DE102022124593A1 - Method for aligning a vehicle on a lane, lane keeping system and vehicle - Google Patents

Abstract

The invention relates to a method for the automated alignment of a vehicle (1) within a lane (F) depending on a predetermined target transverse position (QSoll), with at least the following steps: - Determining an actual transverse position (QIst) of the vehicle (1) within the lane (F); - Determining a deviation depending on the actual transverse position (QIst) and the specified target transverse position (QSoll); - Determining and outputting a target steering wheel angle and / or a target steering wheel torque depending on the determined deviation such that the deviation when activating an active steering system is reduced with the output target steering wheel angle and/or with the output target steering wheel torque; and - Activating the active steering system with the output target steering wheel angle and/or with the output target steering wheel torque, characterized in that a transverse offset (V) is additionally taken into account to determine the deviation, the transverse offset (V) being taken into account while the vehicle is traveling (1) is determined or adaptively adjusted within the lane (F) from input information, so that the vehicle (1) is automatically aligned within the lane (F), taking into account the transverse offset (V) determined or adaptively adjusted while driving.

Description

The invention relates to a method for aligning a vehicle on a lane, a lane keeping system for carrying out the method and a vehicle, in particular a commercial vehicle.

With a lane keeping system, a vehicle is normally aligned on a lane depending on a predetermined target transverse position in such a way that first an actual transverse position of the vehicle on the lane is determined, from this a deviation from the predetermined target transverse position is determined and then a target Steering wheel angle and/or a target steering wheel torque is determined in such a way that the detected deviation when an active steering system is activated reduces with the output target steering wheel angle and/or with the output target steering wheel torque, preferably approaches zero.

Such lane keeping systems can only be adapted to a limited extent to a driver's natural behavior or to conditions in the area around the vehicle, for example in traffic jam situations. Due to the lack of comfort, acceptance of such a lane keeping system is rather low.

US 2015/0248132 A1 describes an example of a lane keeping system in which corrective steering interventions are made. US 2014/0257628 A1 describes a lane keeping system in which an actual steering wheel torque and an actual steering wheel signal are monitored and based on which resonance frequencies of the steering system are monitored to determine whether the driver is holding the steering wheel or not. KR 101830714 B1 describes a lane keeping system that is active, passive or switched off depending on the driver's driving behavior.

The object of the invention is therefore to provide a method and a lane keeping system that enable driver comfort to be improved in a simple manner. The task is still to provide an appropriate vehicle.

This task is solved by a method, a lane keeping system and a vehicle according to the independent claims. The subclaims indicate preferred further developments.

• - Ermitteln einer Ist-Querposition des Fahrzeuges auf dem Fahrstreifen;
• - Ermitteln einer Abweichung in Abhängigkeit der Ist-Querposition und der vorgegebenen Soll-Querposition;
• - Ermitteln und Ausgeben eines Soll-Lenkradwinkels und/oder eines Soll-Lenkradmoments in Abhängigkeit der ermittelten Abweichung derartig, dass sich die Abweichung bei einer nachfolgenden Ansteuerung eines aktiven Lenksystems mit dem ausgegebenen Soll-Lenkradwinkel und/oder mit dem ausgegebenen Soll-Lenkradmoment verringert und sich dabei vorzugsweise an Null annähert; und
• - Ansteuern des aktiven Lenksystems mit dem ausgegebenen Soll-Lenkradwinkel und/oder mit dem ausgegebenen Soll-Lenkradmoment zum automatisierten Ausrichten des Fahrzeuges auf dem Fahrstreifen, durch Kompensieren der vorher ermittelten Abweichung,

wobei zum Ermitteln der Abweichung zusätzlich ein veränderbarer Querversatz berücksichtigt wird, wobei der Querversatz nicht der Ist-Querposition entspricht oder nicht unmittelbar damit zusammenhängt, wobei der Querversatz während der Fahrt des Fahrzeuges auf dem Fahrstreifen aus Eingangs-Informationen, die ebenfalls während der Fahrt erfasst werden, ermittelt oder adaptiv angepasst wird, so dass das Fahrzeug unter Berücksichtigung des während der Fahrt ermittelten oder adaptiv angepassten Querversatzes automatisiert auf dem Fahrstreifen ausgerichtet wird.According to the invention, it is therefore provided that in a method for the automated alignment of a vehicle on a lane or, equivalently, within a lane, at least the following steps are carried out depending on a predetermined target transverse position, ie a position transverse to the direction of travel of the vehicle:

• - Determining an actual transverse position of the vehicle on the lane;
• - Determining a deviation depending on the actual transverse position and the specified target transverse position;
• - Determining and outputting a target steering wheel angle and/or a target steering wheel torque depending on the determined deviation in such a way that the deviation is reduced during a subsequent control of an active steering system with the output target steering wheel angle and/or with the output target steering wheel torque and preferably approaches zero; and
• - Controlling the active steering system with the output target steering wheel angle and/or with the output target steering wheel torque for automatically aligning the vehicle on the lane by compensating for the previously determined deviation,

to determine the deviation, a variable transverse offset is also taken into account, the transverse offset not corresponding to the actual transverse position or not directly related to it, the transverse offset while the vehicle is traveling on the lane from input information that is also recorded during the journey , determined or adaptively adjusted, so that the vehicle is automatically aligned on the lane, taking into account the transverse offset determined or adaptively adjusted while driving.

Advantageously, the originally specified target transverse position on the lane, for example the middle of the lane, can also be deviated from, which depends on the adaptively determined or adaptable transverse offset. This can then be determined based on any input information resulting from the current driving situation, so that the alignment is automatically adjusted while driving depending on the current driving situation. Since the behavior of the lane keeping system can be variably adjusted in this way, acceptance increases and driver comfort is also increased.

Preferably, it can be provided that an adjusted actual transverse position is formed from the determined actual transverse position and the transverse offset determined during the journey or adaptively adjusted, e.g. by forming a difference between the two, and the deviation is determined from the adjusted actual transverse position and the specified target transverse position. If a lane keeping algorithm responsible for the alignment of the vehicle is itself not able to take the transverse offset into account, , the adjusted actual lateral position that takes the lateral offset into account can be transmitted to it in a simple manner instead of the usual actual lateral position, whereby this is preferably done in an input calculation module upstream of the lane keeping algorithm. The deviation is then determined based on this and the vehicle is aligned accordingly, taking the lateral offset into account.

Alternatively, in the event that the lane keeping algorithm can take the transverse offset itself into account, it can be provided that an adapted target transverse position is formed from the predetermined target transverse position and the determined or adaptively adjusted transverse offset, for example by forming a sum of the two, preferably in the lane keeping algorithm, and the deviation is then determined from the determined actual transverse position and the adjusted target transverse position. In this way, the adaptation can be implemented directly in the lane keeping algorithm, for example through an appropriate software adaptation.

Preferably, it is further provided that the transverse offset is limited, preferably by a lane width and/or a vehicle width and/or a position of the lane boundaries of the lane. This ensures that no safety-critical conditions arise as a result of the vehicle entering a neighboring lane and/or disturbing neighboring vehicles, taking into account the determined or adjusted transverse offset.

• eine Umgebungs-Information, eine Verkehrszeichen-Information, eine Objekt-Information, eine Navigations-Information, eine Infrastruktur-Information, eine Fremdfahrzeug-Information, eine Fahrstreifen-Information, von Fahrdynamiksensoren erfasste Fahrdynamikgrößen. Zum Ermitteln des Querversatzes stehen also eine Reihe von Informationen über die aktuelle Fahrsituation zur Verfügung, aufgrund derer oder in Abhängigkeit derer das Fahrzeug entsprechend angepasst auf dem Fahrstreifen ausgerichtet werden kann.

Preferably, it is further provided that the transverse offset is determined or adjusted while the vehicle is traveling on the lane from at least one piece of input information, which is selected from the group consisting of:

• an environmental information, a traffic sign information, an object information, a navigation information, an infrastructure information, a third-party vehicle information, a lane information, vehicle dynamics variables recorded by vehicle dynamics sensors. To determine the transverse offset, a range of information about the current driving situation is available, on the basis of which or depending on which the vehicle can be aligned accordingly on the lane.

• - solange der Ist-Lenkradwinkel von dem vorgegebenen Soll-Lenkradwinkel abweicht, und/oder
• - solange das Ist-Lenkradmoment von dem vorgegebenen Soll-Lenkradmoment abweicht,

und die Abweichung währenddessen in Abhängigkeit dieses adaptiv angepassten Querversatzes ermittelt und der Bestimmung des Soll-Lenkradwinkels und/oder des Soll-Lenkradmomentes zugrunde gelegt wird. Es wird also geprüft oder beobachtet, ob der Fahrer aktiv gegen das aktive Lenksystem arbeitet, d.h. das Fahrzeug auf einer Ist-Querposition halten möchte, die nicht der Soll-Querposition entspricht. Folglich wird dann adaptiv ein Querversatz ermittelt oder angepasst, der den Fahrerwunsch berücksichtigt, so dass das Spurhaltesystem durch eine entsprechende Anpassung der Ist-Querposition oder der Soll-Querposition automatisch den Fahrerwunsch berücksichtigt. Dies erhöht die Akzeptanz für ein solches Spurhaltesystem und den Fahrerkomfort, da dieser die Ausrichtung des Fahrzeuges in komfortabler Weise mitbestimmen kann.For example, it can be provided that an actual steering wheel angle and/or an actual steering wheel torque are recorded as driving dynamics variables, while the active steering system is controlled with the output target steering wheel angle and/or with the output target steering wheel torque, the lateral offset being adaptively adjusted during this process,

• - as long as the actual steering wheel angle deviates from the specified target steering wheel angle, and/or
• - as long as the actual steering wheel torque deviates from the specified target steering wheel torque,

and the deviation is determined in the meantime as a function of this adaptively adjusted transverse offset and is used as the basis for determining the target steering wheel angle and/or the target steering wheel torque. It is therefore checked or observed whether the driver is actively working against the active steering system, i.e. wants to keep the vehicle in an actual transverse position that does not correspond to the target transverse position. Consequently, a transverse offset is then adaptively determined or adjusted that takes the driver's wishes into account, so that the lane keeping system automatically takes the driver's wishes into account by adjusting the actual transverse position or the target transverse position accordingly. This increases the acceptance of such a lane keeping system and driver comfort, as the driver can help determine the alignment of the vehicle in a comfortable way.

• - bis der Ist-Lenkradwinkel mit dem ermittelten Soll-Lenkradwinkel übereinstimmt, und/oder
• - bis das Ist-Lenkradmoment mit dem ermittelten Soll-Lenkradmoment übereinstimmt, wobei die Abweichung zwischen der dann vorliegenden Ist-Querposition und der ursprünglichen Soll-Querposition (unangepasst), dem Querversatz entspricht, der vom Fahrer gewünscht ist. Dieser Querversatz kann also dann in einfacher Weise der zukünftigen Ausrichtung des Fahrzeuges dauerhaft zugrunde gelegt werden, bis der Fahrer beispielsweise eine erneute Anpassung einleitet.

It is preferably further provided that the transverse offset is adapted adaptively as long as

• - until the actual steering wheel angle matches the determined target steering wheel angle, and/or
• - until the actual steering wheel torque matches the determined target steering wheel torque, whereby the deviation between the then existing actual transverse position and the original target transverse position (unadjusted) corresponds to the transverse offset desired by the driver. This transverse offset can then easily be used as a permanent basis for the future alignment of the vehicle until, for example, the driver initiates a new adjustment.

• - eine Fahrzeug-Geschwindigkeit des Fahrzeuges einen vorgegebenen Geschwindigkeits-Schwellwert überschritten oder unterschritten hat, und/oder
• - der Fahrstreifen einer vorgegebenen Fahrbahnart zugehörig ist, beispielsweise einer Autobahn oder einer Landstraße.

Preferably, it is further provided that in order to determine the deviation, a changeable transverse offset is only taken into account and/or a transverse offset of non-zero is only determined if it follows from the input information that

• - a vehicle speed of the vehicle has exceeded or fallen below a predetermined speed threshold, and/or
• - The lane belongs to a given type of road, for example a motorway or a country road.

It is therefore possible to specifically parameterize a type of road and/or a vehicle speed at which the adaptation functionality is activated at all. This is advantageous in that a deviation from the originally specified target transverse position only makes sense in certain driving situations.

For example, it can be provided that the transverse offset is determined or adjusted while the vehicle is traveling on the lane of a motorway when the speed falls below a speed threshold of, for example, 40km/h or 30km/h in such a way that the vehicle contributes to the formation of an emergency lane. An emergency lane only makes sense for certain types of road and only when a traffic jam forms (at low vehicle speeds), i.e. only then is the formation of an emergency lane usually intended.

• - bei einer Fahrt auf dem äußerst linken Fahrstreifen maximal links auf dem äußerst linken Fahrstreifen ausgerichtet wird, oder
• - bei einer Fahrt auf dem mittleren Fahrstreifen maximal rechts auf dem mittleren Fahrstreifen ausgerichtet wird, oder
• - bei einer Fahrt auf dem äußerst rechten Fahrstreifen maximal rechts auf dem äußerst rechten Fahrstreifen ausgerichtet wird. Dies entspricht den üblichen Vorgaben zur Bildung einer Rettungsgasse, so dass das Spurhaltesystem automatisch zur Einhaltung der Vorgaben beitragen kann, ohne dass der Fahrer zur Ausrichtung des Fahrzeuges auf dem Fahrstreifen tätig werden muss.

Preferably, it is provided that the input information is used to determine which lane the vehicle is on, for example on an extreme left lane, on a middle lane or on an extreme right lane, and the transverse offset for forming the emergency lane is dependent on this of the lane is specified that the vehicle

• - When driving in the extreme left lane, it is aligned to the maximum left of the extreme left lane, or
• - When driving in the middle lane, it is aligned to the maximum right of the middle lane, or
• - When driving in the extreme right lane, it is aligned to the maximum right in the extreme right lane. This corresponds to the usual requirements for the formation of an emergency lane, so that the lane keeping system can automatically contribute to compliance with the requirements without the driver having to take action to align the vehicle with the lane.

Preferably, it is further provided that it is determined from the input information whether the vehicle is moving towards a tunnel and the transverse offset is determined depending on a tunnel height determined from the input information for the current lane on which the vehicle is located or is adjusted. In this way, it can be ensured that a minimum height prescribed for the current actual transverse position is not reached and that the vehicle does not come too close to a tunnel wall, for example, if the transverse offset or the target transverse position are implemented as previously specified.

It is preferably provided that the input information is used to determine whether the vehicle is moving towards an object, for example a tree, which protrudes into a clear space in the lane and the transverse offset is determined or adjusted depending on this in such a way that a touch with the object is avoided. In this way, even in such a driving situation, the lane keeping system can react automatically and the vehicle can be aligned accordingly in the lane without the driver having to intervene.

Preferably, it is further provided that it is determined from the input information whether a relevant event occurs in a neighboring lane or a hard shoulder, whereby the transverse offset when a relevant event occurs is determined in such a way that the vehicle is on the lane away from the neighbor -lanes or the hard shoulder away. In this way, for example, in the case of a broken down third-party vehicle in the emergency lane or in the case of people or defective third-party vehicles in an adjacent lane or in the event of other relevant events, a changed alignment of the vehicle can be automatically brought about by appropriately determining the transverse offset in order to avoid dangerous situations due to the relevant event avoid.

Preferably, it is further provided that a driver warning is issued when the transverse offset is determined or adjusted. In this way, an adjustment of the vehicle's alignment is made transparent so that the driver is not surprised or startled.

According to the invention, a lane keeping system for automatically aligning a vehicle on a lane depending on a predetermined target transverse position, in particular according to a method according to the invention, and a vehicle with such a lane keeping system are also provided. The lane keeping system has a lane keeping module with a lane keeping input for recording input information and a lane keeping output for outputting a target steering wheel angle and / or a target steering wheel torque,
wherein the lane keeping module further has a lane keeping algorithm, wherein the lane keeping algorithm is designed to determine a deviation depending on an actual transverse position of the vehicle on the lane and the predetermined target transverse position and, depending on the determined deviation, the target steering wheel angle and / or to determine the target steering wheel torque in such a way that the deviation occurs when a device that can be connected to the lane keeping output is activated or connected active steering system with the output target steering wheel angle and / or with the output target steering wheel torque,
wherein the lane keeping system further has an adaptation module, preferably as a component of the lane keeping module, for example as software or hardware, the adaptation module being designed to determine or adaptively adapt a transverse offset from the input information while the vehicle is traveling on the lane and to the lane keeping module in this way to provide that when determining the deviation, the transverse offset can also be taken into account in order to automatically align the vehicle on the lane, taking into account the transverse offset determined or adaptively adjusted while driving.

In this way, all that is required to adjust the alignment is an additional adaptation module as a hardware or software extension, which can exchange signals or data with the lane keeping algorithm.

• 1 eine schematische Ansicht eines Fahrzeuges mit einem erfindungsgemäßen Spurhaltesystem;
• 2 das Fahrzeug gemäß 1 während einer Fahrt auf einem Fahrstreifen; und
• 3a, 3b beispielhafte Ansichten einer Umgebung um das Fahrzeug.

The invention is explained in more detail below with reference to the accompanying drawings. Show it:

• 1 a schematic view of a vehicle with a lane keeping system according to the invention;
• 2 the vehicle accordingly 1 while driving in a lane; and
• 3a , 3b exemplary views of an environment around the vehicle.

1 shows a highly schematic view of a vehicle 1 with an active steering system 2 and a lane keeping system 3. The lane keeping system 3 has a lane keeping module 4, which, for example, uses a lane keeping algorithm SA to determine a target steering wheel angle WSoll and / or a target steering wheel torque MSoll and outputs via a lane keeping output 4a. The lane keeping output 4a is connected in a signal-conducting manner to a steering system input 2a, so that the active steering system 2 can implement the target steering wheel angle WSoll and/or target steering wheel torque MSoll output to the lane keeping output 4a via a steering actuator 2b. The vehicle 1 is thereby automatically steered in accordance with the target steering wheel angle WSoll and/or target steering wheel torque MSoll.

The lane keeping algorithm SA determines the target steering wheel angle WSoll and/or the target steering wheel torque MSoll depending on a current actual transverse position Qlst of the vehicle 1 within a lane F and a predetermined target transverse position QSoll, for example as part of a control loop. As in 2 shown, a lane center FM is normally specified as the target transverse position QSoll, so that the lane keeping system 3 normally keeps the vehicle 1 in the middle of the lane FM or aligns the vehicle 1 in the middle of the lane F, insofar as the lane keeping functionality XS is activated.

The actual transverse position Qlst is determined depending on environmental signals SE1, which are fed to the lane keeping module 4 via a lane keeping input 4b from an environment sensor system 5. The environment sensor system 5 can, for example, have a radar sensor 5a, a LIDAR sensor 5b, a camera 5c, or the like, with the environment signals SE1 then output characterizing an environment U around the vehicle 1. The actual transverse position Qlst of the vehicle 1 within the lane F can then be derived, for example, from the lateral lane boundaries FB recorded by the environment sensor system 5, for example in an input calculation module 4c. The actual transverse position Qlst can be related, for example, to a vehicle longitudinal center axis 1a and/or a vehicle center of gravity 1b.

From the actual transverse position Qlst of the vehicle 1 within the lane F determined in this way, the lane keeping algorithm SA can then determine a deviation D from the predetermined target transverse position QSoll (or alternatively a comparable variable that characterizes the deviation D). Depending on the determined deviation D, the lane keeping algorithm SA then determines a corresponding target steering wheel angle WSoll and/or a corresponding target steering wheel torque MSoll in such a way that when this determined target steering wheel angle WSoll and/or target steering wheel torque MSoll is adjusted the active steering system 2 reduces the deviation D until the vehicle 1 is finally back in the predetermined target transverse position QSoll within the lane F.

Based on this, it is provided that the lane keeping system 3 or the lane keeping algorithm SA can additionally align the vehicle 1 with the lane keeping functionality XS activated depending on an adaptively determined or adaptively adjusted transverse offset V or offsets on the lane F, in this respect an additional adaptation -Functionality XA is activated. The adapted alignment of the vehicle 1 is achieved in that an adapted target transverse position QaSoll is formed from the predetermined target transverse position QSoll and the adaptively determined or adapted transverse offset V, for example by addition with the target transverse position (QaSoll=QSoll+V ), whereby the adjusted target transverse position QaSoll is then used by the lane keeping algorithm SA as a reference variable Control loop is used. In the same way, an adapted actual transverse position Qalst can also be formed from the actual transverse position Qlst and the adaptively determined or adjusted transverse offset V, for example by subtracting from the actual transverse position (Qalst=Qlst-V). The lane keeping algorithm SA then uses the adapted actual transverse position Qalst as a controlled variable of the control loop in order to align the vehicle 1 accordingly on the lane F.

The target steering wheel angle WSoll and/or the target steering wheel torque MSoll as manipulated variable(s) of the control loop are therefore additionally formed in both cases depending on the adaptively determined or adapted transverse offset V, insofar as the adaptation functionality XA is activated. The adaptive determination or adaptation of the transverse offset V is carried out by an adaptation module 4d within the lane keeping module 4, whereby the adaptation module 4d can be designed as software or hardware within the lane keeping module 4. Depending on the activation of the adaptation module 4d or the adaptation functionality XA, this can form and output a transverse offset V.

The adaptation module 4d then passes the adaptively determined or adjusted transverse offset V directly to the lane keeping algorithm SA, so that it can determine the adapted target transverse offset QaSoll and calculate the manipulated variables (Wsoll, MSoll) based on this. Alternatively, the adaptively determined or adjusted transverse offset V can also be transferred to the input calculation module 4c, in which the actual transverse offset QIst is determined from the environmental signals SE1. The input calculation module 4c then determines the adjusted actual lateral offset Qalst from both (Qactual, V) and outputs this to the lane keeping algorithm SA so that it can calculate the manipulated variables (Wsoll, MSoll) based on this. In both cases, the vehicle 1 is aligned on the lane F depending on the adaptively determined or adaptively adjusted transverse offset V.

A series of input information IE is available to the adaptation module 4d for determining or adapting the transverse offset V, the input information IE being generated from input signals SE, which are made available to the lane keeping module 4 via the lane keeping input 4b. The input signals SE are, for example, the environmental signals SE1 from the environmental sensor system 5, driving dynamics signals SE2 from driving dynamics sensors 6 and external signals SE3 from external data sources 7.

For example, a speed sensor 6a for determining a vehicle speed v1, a steering wheel angle sensor 6b for determining an actual steering wheel angle Wact, a steering wheel torque sensor 6c for determining an actual steering wheel torque Mist, or other sensors for determining driving dynamics variables G can be provided as driving dynamics sensors 6. The driving dynamics variables G measured in each case are then output via the driving dynamics signals SE2 and transmitted to the lane keeping module 4. In the adaptation module 4d, the respective driving dynamics variables G can then be used directly as input information IE for determining the lateral offset V.

The external data sources 7 are, for example, a satellite navigation system 7a (GPS, GNSS, ...) for determining navigation information IN, a V2X communication system 7b (V2X - vehicle to X (X = vehicle or infrastructure) ) for determining third-party vehicle information I9 or infrastructure information II, or other data sources that can provide external information about the third-party signals SE3. This external information IN, I9, II can then be used in the adaptation module 4d as input information IE to determine the transverse offset V.

From the environmental signals SE1, which characterize the environment U around the vehicle 1, traffic sign information IV, for example, can be obtained as input information in the adaptation module 4d or in the input calculation module 4c via TSR recognition (TSR - Traffic Sign Recognition). IE win. Furthermore, in the adaptation module 4d or in the input calculation module 4c, object information IO about specific objects O on or next to the lane F, for example on the hard shoulder S, or above the lane F, for example tunnel 8, trees, etc. can be generated via corresponding image processing algorithms . be won. An object dynamic OD can also be determined. Road information IF relating to the type of road AF, e.g. motorway AF1, country road AF2, to which lane F belongs, can also be obtained from the environmental signals SE1 in the adaptation module 4d or in the input calculation module 4c by appropriate image processing.

• Gemäß einer Ausführungsform ist bei einer Fahrt des Fahrzeuges 1 auf einer Autobahn AF1 vorgesehen, dass das Adaptionsmodul 4d bzw. die Adaptions-Funktionalität XA bei einer Fahrzeug-Geschwindigkeit v1 aktiviert wird, die größer ist als ein parametrierbarer Geschwindigkeits-Schwellwert vG von beispielsweise 50km/h. Die Fahrzeug-Geschwindigkeit v1 steht dabei als Eingangs-Information IE aus den Fahrdynamik-Signalen SE2 bzw. den Fahrdynamikgrößen G zur Verfügung. Ob es sich um eine Fahrt auf der Autobahn AF1 handelt, lässt sich aus den Fahrbahn-Informationen IF und/oder aus den Navigations-Informationen IN herleiten.

With the aforementioned input information IE, a transverse offset V can be determined or adjusted as follows and the lane keeping system 3 can thus be operated as follows:

• According to one embodiment, when the vehicle 1 is traveling on a highway AF1, it is provided that the adaptation module 4d or the adaptation functionality XA is activated at a vehicle speed v1, which is greater than a parameterizable speed threshold vG of, for example, 50km/h. The vehicle speed v1 is available as input information IE from the driving dynamics signals SE2 or the driving dynamics variables G. Whether it is a journey on the AF1 motorway can be determined from the road information IF and/or from the navigation information IN.

If the lane keeping algorithm SA detects when the lane keeping functionality Target steering wheel torques MSoll are determined and output to the active steering system 2 in order to compensate for the deviation D.

Meanwhile, the activated adaptation module 4d evaluates the actual steering wheel angle Wact and/or the actual steering wheel torque Mist from the driving dynamics signals SE2 or from the driving dynamics variables G (input information IE). Does it follow from the evaluation of these driving dynamics variables G (and possibly other variables) that the driver countersteers continuously or over a longer period of time of, for example, more than 10 seconds or works against the active steering system 2, i.e. the vehicle 1 tries to stay on an actual In order to maintain the transverse position QIst, which does not correspond to the target transverse position QSoll, the adaptation module 4d gradually determines a transverse offset V or adapts it adaptively. Counter-steering by the driver can be recognized, for example, by the fact that the actual steering wheel angle Wact over the period of time does not correspond to the target steering wheel angle WSoll specified by the lane keeping algorithm SA or the actual steering torque Mist over the period does not correspond to that specified by the lane keeping algorithm SA Target steering torque MSoll corresponds and does not approach this.

The transverse offset V is determined or adaptively adjusted by the adaptation module 4d until it is recognized that the driver is no longer countersteering or until the actual steering wheel angle Wact corresponds to the specified target steering wheel angle WSoll or until the actual steering wheel torque Mist corresponds to the specified target -Steering wheel torque corresponds to MSoll. The continuously determined or adaptively adjusted transverse offset V is continuously transferred as described either to the lane keeping algorithm SA, so that it then regulates to the resulting adapted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c , which determines an adapted actual transverse position Qalst (QIst - V) and specifies this to the lane keeping algorithm SA.

The transverse offset V is therefore adjusted adaptively until an actual transverse position QIst results, in which the case described above occurs that the driver no longer countersteers. The difference between the originally specified target transverse position QSoll, e.g. the center of the lane FM, and the actual transverse position QIst then essentially corresponds directly to the transverse offset V.

It is provided (not only in this embodiment) that the transverse offset V is limited by a lane width FW of the lane F, by the position of the lane boundaries FB and by a vehicle width 1W (including a load), these variables being assigned to the adaptation module 4d can also be made available as input information to IE. In this way, depending on the situation, it can be ensured that the lane keeping algorithm SA and the adaptation module 4d do not make any specifications that lead to the vehicle 1 moving on the lane boundary FB or driving on a neighboring lane FN.

According to a further embodiment, when the vehicle 1 is traveling on a highway AF1, it is provided that the adaptation functionality XA or the adaptation module 4d is activated at a vehicle speed v1 that is smaller than a parameterizable speed threshold vG of, for example, 30km /H. The vehicle speed v1 is available as input information IE from the driving dynamics signals SE2 or the driving dynamics variables G. Whether it is a journey on the AF1 motorway can be determined from the road information IF and/or from the navigation information IN. When the adaptation module 4a or the adaptation functionality In addition, in an expanded embodiment, the initiation of supporting the formation of the emergency lane can be made dependent on whether the approach of an emergency vehicle is announced via radio by the emergency vehicle or another vehicle or an infrastructure element (e.g. road side unit). To do this, the vehicle 1 must then also be equipped with a corresponding radio communication module for V2X communication, corresponding to vehicle-to-everything.

• - bei einer Fahrt auf dem äußerst linken Fahrstreifen F1a maximal links auf dem äußerst linken Fahrstreifen F1a ausgerichtet wird, oder
• - bei einer Fahrt auf dem mittleren Fahrstreifen F1b maximal rechts auf dem mittleren Fahrstreifen F1b ausgerichtet wird, oder
• - bei einer Fahrt auf dem äußerst rechten Fahrstreifen F1c maximal rechts auf dem äußerst rechten Fahrstreifen F1c ausgerichtet wird.

In Ländern mit Linksverkehr ist zur Bildung der Rettungsgasse R eine entsprechend gespiegelte Ausrichtung vorgesehen.In order to achieve this, it is first determined, for example, based on the roadway information IF and/or the navigation information IN and/or the environmental information IU, on which lane F of the motorway AF1 the vehicle 1 is located, for example on an extreme left lane F1a, on a middle lane F1b or on an extreme right lane F1c. To form an emergency lane R, the adaptation module 4d then determines and outputs a transverse offset V, which is taken into account by the lane keeping system 3 and the vehicle 1

• - When driving on the extreme left lane F1a, it is aligned to the maximum left on the extreme left lane F1a, or
• - When driving on the middle lane F1b, it is aligned to the maximum right on the middle lane F1b, or
• - When driving on the extreme right lane F1c, it is aligned to the maximum right on the extreme right lane F1c.

In countries with left-hand traffic, a correspondingly mirrored alignment is intended to form the emergency lane R.

In this way, when the adaptation module 4d or the adaptation functionality The predetermined transverse offset V is then passed, as described, either to the lane keeping algorithm SA, so that it then regulates the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (QIst - V) is determined and this is specified to the lane keeping algorithm SA.

According to a further embodiment, which can also be combined with other embodiments, when the vehicle 1 is traveling on a lane F of any type of road AF, e.g. motorway AF1, country road AF2, etc., it is provided that the adaptation functionality XA or the adaptation module 4d is activated when it is detected that the vehicle 1 is moving towards a tunnel 8, as shown by way of example in 3a The information as to whether a tunnel 8 is ahead can be derived, for example, from the navigation information IN and/or the infrastructure information II of the V2X communication system 7b and/or the traffic sign information IV and/or the object information IO. From this input information IE, a tunnel height 8H can also be derived, which can be variable for each lane F of the respective roadway, as in 3a shown.

In this way, when the adaptation module 4a or the adaptation functionality or the transverse offset V can be limited depending on the tunnel height 8H. This ensures that the vehicle 1, which has a specific vehicle height 1H, does not move to an actual transverse position QIst within the current lane F, in which the vehicle height 1H is greater than or equal to a permissible one dependent on the tunnel height 8H Total height for this lane is F. The predetermined transverse offset V is then passed, as described, either to the lane keeping algorithm SA, so that it then regulates the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (QIst - V) is determined and this is specified to the lane keeping algorithm SA.

In addition, it can be provided (also in all other embodiments) that a driver warning WF is issued, via which the driver is informed about the determination and/or adjustment of a transverse offset V, so that the driver can understand why the target transverse position QSoll is no longer used for example, the lane center FM applies.

Analogous to the described embodiment with the determination of the transverse offset V depending on the lane-dependent tunnel height 8H, when the vehicle 1 is traveling on a lane F of any type of road AF, for example motorway AF1, country road AF2, etc., provision can be made for the adaptation functionality XA or the adaptation module 4d is activated when it is detected that the vehicle 1 is moving towards an object O, for example a tree, above and / or to the side of the lane F, which protrudes into the clear space of the lane F. This is done, for example, by the in 3b The traffic sign shown indicates “insufficient clearance profile”, which can be derived by the adaptation module 4d, for example, from the traffic sign information IU obtained via the TSR recognition and/or from the navigation information IN and/or from the infrastructure information II.

In this way, when the adaptation module 4a or the adaptation functionality V determined or the transverse offset V accordingly be limited. This ensures that the vehicle 1, which has a specific vehicle height 1H, does not move to an actual transverse position QIst within the current lane F, in which the projecting object O is touched by the vehicle 1. The predetermined transverse offset V is then passed, as described, either to the lane keeping algorithm SA, so that it then regulates the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (QIst - V) is determined and this is specified to the lane keeping algorithm SA.

According to a further embodiment, which can also be combined with other embodiments, when the vehicle 1 is traveling on a lane F of any type of road AF, for example motorway AF1, country road AF2, etc., it is provided that the adaptation functionality XA or the adaptation module 4d is activated when it is recognized that a relevant event E occurs in a neighboring lane FN or a hard shoulder S, as in 2 shown. This can be, for example, an object O, for example people, or a (defective) third-party vehicle 9 or a traveling construction site on the neighboring lane FN or the hard shoulder S, or a neighboring lane FN no longer exists (road narrowing). The information about the relevant event E on the neighboring lane FN or the hard shoulder S can be derived, for example, from the external vehicle information I9 and/or the object information IO and/or the environmental information IU and/or the navigation information IN become.

In this way, when the adaptation module 4a or the adaptation functionality XA is activated under these conditions (relevant event E on the neighboring lane FN or the hard shoulder S) for the current lane F in which the vehicle 1 is located, adaptive a transverse offset V can be determined depending on the respective neighboring lane FN or the hard shoulder S. The predetermined transverse offset V is then passed, as described, either to the lane keeping algorithm SA, so that it then regulates the resulting adjusted target transverse position QaSoll (QSoll + V), or to the input calculation module 4c, which then adjusts an adjusted one -Transverse position Qalst (QIst - V) is determined and this is specified to the lane keeping algorithm SA.

The disclosure is not limited to the exemplary embodiments described here. There is room for various adaptations and modifications that those skilled in the art would consider based on their expertise as well as the disclosure. As an example, the possibility is mentioned that instead of active countersteering, the driver can adapt the transverse offset incrementally using an operating unit, e.g. steering wheel operating unit. Two buttons on the steering wheel control unit are preferably used for this, which cause the alignment to the left and right.

Reference symbols (part of the description)

1

vehicle

1a

Vehicle longitudinal center axis

1b

Vehicle center of gravity

1H

Vehicle height

1W

Vehicle width

2

Steering system

2a

Steering system input

2 B

Steering actuator

3

Lane keeping system

4

Lane keeping module

4a

Lane keeping output

4b

Lane keeping input

4c

Input calculation module

4d

Adaptation module

5

Environmental sensors

5a

Radar sensor

5b

LIDAR sensor

5c

camera

6

Driving dynamics sensor

6a

Speed sensor

6b

Steering wheel angle sensor

6c

Steering wheel torque sensor

7

external data source

7a

Satellite navigation system

7b

V2X communication system

8th

tunnel

8H

Tunnel height

9

Third-party vehicle

AF

Road type

AF1

Highway

AF2

country road

D

deviation

E

relevant event

F

Lanes

F1a

Extreme left lane F of the AF1 motorway

F1b

middle lane F of the AF1 motorway

F1c

extreme right lane F of the AF1 motorway

FB

Lane delimitation

FM

middle of the lane

FN

Neighboring lanes

FW

Lane width

G

Driving dynamics variables

I9

Third-party vehicle information

IE

Input information

IF

Roadway information

II

Infrastructure information

IN

Navigation information

IO

Object information

IV

Traffic sign information

IU

Environmental information

Damn

Actual steering wheel torque

MSoll

Target steering wheel torque

O

object

O.D

Object dynamics

Qalst

adjusted actual transverse position

QaSoll

adjusted target transverse position

QIs

Actual transverse position

Qtarget

Target transverse position

R

Rescue lane

S

Hard shoulder

SAT

Lane keeping algorithm

SE

Input signal

SE1

Ambient signal

SE2

Driving dynamics signal

SE3

Foreign signal

U

Vicinity

v

Transverse offset

v1

Vehicle speed

vG

Speed threshold

Wist

Actual steering wheel angle

WF

Driver warning

WSoll

Target steering wheel angle

XA

Adaptation functionality

XS

Lane keeping functionality

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2015/0248132 A1 [0004]
• US 2014/0257628 A1 [0004]
• KR 101830714 B1 [0004]

Claims (19)

Method for the automated alignment of a vehicle (1) within a lane (F) depending on a predetermined target transverse position (QSoll), with at least the following steps: - Determining an actual transverse position (QIst) of the vehicle (1) within the lane ( F); - Determination of a deviation (D) depending on the actual transverse position (QIst) and the specified target transverse position (QSoll); - Determining and outputting a target steering wheel angle (WSoll) and/or a target steering wheel torque (MSoll) depending on the determined deviation (D) in such a way that the deviation (D) corresponds to the output when an active steering system (2) is activated Target steering wheel angle (WSoll) and/or reduced with the output target steering wheel torque (MSoll); and - controlling the active steering system (2) with the output target steering wheel angle (WSoll) and/or with the output target steering wheel torque (MSoll), characterized in that a transverse offset (V) is additionally taken into account to determine the deviation (D). , wherein the transverse offset (V) is determined or adaptively adjusted while the vehicle (1) is traveling within the lane (F) from input information (IE), so that the vehicle (1) takes into account the determined or adaptively during the journey adapted transverse offset (V) is automatically aligned within the lane (F). Procedure according to Claim 1 , characterized in that an adapted actual transverse position (Qalst) is formed from the determined actual transverse position (QIst) and the transverse offset (V) determined or adaptively adjusted during the journey and the deviation (D) from the adapted actual transverse position ( Qalst) and the specified target transverse position (QSoll). Procedure according to Claim 1 , characterized in that an adapted target transverse position (QaSoll) is formed from the predetermined target transverse position (QSoll) and the determined or adaptively adjusted transverse offset (V) and the deviation (D) from the determined actual transverse position (QIst) and the adjusted target transverse position (QaSoll) is determined. Method according to one of the preceding claims, characterized in that the transverse offset (V) is limited, preferably by a lane width (FW) and/or a vehicle width (1W) and/or a position of the lane boundaries (FB) of the lane (F). Method according to one of the preceding claims, characterized in that the transverse offset (V) is determined or adjusted while the vehicle (1) is traveling within the lane (F) from at least one piece of input information (IE) which is selected from the group consisting of: environmental information (IU), traffic sign information (IV), object information (IO), navigation information (IN), infrastructure information (II), third-party vehicle information (I9) , lane information (IF), vehicle dynamics variables (G) recorded by vehicle dynamics sensors (5). Procedure according to Claim 5 , characterized in that an actual steering wheel angle (Wlst) and/or an actual steering wheel torque (Mist), which is specified by the driver, for example, are recorded as driving dynamics variables (G), while the active steering system (2) is controlled with the output target steering wheel angle (WSoll) and/or with the output target steering wheel torque (MSoll), the transverse offset (V) being adaptively adjusted during this time - as long as the actual steering wheel angle (Wlst) deviates from the specified target steering wheel angle (WSoll), and/or - as long as the actual steering wheel torque (Mist) deviates from the specified target steering wheel torque (MSoll), and the deviation (D) is determined during this time as a function of this adaptively adjusted transverse offset (V) and the determination of the target steering wheel angle (WSoll) and/or the target steering wheel torque (MSoll) is used as a basis. Procedure according to Claim 6 , characterized in that the transverse offset (V) is adaptively adjusted until the actual steering wheel angle (Wlst) matches the determined target steering wheel angle (WSoll), and/or - until the actual steering wheel torque (Mist) matches the determined one Target steering wheel torque (MSoll) matches. Method according to one of the preceding claims, characterized in that in order to determine the deviation (D), a changeable transverse offset (V) is only taken into account and/or a transverse offset (V) of non-zero is only determined if from the input Information (IE) follows that - a vehicle speed (v1) of the vehicle (1) has exceeded or fallen below a predetermined speed threshold (vG), and / or - the lane (F) belongs to a predetermined type of lane (FA). , for example a motorway (AF1) or a country road (AF2). Procedure according to Claim 8 , characterized in that the transverse offset (V) is determined or adjusted while the vehicle (1) is traveling within the lane (F) of a motorway (AF1) when the speed falls below a threshold value (vG) of, for example, 40km/h in such a way that the vehicle (1) contributes to the formation of an emergency lane (R). Procedure according to Claim 9 , characterized in that it is determined from the input information (IE) within which lane (F) the vehicle (1) is located, for example within an extreme left lane (F1a), within a middle lane (F1b) or within a extreme right lane (F1c), and the transverse offset (V) for forming the emergency lane (R) is specified depending on the lane (F) in such a way that the vehicle (1) - when traveling within the extreme left lane (F1a) - maximum is aligned to the left within the extreme left lane (F1a), or - when traveling within the middle lane (F1b) is aligned to the maximum right within the middle lane (F1b), or - when traveling within the extreme right lane (F1c) to the maximum is aligned to the right within the rightmost lane (F1c). Method according to one of the preceding claims, characterized in that it is determined from the input information (IE) whether the vehicle (1) is moving towards a tunnel (8) and the transverse offset (V) as a function of one of the input information (IE) determined tunnel height (8H) for the current lane (F) on which the vehicle (1) is located is determined or adjusted. Method according to one of the preceding claims, characterized in that it is determined from the input information (IE) whether the vehicle (1) is moving towards an object (O) which projects into a clear space in the lane (F) and the Transverse offset (V) is determined or adjusted depending on this in such a way that contact with the object (O) is avoided. Method according to one of the preceding claims, characterized in that it is determined from the input information (IE) whether a relevant event (E) occurs within a neighboring lane (FN) or a hard shoulder (S), the transverse offset (V ) when a relevant event (E) occurs, is determined in such a way that the vehicle (1) moves away from the neighboring lane (FN) or the hard shoulder (S) within the lane (F). Method according to one of the preceding claims, characterized in that the predetermined target transverse position (QSoll) corresponds to a lane center (FM) of the lanes (F). Method according to one of the preceding claims, characterized in that a driver warning (FW) is issued when the transverse offset (V) is determined or adjusted. Lane keeping system (3) for automated alignment of a vehicle (1) within a lane (F) depending on a predetermined target transverse position (QSoll), in particular according to a method according to one of the preceding claims, with a lane keeping module (4) with a lane keeping input (4b) for recording input information (IE) and a lane keeping output (4a) for outputting a target steering wheel angle (WSoll) and/or a target steering wheel torque (MSoll), wherein the lane keeping module (4) also has a lane keeping Algorithm (SA), wherein the lane keeping algorithm (SA) is designed to produce a deviation (D) depending on an actual transverse position (QIst) of the vehicle (1) within the lane (F) and the predetermined target transverse position (QSoll). ) and, depending on the determined deviation (D), to determine the target steering wheel angle (WSoll) and/or the target steering wheel torque (MSoll) in such a way that the deviation (D) is the same when a vehicle with the lane keeping output ( 4a) connectable or connected active steering system (2) with the output target steering wheel angle (WSoll) and / or with the output target steering wheel torque (MSoll), characterized in that the lane keeping system (3) further has an adaptation module (4d), wherein the adaptation module (4d) is designed to determine or adaptively adapt a transverse offset (V) from the input information (IE) while the vehicle (1) is traveling within the lane (F) and to provide it to the lane keeping module (4) in this way, that when determining the deviation (D), the transverse offset (V) can also be taken into account in order to automatically align the vehicle (1) within the lane (F), taking into account the transverse offset (V) determined or adaptively adjusted while driving. Lane keeping system (3). Claim 16 , characterized in that the lane keeping algorithm (SA) is designed to record the transverse offset (V) and an adapted target transverse position (QaSoll) from the predetermined target transverse position (QSoll) and the determined or adaptively adjusted transverse offset (V). form and the deviation (D) from the determined actual transverse position (QIst) and the adjusted target transverse position (QaSoll). Lane keeping system (3). Claim 16 , characterized in that an input calculation module (4c) upstream of the lane keeping algorithm (SA) is designed to record the transverse offset (V) and an adapted actual transverse position (Qalst) from the determined actual transverse position (QIst) and the during to form the transverse offset (V) determined or adaptively adjusted during the journey and to transmit it to the lane keeping algorithm (SA), so that the lane keeping algorithm (SA) calculates the deviation (D) from the adapted actual transverse position (Qalst) and the specified target -Transverse position (QSoll) can be determined. Vehicle (1) with a lane keeping system (3) according to one of the Claims 16 until 18 .

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