosure relates in particular to increasing safety in automated driving, especially in the area of construction sites.

State of the art

Driving assistance systems for automated driving are becoming increasingly important. Automated driving can occur with different levels of automation. Examples of levels of automation include assisted, partially automated, highly automated or fully automated driving. These levels of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication “Research Compact”, edition 11/2012).

The driver assistance system for automated driving uses sensors that perceive its surroundings on a visual basis, both in the area that is visible to humans and invisible. The sensors can be, for example, a camera, a radar and/or a LiDAR. In addition to highly accurate maps, these are the main signal sources for driver assistance systems for automated driving. However, in construction zones it is sometimes not possible to identify sources of danger in time and/or to carry out driving maneuvers in time to avoid a dangerous situation.

Disclosure of the invention

It is an object of the present disclosure to provide a driving assistance system for automated driving of a vehicle, a vehicle with such a driving assistance system, a driving assistance method for automated driving of a vehicle and a storage medium for executing the driving assistance method, which can improve safety in automated driving. In particular, it is an object of the present disclosure to avoid dangerous situations in construction site areas.

This task is solved by the subject matter of the independent claims. Advantageous refinements are specified in the subclaims.

According to an independent aspect of the present disclosure, a driving assistance system for automated driving of a vehicle, in particular a motor vehicle, is specified. The driving assistance system includes a detection module that is set up to detect two or more drivable lanes in a construction site area, wherein the two or more lanes include a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane an outermost lane that is two or more lanes; a characteristic determination module configured to determine whether the first lane has at least one characteristic related to a lane width of the first lane and/or a lane boundary; and a lane change module that is configured to cause the vehicle to change lanes from the first lane to the second lane when the first lane has the at least one characteristic.

The detection module and/or the characteristic determination module and/or the lane change module can be implemented in a common software and/or hardware module. Alternatively, the detection module and/or the characteristic determination module and/or the lane change module can each be implemented in separate software and/or hardware modules.

According to the invention, during automated driving on a multi-lane road in a construction area, a lane change is carried out from a lane that is, for example, closest to oncoming traffic, to another lane if the lane has a certain property. The specific property can be, for example, a small lane width (e.g. equal to or less than 2 meters) or a lack of a physical barrier to oncoming traffic. By blocking the outermost lane for traffic in this way, dangerous situations in construction zones can be proactively prevented, which can improve road safety.

Preferably, the outermost lane of the two or more lanes is a lane that is directly or indirectly adjacent to an adjacent oncoming lane or is indirectly or directly adjacent to the oncoming lane (e.g. a left/leftmost lane in Germany or a right/rightmost lane in Australia) . The outermost lane of the two or more lanes can be separated from the oncoming lane, for example, by a lane marking, a green strip, a lane strip, etc.

However, the present disclosure is not limited to this, and the outermost lane of the two or more lanes may be a lane located on a side of the own lane opposite the oncoming lane (e.g. a right/rightmost lane in Germany or a left/leftmost lane in Australia). . This outermost lane can, for example, border a construction site, so that by changing to a middle lane, for example, a dangerous situation, such as a collision with vehicles leaving the construction site, can be avoided.

Preferably, the at least one characteristic relating to the lane width of the first lane indicates that the lane width is equal to or smaller than a threshold value. The lane change module can be set up to cause the vehicle to change lanes from the first lane to the second lane when the lane width of the first lane is equal to or smaller than the threshold value.

The threshold may be 2.1m or less, 2m or less, or 1.9m or less in some embodiments. Typically the threshold can be 2m. However, the present disclosure is not limited to this and the threshold value can be set, for example, country-specific and/or speed-dependent (e.g. based on a speed limit in the construction site area) and/or depending on the dimensions of the vehicle.

The driving assistance system can preferably be set up to set the threshold value depending on the situation, in particular depending on the speed. For example, the vehicle can flexibly set the threshold value based on a speed limit in the construction site area. In particular, the threshold value can be smaller for higher speeds than for lower speeds.

Preferably, the at least one characteristic relating to the roadway boundary indicates a lack of a roadway boundary, such as a lack of a physical barrier on a second side of the first lane opposite the first side. The lane change module can be set up to cause the vehicle to change lane from the first lane to the second lane when the absence of the lane boundary is detected.

Preferably, the first side of the first lane is immediately adjacent to the second lane or directly borders the second lane. The first side of the first lane can be given or defined, for example, by a lane marking.

Preferably, the second side of the first lane is directly or indirectly adjacent to an adjacent oncoming lane or is directly or indirectly adjacent to the oncoming lane. The second side of the first lane can be defined and/or limited, for example, by a lane marking, a green strip, a lane strip, etc.

Preferably, the physical barrier is a structural separation between the first lane and an adjacent oncoming lane. The structural separation can, for example, be a barrier extending in the vertical direction and arranged between the directions of travel. In some embodiments, the structural separation is selected from the group including or consisting of a guardrail, a concrete barrier, a steel barrier, and a wall.

• - Umfelddaten einer Umfeldsensorik des Fahrzeugs;
• - Umgebungsinformationen, die von wenigstens einer zentralen Einheit empfangen werden;
• - Umgebungsinformationen, die von wenigstens einer dezentralen Einheit wie anderen Fahrzeugen und/oder dezentraler Sensorik empfangen werden;
• - digitalen Kartendaten;
• - einem Fahrverhalten eines oder mehrerer Fremdfahrzeuge.

Preferably, the characteristic determination module is set up to determine the at least one characteristic in relation to the lane width of the first lane and/or the lane boundary using at least one of the following:

• - Environmental data from an environmental sensor system of the vehicle;
• - Environmental information received from at least one central unit;
• - Environmental information received from at least one decentralized unit such as other vehicles and/or decentralized sensors;
• - digital map data;
• - the driving behavior of one or more third-party vehicles.

The vehicle can include the environmental sensor system, which is set up to record the environmental data. The environmental sensor system preferably comprises at least one LiDAR system and/or at least one radar system and/or at least one camera and/or at least one ultrasound system and/or at least one laser scanner. The environmental sensor system can provide the environmental data (also referred to as “environmental data”) that depicts an area surrounding the vehicle.

The characteristic determination module can be set up to determine the at least one characteristic in relation to the lane width of the first lane and/or the lane boundary based on the surroundings data. Optional The detection module can be set up to detect the two or more drivable lanes and/or the construction site area based on the surrounding data.

The environmental information can be received wirelessly, for example via an LTE or 5G communication connection, from at least one central unit, such as a server or backend, and/or from at least one decentralized unit, such as other vehicles, a distributed stationary and/or a location-independent sensor system become. The environmental information may include information related to the construction area, such as an existence thereof, a number of lanes, lane widths, the existence of protection from oncoming traffic, etc. In some embodiments, the environmental information may be real-time information about the traffic situation, such as Real Time Traffic Information ( RTTI).

The digital map data can be stored in a navigation system of the vehicle and can in particular be map data that is used to navigate the vehicle. The digital map data may include information relating to the construction site area, such as its existence, a number of lanes, lane widths, etc.

The driving behavior of one or more third-party vehicles can be recorded, for example, by means of the vehicle's environmental sensors and used to draw conclusions about the at least one characteristic in relation to the lane width of the first lane and/or the lane boundary, in particular in combination with other data such as environmental information and/or digital map data.

In some embodiments, the detection module and the characteristic determination module may use at least partially the same data, such as the environment data, to determine the existence of the two or more lanes and the at least one characteristic related to the lane width of the first lane and/or the lane boundary recognize.

In other embodiments, the detection module and the characteristic determination module may use different data to determine the existence of the two or more lanes on one side and the at least one characteristic related to the lane width of the first lane and/or the lane boundary on the other side recognize. For example, the recognition module may use digital map data to recognize the two or more lanes. The characteristic determination module can then, for example, use the surroundings data from the surroundings sensor system of the vehicle to detect the at least one characteristic in relation to the lane width of the first lane and/or the lane boundary. If the two sources contradict each other regarding a characteristic, this contradiction can be resolved using a prioritization scheme, such as by prioritizing the information collected by the local sensors over the information from the other source(s).

• - einer Fahrspur-Existenzwahrscheinlichkeit;
• - Verkehrszeichen;
• - temporären physischen Hinweis- und/oder Verkehrsleitelementen;
• - Fahrbahnmarkierungen.

Preferably, the characteristic determination module is set up to determine the at least one characteristic in relation to the lane width of the first lane and/or the lane boundary based on at least one of the following:

• - a lane existence probability;
• - traffic signs;
• - temporary physical information and/or traffic control elements;
• - Road markings.

The lane existence probability can be derived, for example, from various environmental information, digital map data, the surrounding data and/or the driving behavior of one or more third-party vehicles. For example, the existence of a middle lane can be derived from the observation that other vehicles move from the left lane to the middle or right lane.

The traffic signs, such as traffic signs (e.g. “Width of the left lane: 2m”) can be recognized using traffic sign recognition. Traffic sign recognition can, for example, use digital map data and/or environmental data (e.g. camera data).

The temporary physical information and/or traffic control elements can include or be, for example, traffic barges and/or pylons. The physical information and/or traffic guidance elements can be recognized, for example, based on environmental data (e.g. camera data).

For example, a lane width can be determined based on the road markings. Additionally or alternatively, a color of the road markings (e.g. yellow) can be used to recognize and/or verify the construction site area.

The driving assistance system is set up for automated driving.

In the context of the document, the term “automated driving” can be understood to mean driving with automated longitudinal or lateral guidance or autonomous driving with automated longitudinal and lateral guidance. Automated driving can, for example, involve driving for a longer period of time on the motorway or driving for a limited period of time as part of parking or maneuvering. The term “automated driving” includes automated driving with any level of automation. Examples of levels of automation include assisted, partially automated, highly automated or fully automated driving. These levels of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication “Research Compact”, edition 11/2012).

During assisted driving, the driver permanently performs longitudinal or lateral guidance while the system takes over the other function within certain limits. In partially automated driving (TAF), the system takes over longitudinal and lateral guidance for a certain period of time and/or in specific situations, whereby the driver must continuously monitor the system, as with assisted driving. In highly automated driving (HAF), the system takes over longitudinal and lateral guidance for a certain period of time without the driver having to permanently monitor the system; However, the driver must be able to take over control of the vehicle within a certain period of time. With fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; A driver is no longer required for this application.

The four levels of automation mentioned above correspond to SAE levels 1 to 4 of the SAE J3016 standard (SAE - Society of Automotive Engineering). Furthermore, SAE J3016 specifies SAE level 5 as the highest level of automation, which is not included in the BASt definition. SAE Level 5 corresponds to driverless driving, in which the system can automatically handle all situations throughout the journey like a human driver; a driver is generally no longer required.

The driving assistance system is preferably set up for automated driving according to SAE Level 3, 4 or 5. In some embodiments, the driving assistance system can be set up for automated driving according to SAE Level 3. However, the present disclosure is not limited to this and the driver assistance system can be set up for automated driving according to Level 2+ (e.g. https://www.sae.org/news/2020/12/rise-of-sae-level-2).

According to a further independent aspect of the present disclosure, a vehicle, in particular a motor vehicle, is specified. The vehicle includes the driver assistance system for automated driving according to the embodiments of the present disclosure.

The term vehicle includes cars, trucks, buses, mobile homes, motorcycles, etc. that are used to transport people, goods, etc. In particular, the term includes motor vehicles for passenger transport.

The vehicle preferably includes the environmental sensor system, which is set up to record the surrounding data. The environmental sensor system preferably comprises at least one LiDAR system and/or at least one radar system and/or at least one camera and/or at least one ultrasound system and/or at least one laser scanner. The environmental sensor system can provide the environmental data (also referred to as “environmental data”) that depicts an area surrounding the vehicle.

According to a further independent aspect of the present disclosure, a driving assistance method for a vehicle, in particular a motor vehicle, is specified. The driving assistance method includes recognizing two or more drivable lanes in a construction site area, wherein the two or more lanes include a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane is an outermost lane of the two or more lanes is; determining whether there is at least one characteristic of the first lane in relation to a lane width of the first lane and/or a lane boundary; and performing a lane change of the vehicle from the first lane to the second lane when the first lane has the at least one characteristic.

The driving assistance method can implement the aspects of the driving assistance system for automated driving described in this document.

According to another independent aspect of the present disclosure, a software (SW) program is provided. The SW program can be set up to run on one or more processors and thereby carry out the driving assistance method described in this document.

According to another independent aspect of the present disclosure, a storage medium is provided. The storage medium may include a SW program configured to run on one or more processors and thereby execute the driving assistance method described in this document.

According to a further independent aspect of the present disclosure, software with program code for carrying out the driving assistance method for automated driving of a vehicle is to be executed if the software runs on one or more software-controlled devices.

A processor or a processor module is a programmable arithmetic unit, i.e. a machine or an electronic circuit that controls other elements according to instructions given and thereby drives an algorithm (process).

Brief description of the drawings

• 1 schematisch ein Fahrassistenzsystem zum automatisierten Fahren gemäß Ausführungsformen der vorliegenden Offenbarung,
• 2A und B schematisch eine Straße mit Fahrspuren gemäß Ausführungsformen der vorliegenden Offenbarung, und
• 3 ein Flussdiagram eines Fahrassistenzverfahrens gemäß Ausführungsformen der vorliegenden Offenbarung.

Embodiments of the disclosure are shown in the figures and are described in more detail below. Show it:

• 1 schematically a driving assistance system for automated driving according to embodiments of the present disclosure,
• 2A and B schematically shows a road with lanes according to embodiments of the present disclosure, and
• 3 a flowchart of a driving assistance method according to embodiments of the present disclosure.

Embodiments of the disclosure

In the following, unless otherwise noted, the same reference numerals are used for elements that are the same and have the same effect.

1 schematically shows a vehicle 10 with a driving assistance system 100 for automated driving according to embodiments of the present disclosure.

The vehicle 10 includes the driving assistance system 100 for automated driving. During automated driving, the longitudinal and/or lateral guidance of the vehicle 10 takes place automatically. The driving assistance system 100 therefore takes over driving the vehicle. For this purpose, the driving assistance system 100 controls the drive 20, the transmission 22, the hydraulic service brake 24 and the steering 26 via intermediate units, not shown.

To plan and carry out automated driving, environmental information from an environmental sensor system that monitors the vehicle's surroundings is received by the driver assistance system 100. In particular, the vehicle can include at least one environmental sensor 12, which is set up to record environmental data that indicates the vehicle surroundings. The environmental sensor system preferably comprises at least one LiDAR system and/or at least one radar system and/or at least one camera and/or at least one ultrasound system and/or at least one laser scanner.

The driving assistance system 100 includes a recognition module 110 that is set up to recognize two or more drivable lanes in a construction site area, the two or more lanes comprising a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane is an outermost lane of two or more lanes; a characteristic determination module 120 configured to determine whether the first lane has at least one characteristic related to a lane width of the first lane and/or a lane boundary; and a lane change module 130 that is configured to cause the vehicle 10 to change lanes from the first lane to the second lane when the first lane has the at least one characteristic.

The detection module 110 and/or the characteristic determination module 120 and/or the lane change module 130 can be implemented in a common software and/or hardware module. Alternatively, the detection module 110 and/or the characteristic determination module 120 and/or the lane change module 130 can each be implemented in separate software and/or hardware modules.

2A and B schematically show a road or a construction zone with lanes according to embodiments of the present disclosure.

The road or the construction zone includes, for example, two lanes in a direction of travel of the ego vehicle 10, namely a first lane A and a second lane B, as well as two lanes in the opposite direction. However, the present disclosure is not limited to this and the road may include three or more lanes in one or both directions. The first lane A is in the example 2A and 2 B a lane that is closest to oncoming traffic, such as a left/leftmost lane.

The number of lanes in a particular direction, and in particular the direction of travel of the Ego vehicle, can be derived from environmental data from the vehicle's environmental sensors and/or digital map data and/or distributed sensors (e.g. information from other vehicles) and/or driving behavior of other vehicles.

The vehicle 10 recognizes the construction zone with the first lane A and the second lane B and decides whether it should change lanes from the first lane A to the second lane B.

In the example of 2A the vehicle 10 determines a lane width w of the first lane A. If the lane width w of the first lane A is equal to or smaller than a threshold value, the vehicle 10 can change from the first lane A to the second lane B. However, if the lane width w of the first lane A is greater than the threshold value, the vehicle 10 can remain in the first lane A. Typically the threshold can be 2m.

In some embodiments, the vehicle 10 knows its own width and, based on this, can set the threshold or determine whether the first lane A is wide enough for (safe) driving. For example, the vehicle 10 can set the threshold value depending on the situation based on its own width and a speed (e.g. speed limit). In particular, the threshold value can be smaller for higher speeds than for lower speeds.

In the example of 2 B the vehicle 10 determines whether a roadway boundary 210, such as a physical barrier, is present between directions of travel. If there is no lane boundary 210, the vehicle 10 can change from the first lane A to the second lane B in order to avoid risky situations with regard to oncoming traffic. However, if the lane boundary 210 is present between the directions of travel, the vehicle 10 can remain in the first lane A.

3 schematically shows a flowchart of a driving assistance method 300 for an automated vehicle according to embodiments of the present disclosure. The driving assistance method 300 can be implemented by appropriate software that can be executed by one or more processors (eg a CPU).

The driving assistance method 300 includes in block 310 a detection of two or more drivable lanes in a construction site area, wherein the two or more lanes include a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane is an outermost lane which has two or more lanes; in block 320, determining whether there is at least one characteristic of the first lane with respect to a lane width of the first lane and/or a lane boundary; and in block 330, performing a lane change of the vehicle from the first lane to the second lane if the first lane has the at least one characteristic.

According to the invention, during automated driving on a multi-lane road in a construction area, a lane change is carried out from a lane that is, for example, closest to oncoming traffic, to another lane if the lane has a certain property. The specific property can be, for example, a small lane width (e.g. equal to or less than 2 meters) or a lack of a physical barrier to oncoming traffic. By blocking the outermost lane for traffic in this way, dangerous situations in construction zones can be proactively prevented, which can improve road safety.

Although the invention has been illustrated and explained in detail by preferred embodiments, the invention is not limited by the examples disclosed and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a large number of possible variations exist. It is also to be understood that exemplary embodiments are truly examples only and should not be construed in any way as limiting the scope, application, or configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to concretely implement the exemplary embodiments, whereby the person skilled in the art can make a variety of changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, with knowledge of the disclosed inventive concept, without To leave the scope of protection, which is defined by the claims and their legal equivalents, such as further explanations in the description.

Claims (10)

Driving assistance system (100) for automated driving of a vehicle (10), comprising: a recognition module (110) that is set up to identify two or more drivable lanes (A, B). a construction site area, wherein the two or more lanes (A, B) include a first lane (A) and a second lane (B) adjacent to a first side of the first lane (A), and wherein the first lane (A) an outermost lane which is two or more lanes (A, B); a characteristic determination module (120) which is set up to determine whether the first lane (A) has at least one characteristic in relation to a lane width (w) of the first lane (A) and/or a lane boundary (210); and a lane change module (130) which is set up to cause the vehicle (10) to change lane from the first lane (A) to the second lane (B) if the first lane (A) has the at least one characteristic. The driving assistance system (100) according to Claim 1 , wherein the at least one characteristic in relation to the lane width (w) of the first lane (A) indicates that the lane width (w) is equal to or smaller than a threshold value, in particular wherein the lane change module (130) is set up to change the lane of the Vehicle (10) from the first lane (A) to the second lane (B) if the lane width (w) of the first lane (A) is equal to or smaller than the threshold value. The driving assistance system (100) according to Claim 1 or 2 , wherein the at least one characteristic in relation to the road boundary (210) indicates a lack of a road boundary, in particular a lack of a physical barrier on a second side of the first lane (A) opposite the first side. The driving assistance system (100) according to Claim 3 , wherein the lane change module (130) is set up to cause the vehicle (10) to change lane from the first lane (A) to the second lane (B) when the absence of the lane boundary (210) is detected. The driving assistance system (100) according to one of the Claims 1 until 4 , wherein the characteristic determination module (120) is set up to determine the at least one characteristic in relation to the lane width (w) of the first lane (A) and / or the lane boundary (210) using at least one of the following: - environment data an environment sensor system of the vehicle (10); - Environmental information received from at least one central unit; - Environmental information received from at least one decentralized unit; - digital map data; - the driving behavior of one or more third-party vehicles. The driving assistance system (100) according to one of the Claims 1 until 5 , wherein the characteristic determination module (120) is set up to determine the at least one characteristic in relation to the lane width (w) of the first lane (A) and / or the lane boundary (210) based on at least one of the following: - one lane existence probability; - traffic signs; - temporary physical information and/or traffic control elements; - Road markings. The driving assistance system (100) according to one of the Claims 1 until 6 , wherein the driving assistance system (100) is set up for automated driving according to SAE level 3, 4 or 5. Vehicle (10), in particular motor vehicle, comprising the driving assistance system (100) according to one of Claims 1 until 7 . Driving assistance method (300) for a vehicle, comprising: Detecting (310) two or more accessible lanes in a construction site area, wherein the two or more lanes include a first lane and a second lane adjacent to a first side of the first lane, and wherein the first lane is an outermost lane of the two or more lanes is; Determine (320) whether there is at least one characteristic of the first lane in relation to a lane width of the first lane and/or a lane boundary; and Carrying out (330) a lane change of the vehicle from the first lane to the second lane if the first lane has the at least one characteristic. Storage medium comprising a software program that is set up to be executed on one or more processors and thereby the driving assistance method (300) according to Claim 9 to carry out.

Images