DE102022124616A1 - Vehicle guidance device and method for operating a vehicle at a right-of-way point - Google Patents

Abstract

There is a vehicle guidance device for guiding a motor vehicle (100) with at least automated longitudinal guidance. The device is set up to detect a right-of-way point ahead in the direction of travel of the motor vehicle for a driving maneuver, and to carry out an automated approach process of the motor vehicle, which aims to bring the motor vehicle to a stop at the stopping position of the detected right-of-way point. The device is also set up to determine that the right-of-way point has been released by a driver of the motor vehicle, and to ensure that the motor vehicle carries out the driving maneuver at least partially automatically without stopping at the stopping position of the detected right-of-way point.

Description

The invention relates to a method and a corresponding device which support the driver of a motor vehicle when driving the vehicle at a right-of-way point.

A vehicle can have one or more driver assistance functions that support the driver of the vehicle in the longitudinal guidance of the vehicle. An exemplary driver assistance function is a distance and/or speed controller (in particular Adaptive Cruise Control, ACC), which is set up to control the driving speed of the vehicle as a function of a target speed and/or as a function of a target distance to one in front of the vehicle moving front vehicle.

A driver assistance function can be set up to take a signaling unit (e.g. a traffic light) into account when guiding the vehicle longitudinally. For example, the driver assistance function can cause automated braking at a red light.

With the above-mentioned driver assistance functions, the lateral guidance of the vehicle is typically carried out manually by the driver of the vehicle, which can be perceived as uncomfortable by the driver.

The present document deals with the technical task of achieving particularly comfortable and safe automated longitudinal and lateral guidance at a traffic junction, in particular taking into account the right of way to be granted by the vehicle to another road user.

The task is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention independent of the combination of all the features of the 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 be made the subject of an independent claim, a division application or a subsequent application. This applies equally to technical teachings described in the description, which may constitute an invention independent of the features of the independent patent claims.

According to one aspect, a (vehicle guidance) device for guiding a (motor) vehicle with at least automated longitudinal guidance is described. In particular, a device is described for operating a (motor) vehicle at a right-of-way point where the vehicle has to give way to other road users. Examples of right-of-way points are: a traffic junction with a give way sign, a zebra crossing, a traffic light where turning on red is permitted, a roundabout, a cycle path, etc. The right-of-way point can in particular be a point on the vehicle's travel trajectory include where the driving trajectory crosses a traffic path (e.g. a roadway, a bicycle path, a zebra crossing, etc.) of another road user.

The device is set up to detect a right-of-way point ahead in the direction of travel of the vehicle. The right-of-way point can be detected, for example, based on sensor data from one or more environmental sensors (e.g. a camera) of the vehicle and/or based on a digital map in relation to the road network traveled by the vehicle (where the digital map contains different right-of-way points as map attributes and/or or points of interest).

In particular, a right-of-way point ahead can be detected which is present during a driving maneuver, in particular a lateral guidance maneuver, of the vehicle and/or which is relevant for a driving maneuver, particularly a lateral guidance maneuver, of the vehicle. The driving maneuver, in particular lateral guidance maneuver, can include a turning maneuver of the vehicle at an intersection of several lanes. Alternatively or additionally, the driving maneuver, in particular lateral guidance maneuver, can include an entry or exit maneuver into or out of a roundabout. Carrying out a driving maneuver, in particular a lateral guidance maneuver, can require both the longitudinal guidance of the vehicle and the lateral guidance of the vehicle. The vehicle guidance device can be designed to carry out the driving maneuver, in particular lateral guidance maneuvers, at least partially automatically (including automated longitudinal and lateral guidance of the vehicle). In particular, the longitudinal guidance of the vehicle when carrying out the driving maneuver can be effected automatically by the vehicle. The lateral guidance of the vehicle can be effected automatically by the vehicle or manually by the driver.

The device is also set up to carry out an automated approach process of the vehicle, which aims to bring the vehicle to a stop at the stopping position of the detected right-of-way point. To this end The vehicle can automatically decelerate the vehicle with a specific deceleration moment. The value of the deceleration torque can depend on the driving speed of the vehicle and/or on the remaining distance to the stopping position of the right-of-way point. For example, the device can cause a deceleration torque with a specific base value in order to bring the vehicle to a stop at the stopping position of the right-of-way point. The deceleration torque can be caused, for example, by a (recuperating) electric machine and/or by one or more friction brakes of the vehicle.

As part of carrying out the automated approach process, the longitudinal guidance of the vehicle can be provided (completely) automatically by the vehicle. Furthermore, the lateral guidance of the vehicle can be effected automatically by the vehicle. The stopping position of the right-of-way point can, for example, be directly at the beginning of a road onto which the vehicle turns as part of the driving maneuver, in particular lateral guidance maneuver. As part of the approach process, an initial part of the driving maneuver, in particular the lateral guidance maneuver, can then be carried out in order to guide the vehicle to the stop line of the right-of-way point.

Carrying out the automated approach process can be part of a driver assistance function for automated longitudinal guidance (and, if necessary, lateral guidance) of the vehicle. As part of the driver assistance function, a distance and/or speed controller can be used to set the driving speed of the vehicle (when driving freely) to a target speed and/or to adjust the distance of the vehicle to a vehicle in front driving directly in front of the vehicle (for a subsequent trip) to set a target distance.

The device can be set up to (immediately) carry out the automated approach process by means of the distance and/or speed controller (if necessary in conjunction with a lane keeping assistant). When a priority point is detected, the distance and/or speed control can then be switched over directly (i.e. seamlessly and/or automatically) to the automated approach process. Furthermore, after passing the stopping position of the priority point (and thus after the automated approach process has ended and/or after the driving maneuver has been carried out), the distance and/or speed control can be resumed directly (if necessary in conjunction with a lane keeping assistant). Continuous automated longitudinal (and if necessary lateral) guidance of the vehicle can thus be achieved, in which the automated approach process is automatically embedded in the distance and/or speed control of the vehicle (and if necessary in a lane keeping assistant). This enables particularly comfortable and safe automated longitudinal guidance (and, if necessary, lateral guidance) of the vehicle.

The device is set up to determine, before or during the approach process (and before reaching the stop line of the detected right-of-way point), whether or not the driver of the vehicle has released the right-of-way point. In particular, it can be determined that before or during the approach process (and before reaching the stop line of the detected right-of-way point), the right-of-way point was released by the driver of the vehicle.

1. • auf Basis einer Nutzereingabe, insbesondere über ein Bedienelement oder über eine Geste, an der Benutzerschnittstelle des Fahrzeugs. Die Nutzereingabe kann in Reaktion auf einen Hinweis in Bezug auf die detektierte Vorfahrtstelle erkannt werden, wobei der Hinweis z.B. über die Benutzerschnittstelle ausgegeben wurde; und/oder
2. • auf Basis einer Betätigung des Fahr-Bedienelements (z.B. des Fahrpedals oder des Fahrgriffs) zum Bewirken eines Antriebsmoments des Fahrzeugs während des automatisierten Annäherungsvorgangs an die detektierte Vorfahrtstelle; und/oder
3. • auf Basis der Blickrichtung des Fahrers des Fahrzeugs während des automatisierten Annäherungsvorgangs an die detektierte Vorfahrtstelle (die z.B. auf Basis von Kameradaten einer Innenraumkamera des Fahrzeugs erkannt werden kann).

The release of the right of way by the driver of the vehicle can be recognized, for example,

1. • based on a user input, in particular via a control element or via a gesture, on the user interface of the vehicle. The user input can be recognized in response to a notice relating to the detected right-of-way point, the notice being issued, for example, via the user interface; and or
2. • based on an actuation of the driving control element (e.g. the accelerator pedal or the driving handle) to cause a drive torque of the vehicle during the automated approach process to the detected right-of-way point; and or
3. • based on the viewing direction of the driver of the vehicle during the automated approach process to the detected right-of-way point (which can be recognized, for example, based on camera data from an interior camera of the vehicle).

The device is furthermore set up, depending on the determination (in particular if it is determined that the clearance of the right-of-way point has taken place), that the vehicle carries out the driving maneuver, in particular lateral guidance maneuvers, at least partially automatically without stopping at the stopping position of the detected right-of-way point . The longitudinal guidance of the vehicle can be effected automatically when carrying out the driving maneuver. On the other hand, the lateral guidance of the vehicle when carrying out the driving maneuver can be effected automatically by the vehicle or manually by the driver of the vehicle.

The device can in particular be set up to cause the vehicle to carry out the driving maneuver at least partially automatically without stopping at the stopping position of the detected right-of-way point if it has been determined that the right-of-way point has been released by the driver of the vehicle. For this purpose, a transition from the automated approach process to the execution of the at least partially automated driving maneuver can be effected by releasing the driver.

Alternatively or additionally, the device can be set up to cause the vehicle to stop at the stopping position of the detected right-of-way point as part of the automated approach process if it has been determined that the right-of-way point has not been released by the driver of the vehicle. The automated approach process can therefore be carried out until it comes to a standstill at the stopping position of the right-of-way point.

This document therefore describes a vehicle guidance device which enables the driver of a vehicle to conveniently and safely check and, if necessary, release a recognized right-of-way point (at a traffic junction) in order to carry out an at least partially automated driving maneuver (at the traffic junction). to effect.

The device can be set up, if it has been determined that the right-of-way point has been released by the driver of the vehicle, to cause the driving speed of the vehicle to be automatically reduced to a maneuver driving speed in order to carry out the at least partially automated driving maneuver (if the release occurred before the maneuver speed was reached or fallen below as part of the approach process) or is increased to the maneuver speed (if the release was made after the maneuver speed was fallen below during the approach process). The maneuver driving speed may have been determined in advance of carrying out the driving maneuver (and may possibly be adapted to one or more characteristics of the driving maneuver). The driving maneuver can then be carried out at the maneuver driving speed. This makes it possible to carry out the driving maneuver particularly comfortably and safely.

The device can be set up to start the automated approach process so early before reaching the stopping position of the detected right-of-way point with a deceleration of the vehicle (and to cause such a low deceleration moment on the vehicle as part of the automated approach process) that the approach process continues until the Stopping position of the detected right-of-way point has a duration of 4 seconds or more, in particular between 4 and 8 seconds. For example, a delay of -1m/s ² or less can be achieved. In other words, a relatively long approach process can be effected, so that the driver is able to check the right-of-way situation at the right-of-way point in a comfortable and reliable manner before the right-of-way point is released. In this way, the safety and comfort of the driver assistance function can be further increased.

As already explained above, the device can be set up to cause the vehicle to decelerate during the automated approach process of the motor vehicle. If necessary, a constant deceleration torque can be achieved. Furthermore, it can be checked repeatedly during the approach process whether the right-of-way point has been or has been released by the driver of the motor vehicle. The check can be carried out, for example, with a certain repetition rate during the approach process.

The deceleration of the vehicle can be continued, in particular until the vehicle comes to a standstill at the stop line of the detected right-of-way point, if the driver of the motor vehicle does not release the right-of-way point up to a border point in time and/or up to a border point during the automated approach process.

In other words, for the automated approach process, a limit time and/or a limit point can be determined and/or set, which is preferably before reaching the stop line of the detected right-of-way point. The automated approach process can be continued, in particular until the vehicle comes to a standstill at the stop line of the priority point, if the clearance of the priority point has not taken place at the latest by the border point and/or by the border point.

The device can, for example, be set up to continue the deceleration of the vehicle, in particular until the vehicle comes to a standstill at the stop line of the detected right-of-way point, if the right-of-way point is released by the driver of the motor vehicle after the border point and/or after the border point. In other words, the automated approach process can be continued, in particular until the vehicle comes to a standstill at the stop line of the right-of-way point, if the preceding vehicle is released only after the border point and/or only after the border point (but before reaching the stop line of the detected right-of-way point).

On the other hand, the device can be designed to cause the motor vehicle to carry out the driving maneuver at least partially automatically, in particular at least with automated longitudinal guidance, without stopping at the stopping position of the detected priority point if the priority point is released by the driver of the motor vehicle before the border time and/or before the border point during the automated approach process (or at the latest at the border time and/or at the border point).

By taking into account a border point and/or a border point in relation to the release of the right-of-way point, the safety and comfort of the driver assistance function can be further increased.

As already explained above, if it has been determined that the right-of-way point has been released by the driver of the vehicle, the device can be set up to switch from the automated approach process to the at least partially automated execution of the driving maneuver in order to change the stopping position of the detected right-of-way point without Stopping, especially at the maneuvering speed, is to happen.

The device can be set up to check, as part of the automated execution of the driving maneuver, in particular based on sensor data from one or more environmental sensors of the vehicle, whether there is a risk of collision with a road user (who has the right of way) at the detected right-of-way point. This means that even after the driver has given permission, an environment survey can be carried out in relation to the right-of-way point.

If it is recognized that there is a risk of collision with the identified road user at the detected right-of-way point, at least one measure can be taken to avoid the collision with the identified road user at the detected right-of-way point.

An exemplary measure is to cause the vehicle to come to an automated standstill despite the driver's approval. In particular, it can be caused that the vehicle comes to an automated stop in front of or at the stopping position of the detected right-of-way point. Alternatively, the vehicle can be caused to automatically come to a stop at a position on the vehicle's driving trajectory that lies in front of a possible intersection point with a trajectory of the recognized road user. Alternatively, the vehicle can be automatically stopped at a position that is in front of a possible collision point with the recognized road user.

Alternatively or additionally, as a measure, the vehicle can carry out the automated driving maneuver at a driving speed that is greater or smaller than the (previously determined) maneuver driving speed in order to avoid the detected road user when passing the stopping position of the detected right-of-way point. In other words, the vehicle can be caused to perform the automated driving maneuver at a driving speed that is different from the maneuver driving speed. The driving speed can be selected in such a way that a collision with the detected road user when passing the stopping position of the detected preceding place is avoided.

Alternatively or additionally, the measure can be to adjust the driving trajectory of the vehicle to carry out the driving maneuver (spatially and/or temporally) in order to avoid the recognized road user when passing the stopping position of the detected right-of-way point. Alternatively or additionally, the measure can be to issue a warning in relation to the recognized road user.

By monitoring the right-of-way point, the safety of the driving maneuver can be further increased.

According to a further aspect, a further device for guiding a (motor) vehicle with at least automated longitudinal guidance is described. It should be noted that all features described in this document, individually or in combination, are also applicable to this device.

The device is set up to detect a right-of-way point ahead in the direction of travel of the vehicle for a driving maneuver. A right-of-way point can be a place where the motor vehicle has to give way to other road users.

The device can be set up to cause the vehicle to carry out the driving maneuver at least partially automatically, in particular at least with automated longitudinal guidance, without stopping at the stopping position of the detected right-of-way point. This can possibly be effected directly in response to the detection of the right-of-way point (without requiring approval from the driver of the vehicle).

The device can also be set up to check, as part of the at least partially automated execution of the driving maneuver, in particular based on sensor data from one or more environmental sensors of the vehicle, whether there is a risk of collision with a road user at the detected right-of-way point. Furthermore, the device can be set up to bring about at least one measure to avoid a collision with the detected road user at the detected right-of-way point if it is recognized that there is a risk of collision with the road user at the detected right-of-way point. In particular, one or more of the measures described in this document can be implemented.

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 devices described in this document.

According to a further aspect, a method for operating a (motor) vehicle is described at a right-of-way point where the vehicle has to give way to other road users. The method includes detecting a right-of-way point ahead in the direction of travel of the vehicle, which is relevant for a driving maneuver, in particular lateral guidance maneuver, of the vehicle, as well as carrying out an automated approach process of the vehicle (with automated longitudinal guidance), which aims to bring the vehicle to the stopping position to stop at the detected right-of-way point. The stopping position of the priority point can be recorded on a digital map.

The method further includes determining, before or during the approach process (and before reaching the stopping position of the right-of-way point), whether or not the driver of the vehicle has released the right-of-way point. In particular, it can be determined that the right-of-way point has been released by the driver of the vehicle. Furthermore, the method includes causing, depending on the determination (in particular in response to the detection), that the vehicle carries out the driving maneuver, in particular lateral guidance maneuvers, at least partially automated, in particular at least with automated longitudinal guidance, without stopping at the stopping position of the detected right-of-way point . The stopping position can be passed, for example, at a (predefined) maneuvering speed.

According to a further aspect, a further method for operating a (motor) vehicle at a right-of-way point is described. The measures described in this document can also be used individually or in combination for this procedure.

The method includes detecting a right-of-way point ahead in the direction of travel of the vehicle, which is relevant for a driving maneuver, in particular lateral guidance maneuver, of the vehicle. Furthermore, the method includes causing the vehicle to carry out the driving maneuver, in particular the lateral guidance maneuver, at least partially automatically, in particular at least with automated longitudinal guidance (in particular without stopping at the stopping position of the detected right-of-way point).

The method also includes checking, as part of the at least partially automated execution of the driving maneuver, whether there is a risk of collision with a road user at the detected right-of-way point. Furthermore, the method includes effecting at least one measure to avoid a collision with the identified road user at the detected right-of-way point if it is recognized that there is a risk of collision with the road user at the detected right-of-way point.

According to a further aspect, a software (SW) program is described. The SW program can be set up to run on a processor (e.g. on a vehicle control unit) and thereby carry out at least one of the methods described in this document.

According to a further aspect, a storage medium is described. The storage medium may comprise a SW program configured to be executed on a processor and thereby to carry out at least one of the methods described in this document.

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 an automated vehicle ren 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). For example, Highly Automated Driving (HAF) Level 3 complies with the SAE J3016 standard. 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 aspects described in this document relate in particular to a system according to SAE Level 2 or less.

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 a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways. Furthermore, features listed in brackets are to be understood as optional features.

• 1 ein beispielhaftes Fahrzeug mit einer Fahrerassistenzfunktion;
• 2 einen beispielhaften Verkehrsknotenpunkt;
• 3 und 4 beispielhafte zeitliche Verläufe der Fahrgeschwindigkeit eines Fahrzeugs bei einem Annäherungsvorgang an eine Vorfahrtstelle; und
• 5 ein Ablaufdiagramm eines beispielhaften Verfahrens zum Betrieb eines Fahrzeugs an einer Vorfahrtstelle.

The invention is further described in more detail using exemplary embodiments. Show it

• 1 an example vehicle with a driver assistance function;
• 2 an exemplary transport hub;
• 3 and 4 exemplary time profiles of the driving speed of a vehicle when approaching a right-of-way point; and
• 5 a flowchart of an exemplary method for operating a vehicle at a right-of-way point.

As explained at the beginning, this document deals with increasing the comfort of a vehicle in a traffic-safe manner in a right-of-way situation. In this context shows 1 an exemplary vehicle 100 that includes one or more environmental sensors 102, each of which is configured to capture sensor data related to the environment of the vehicle 100. Examples of surrounding sensors 102 are a camera, a lidar sensor, a radar sensor, an ultrasonic sensor, etc. A (control) device 101 of the vehicle 100 can be designed to evaluate the sensor data of the one or more surrounding sensors 102 in order to detect objects in the surroundings of the vehicle 100 detect.

The vehicle 100 can further include one or more longitudinal and/or lateral guidance actuators 103 (e.g. a (combustion engine or electric) drive motor, a braking device and/or a steering device) which are set up to provide automated longitudinal and/or lateral guidance of the vehicle 100 to effect. The (control) device 101 can be set up to operate the one or more actuators 103 of the vehicle 100 depending on the sensor data of the one or more environmental sensors 102 (in particular depending on one or more detected objects) in order to provide a driver assistance function, in which the longitudinal and/or transverse guidance of the vehicle 100 is effected at least partially or completely automatically by the vehicle 100.

The driver assistance function can, for example, be set up to automatically set the driving speed of the vehicle 100 to a target speed and/or to automatically cause the vehicle 100 to be guided longitudinally at a certain target distance from the front vehicle driving directly in front of the vehicle 100. The driver assistance function can also be set up to take signaling units (e.g. traffic lights, traffic signs, traffic signs, etc.) into account in the automated longitudinal guidance of the vehicle 100. For example, automated braking of the vehicle 100 can be effected at a red traffic light.

The vehicle 100 may include a driving control element 105, in particular an accelerator pedal or a driving handle, which allows the driver of the vehicle 100 to manually adjust the driving speed of the vehicle 100. By actuating the control element 105 (in particular the accelerator pedal or the driving handle), the drive motor of the vehicle 100 can cause a drive torque to drive the vehicle 100. The drive torque provided can increase as the deflection of the driving control element 105 increases.

The vehicle 100 may further include a user interface 104 (e.g. with a screen and/or with one or more controls), via which information relating to the driver assistance function can be provided and/or via which user input from the vehicle user can be recorded. For example, the driver can be informed via the user interface 104 whether a signaling unit ahead is taken into account by the driver assistance function or not.

Furthermore, the vehicle 100 may include a position sensor 106 (e.g. a GNSS (global satellite navigation system) receiver) that is configured to determine position data related to the current position of the vehicle 100. The position data can be evaluated in conjunction with a digital map with respect to the road network traveled by the vehicle 100 in order to determine the position of the vehicle within the road network. For example, the digital map can show different right-of-way points within the road network (each with the associated stopping position), at each of which vehicles have to respect the possible right-of-way of another road user.

2 shows an exemplary traffic situation in which the vehicle 100 is approaching a traffic junction, in particular an intersection, 200 on a roadway 201. The entrance to the traffic junction 200 can represent a right-of-way point (which is indicated, for example, by a signaling unit 202 (for example by a traffic sign or by a traffic light)), since the vehicle 100 must give way to another road user 206 on a crossing road. Another possible right-of-way location is a bicycle path 203, where the vehicle 100 must give way to a bicycle 205 when the vehicle 100 turns (right). Another possible right-of-way location is a zebra crossing, where the vehicle 100 must give way to a pedestrian 204 when the vehicle 100 turns (right). For each of the individual right-of-way points, a dedicated stopping position 207, 208, 209 can be defined (and recorded in the digital map) at which the vehicle 100 should stop in order to grant another road user 204, 205, 206 right-of-way.

1. • die Signalisierungseinheit 202 anzeigt, dass das Fahrzeug 100 Vorfahrt hat (z.B., weil die Ampel grün ist), sodass in Bezug auf ein querendes Fahrzeug 206 keine Vorfahrtsituation besteht. Folglich ist auch die Halteposition 207 an der Einfahrt zu der Kreuzung 200 nicht zu berücksichtigen;
2. • die Vorfahrtstelle in Bezug auf den Radweg 203 (mit der dazugehörenden Halteposition 208) besteht; und/oder
3. • die Vorfahrtstelle in Bezug auf den Zebrastreifen (mit der dazugehörenden Halteposition 209) besteht.

The (control) device 101 (as a vehicle guidance device) can be set up (e.g. as part of a driver assistance function) to detect a right-of-way point ahead (e.g. based on the sensor data of the one or more environment sensors 102 and/or based on the position data (in connection with the digital map)). In this case, an approaching point ahead can be detected, which is relevant for a driving maneuver ahead, in particular a lateral guidance maneuver such as a turning maneuver, of the vehicle 100. For example, in the in 2 shown example can be recognized that

1. • the signaling unit 202 indicates that the vehicle 100 has the right of way (for example because the traffic light is green), so that there is no right of way situation with respect to a crossing vehicle 206. Consequently, the stopping position 207 at the entrance to the intersection 200 is not to be taken into account;
2. • the right of way exists in relation to cycle path 203 (with the associated stopping position 208); and or
3. • The right of way exists in relation to the zebra crossing (with the associated stopping position 209).

The device 101 can thus be set up to identify the right-of-way point at the traffic junction 200 that has the closest stopping position 208 in relation to the vehicle 100 (which in the example 2 is the stopping position 208 with respect to the bike path 203).

The device 101 can also be set up to effect an automated approach process to the determined stopping position 208 of the right-of-way point ahead. As part of the automated approach process, automated braking of the vehicle 100 can be effected so that the vehicle 100 comes to a standstill at the stopping position 208 of the right-of-way point ahead. In this case, automated lateral guidance of the vehicle 100 can also be effected, for example to carry out part of a turning process, so that the vehicle 100 comes to a standstill directly at the stopping position 208 (which may be arranged on a crossing road).

3 shows exemplary curves of the driving speed 310 of the vehicle 100 when approaching the right-of-way point. The driving speed 310 is displayed as a function of the driving progress 300 (for example as a function of time or as a function of position). On a first During the driving progress 301, the driving speed of the vehicle 100 can be set to a target speed, for example using a speed controller (course 311). From a start driving progress 303 for the start of the approach process, an automated deceleration of the vehicle 100 can be effected, for example with a specific deceleration moment. As a result, the driving speed 310 decreases (according to the course 312), so that the vehicle 100 comes to a stop at the stopping driving progress 302 of the approach process (which corresponds to the stopping position 208 of the right-of-way point).

The recognized right-of-way point can be displayed to the driver of the vehicle 100 via the user interface 104. Furthermore, the driver of the vehicle 100 is made aware of the right-of-way ahead by the automated deceleration. The driver now has the opportunity to check the right of way during the approach process and, if necessary, release it. This can be done explicitly, for example, by activating a control element of the user interface 104. Alternatively or additionally, the release can be effected by actuating the driving control element 105 and/or by recognizing the driver's intention based on the camera data from an interior camera of the vehicle 100.

When the priority point is released by the driver, the device 101 carries out an automated longitudinal and transverse guidance at the priority point in order to automatically drive past the stopping position 208 of the priority point (and to automatically carry out the driving maneuver, e.g. the turning maneuver). In the 2 In the example shown, for example, the turning maneuver can be carried out automatically without the vehicle 100 stopping at the stopping position 208 (ie at the stopping driving progress 302). The at least partially or completely automated longitudinal and transverse guidance maneuver can be carried out at a specific (possibly constant) maneuver driving speed (progress 314).

In the in 2 In the example shown, the release by the driver can take place, for example, between the start driving progress 303 of the approach process and a driving progress 304 at which the vehicle 100 has the maneuver driving speed for the at least partially or completely automated longitudinal and lateral guidance maneuver. If this is the case, the vehicle 100 can be guided automatically according to the speed curves 312 and 314. If the release occurs at a release driving progress 305, which is downstream of the driving progress 304, it can be automatically caused that the vehicle 100 is accelerated to the maneuver driving speed for the at least partially or completely automated longitudinal and lateral guidance maneuver (course 315). . The at least partially or completely automated longitudinal and lateral guidance maneuver can then be carried out at the maneuver driving speed.

On the other hand, if there is no release from the driver before reaching the stopping driving progress 302 or the stopping position 208, an automated stopping can be effected according to the course 312 (as part of the approach process).

For a reliable and safe right-of-way decision with a sensor system 102 that is common for level 2 systems 101 (e.g. in relation to radar and/or camera), the driver can be involved in the decision regarding a right-of-way point. In order to obtain a high level of driver acceptance of the confirmation, the query to release the right-of-way decision can be made at the most appropriate time possible during the approach process to a right-of-way point. A combination of deceleration and speed curve 312 can be provided with the offer to confirm the onward journey. If there is no driver confirmation, the stopping position 208 of the right-of-way point is approached in such a way that as much time as possible remains for the driver to confirm. Furthermore, a comfortable deceleration process is created in order to be able to carefully observe and assess the right-of-way point even during the approach process, especially in the event of a turning situation.

By systematically braking and stopping at a suitable position 208 within an intersection or turning 200, the driver can be involved in the right-of-way decision in the best possible way. This means that automated lateral guidance can also be provided in intersection and turning situations, since the system 101 stops at a safe location 208 in the absence of driver interaction and does not independently steer into the path 203 of a road user 205 with right-of-way.

In order to make the journey as comfortable as possible, the deceleration course before a turn can be selected in such a way that the reaction of the vehicle 100 to the right-of-way is already noticeable, but the possible turning or maneuvering speed is preferably reached far enough before the turn that the driver still has enough time to assess the traffic situation. If the driver confirms the onward journey at this point in time (ie during the approach process), the vehicle 100 can turn without further delay and a natural turning behavior occurs. If the confirmation is not given, the vehicle 100 can turn without further delay and a natural turning behavior occurs. If the driver's confirmation is insufficient up to a certain point in time 304 before the turn, a further deceleration is initiated, which ends with stopping at the virtual stopping position 208 of this turn, provided that no confirmation is given by the driver up to this point in time 302.

The virtual stopping position 208 of a right-of-way point can, for example, have been trained in advance using fleet data from a vehicle fleet in such a way that the position represents a typical stopping position for this turn and it can therefore be assumed that the driver made the turn and thus the right-of-way decision particularly well at this point can be viewed comfortably. In particular, this point 208 lies before crossing a path 203 of another road user 205 who potentially has the right of way. The trained stopping position 208 for a right-of-way point can be recorded as a map attribute in a digital map.

The driver's confirmation (i.e. the release of the right-of-way) can be done multimodally, for example by pressing a button, pressing the accelerator pedal, viewing direction, voice input, gestures or similar.

An exemplary scenario is a right-turn situation with a traffic light 202 with a group of signals, as well as a parallel (right) bicycle path 203 that must be crossed for a successful turning maneuver. Typically, an arriving cyclist 205 has the right of way on the cycle path 203. The system 101 initiates the deceleration process in relation to the stopping position 208 of the right-of-way point in such a way that the driver has sufficient time to assess the right-of-way situation. The system 101 gives the driver the opportunity to confirm his or her right of way or onward journey at an early stage, for example 5s before reaching the turning speed.

If confirmation is not received, the system 101 initiates the stopping process with a comfortable delay (eg -1.0 m/s ² ) and remains autonomously at the virtual stopping position 208 and thus in front of the intersecting bicycle path 203. On the other hand, if a confirmation is made (before or during the stopping process), the system 101 completes the turn at the planned turning speed by aborting any stopping process that may have been initiated or starting from a standstill.

In this way, particularly comfortable and safe automated longitudinal and lateral guidance can be achieved at a right-of-way point.

It can happen that the driver of the vehicle 100 misjudges the situation at a right-of-way point ahead or overlooks a road user 205 who needs to be taken into account. The device 101 can be set up to continue to monitor the surroundings of the vehicle 100 (based on the sensor data from the one or more surroundings sensors 102) even after the driver has confirmed or released the right-of-way point. The device 101 can in particular be set up to detect a road user 205 who has the right of way. In response, automated braking can then be effected in order to avoid a collision with the recognized road user 205.

4 shows a speed curve in which the right-of-way point was released by the driver of the vehicle 100 before or at the driving progress 304, so that the vehicle 100 is brought to the right-of-way point (ie to the stop driving progress 302 of the right-of-way point) at the maneuver driving speed . At the recognition driving progress 406, the device 101 recognizes a road user 205 who has the right of way. In response to this, an automated deceleration is effected (speed curve 416), for example so that the vehicle 100 comes to a stop at the stop driving progress 302 (or before). In this way, the safety of the driver assistance function can be further increased.

If the driver confirms that he will continue driving at an intersection 200, this could result in the driver assistance system 101 turning without further consideration of oncoming and/or cross traffic or another road user 205. A collision could occur if the driver misjudged the situation before releasing the signal or overlooked a road user.

1. 1. Eine Warnung an den Fahrer mit Übernahmeaufforderung der Fahraufgabe.
2. 2. Eine Rücknahme der Fahrerbestätigung und Anhalten an einer Halteposition, z.B. an der Halteposition 208 der Vorfahrtstelle oder an einer Position entlang des Pfades des Fahrzeugs 100, der noch sicher vor einem möglichen Kreuzen des Pfades 203 des anderen Verkehrsteilnehmers 205 liegt, oder an einer Position entlang des Pfades des Fahrzeugs 100, der unmittelbar vor der drohenden Kollision liegt.
3. 3. Eine Anpassung der Fahrgeschwindigkeit 310, die ein Passieren des anderen Verkehrsteilnehmers 205 an der Vorfahrtstelle ermöglicht, ohne Anzuhalten.
4. 4. Eine Anpassung des Pfades des Fahrzeugs 100 durch eine Lenkbewegung, um den anderen Verkehrsteilnehmer 205 zu umfahren.
5. 5. Eine Kombination aus ein oder mehreren der o.g. Maßnahmen (z.B. Maßnahmen 2 und 3).

If the system 101 detects a possible collision with another road user 205 despite a driver-confirmed right-of-way decision, the system 101 can take one or more of the following measures:

1. 1. A warning to the driver with a request to take over the driving task.
2. 2. A withdrawal of the driver confirmation and stopping at a stopping position, for example at the stopping position 208 of the right-of-way point or at a position along the path of the vehicle 100, which is still safe from a possible crossing of the path 203 of the other road user 205, or at a position along the path of the vehicle 100 immediately before the impending collision.
3. 3. An adjustment of the driving speed 310, which allows other traffic to pass Participant 205 at the right-of-way point without having to stop.
4. 4. An adjustment of the path of the vehicle 100 by a steering movement in order to avoid the other road user 205.
5. 5. A combination of one or more of the above measures (e.g. measures 2 and 3).

An exemplary scenario is a right-turn situation with a parallel (right) bicycle path 203 that must be crossed for a successful turning maneuver. Typically, an arriving cyclist 205 has the right of way on the cycle path 203. The system 101 initiates the deceleration process in such a way that the driver has sufficient time to assess the right-of-way situation. System 101 gives the driver the opportunity to confirm their right of way or onward journey at an early stage. The driver confirms that he will continue driving without taking into account the cyclist 205 who is on a collision course. The system 101 recognizes the cyclist 205 via the surrounding sensor system 102 and revises the driver's decision. The automated stopping maneuver is initiated and the system 101 stops safely and comfortably in front of the approaching cyclist 205 at the originally planned stopping position 208.

5 shows a flowchart of a (possibly computer-implemented) method 500 for operating a (motor) vehicle 100 at a right-of-way point where the vehicle 100 has to give way to other road users.

Examples of priority areas include: a place with a give way sign, a pedestrian crossing, a traffic light, a roundabout, etc.

The method 500 includes detecting 501 a right-of-way point ahead in the direction of travel of the vehicle 100 (e.g. based on the sensor data from the one or more environmental sensors 102 and/or based on a digital map). In particular, a right-of-way point is detected that is present during a driving maneuver, in particular lateral guidance maneuver, of the vehicle 100 (i.e. during a maneuver that also includes the lateral guidance of the vehicle 100). The lateral guidance maneuver can, for example, include a turning maneuver at a traffic junction 200.

Furthermore, the method 500 includes carrying out 502 an automated approach process of the vehicle 100, which aims to bring the vehicle 100 to a stop at the stopping position 207, 208, 209 of the detected right-of-way point. As part of the automated approach process, the longitudinal guidance of the vehicle 100 can be effected automatically by the vehicle 100. If necessary, the transverse guidance can also be effected automatically by the vehicle 100, e.g. to guide the vehicle 100 to a stopping position 207, 208, 209, which is arranged on a crossing lane (in relation to the original lane 201 of the vehicle 100). For example, as part of the automated approach process, an initial part of the driving maneuver, in particular the lateral guidance maneuver, can be carried out (at least partially or completely) automatically (until the stopping position 207, 208, 209 of the right-of-way point is reached).

The method 500 further includes determining 503, before or during the approach process (before reaching the stopping position 207, 208, 209 of the priority point), whether or not the driver of the vehicle 100 has released the priority point. The driver can be enabled to check the surroundings of the right-of-way point during the approach process in order to release the right-of-way point after checking (and thereby effect an at least partially automated execution of the driving maneuver without stopping at the stopping position 207, 208, 209 of the right-of-way point). In particular, as part of the method 500, it can be determined that the right-of-way point is released by the driver of the vehicle 100 before or during the approach process (before reaching the stopping position 207, 208, 209 of the preceding point or before the border point and/or before the border point). is.

Furthermore, the method 500 includes the effect 504, depending on the determination 503, in particular in response to the determination that the vehicle 100 carries out the driving maneuver, in particular lateral guidance maneuver, at least partially automatically (in particular with automated longitudinal guidance) without being at the stopping position 207, 208, 209 to stop at the detected right of way. The driving maneuver, in particular lateral guidance maneuver, can in particular be carried out at least partially automatically if the driver has been released (before reaching the stopping position 207, 208, 209 of the preceding point or before the border point and / or before the border point). The longitudinal guidance of the vehicle 100 can be carried out automatically as part of the driving maneuver. The lateral guidance of the vehicle 100 as part of the driving maneuver can be effected automatically or manually by the driver. On the other hand, the automated approach process can be carried out until the vehicle 100 comes to a stop at the stopping position 207, 208, 209 of the right-of-way point.

This can provide particularly comfortable and safe support for a driver while driving maneuver, in particular in a lateral guidance maneuver (ie in a driving maneuver that also includes the lateral guidance of the vehicle 100).

The present invention is not limited 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 (15)

Vehicle guidance device (101) for guiding a motor vehicle (100) with at least automated longitudinal guidance; wherein the device (101) is set up, - to detect a right-of-way point ahead in the direction of travel of the motor vehicle (100) for a driving maneuver; wherein a right-of-way point is a place where the motor vehicle (100) has to give other road users (204, 205, 206) the right of way; - carry out an automated approach process of the motor vehicle (100), which aims to bring the motor vehicle (100) to a stop at a stopping position (207, 208, 209) of the detected right-of-way point; - determine before or during the approach process that the right-of-way point has been cleared by a driver of the motor vehicle (100); and - in response to the detection, to cause the motor vehicle (100) to carry out the driving maneuver at least partially automated, in particular at least with automated longitudinal guidance, without stopping at the stopping position (207, 208, 209) of the detected right-of-way point. Vehicle guidance device (101) according to Claim 1 , wherein the device (101) is set up to cause the motor vehicle (100) to stop at the stopping position (207, 208, 209) of the detected right-of-way point as part of the automated approach process if it is determined that the right-of-way point has not been released by the Driver of the motor vehicle (100) has taken place. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up during the automated approach process of the motor vehicle (100), - to cause the vehicle (100) to decelerate; - to check repeatedly whether the right-of-way point has been released by the driver of the motor vehicle (100); and - to continue the deceleration of the vehicle (100), in particular until the vehicle (100) comes to a standstill at the stop line (207, 208, 209) of the detected right-of-way point, if up to a limit time and / or up to a limit point during the automated approach process The right of way is not released by the driver of the motor vehicle (100). Vehicle guidance device (101) according to Claim 3 , wherein the device (101) is set up to continue the deceleration of the vehicle (100), in particular until the vehicle (100) comes to a standstill at the stop line (207, 208, 209) of the detected right-of-way point when the right-of-way point is released by the Driver of the motor vehicle (100) takes place after the border time and / or after the border point during the automated approach process. Vehicle guidance device (101) according to one of Claims 3 until 4 , wherein the device (101) is set up to cause the motor vehicle (100) to carry out the driving maneuver at least partially automated, in particular at least with automated longitudinal guidance, without stopping at the stopping position (207, 208, 209) of the detected right-of-way point, if before The right-of-way point is released by the driver of the motor vehicle (100) at the time of the border and/or before the border point during the automated approach process. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up, in response to the determination, to cause a driving speed (310) of the motor vehicle (100) to carry out the driving maneuver - is reduced to a maneuvering speed, especially if the release was made before the maneuvering speed was reached or undershot as part of the approach process; or - is increased to the maneuvering speed, especially if the release was made after the maneuvering speed was undershot as part of the approach process. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is configured to start the automated approach process with a deceleration of the motor vehicle (100) so early before reaching the stopping position (207, 208, 209) of the detected priority point that the approach process has a time duration of 4 seconds or more, in particular between 4 and 8 seconds, until reaching the stopping position (207, 208, 209) of the detected priority point. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up when it has been determined that the right-of-way point has been released by the driver of the motor vehicle (100), - as part of the at least partially automated execution of the driving maneuver check, in particular based on sensor data from one or more environmental sensors (102) of the motor vehicle (100), whether there is a risk of collision with a road user (204, 205, 206) at the detected right-of-way point; and - to bring about at least one measure to avoid a collision with the detected road user (204, 205, 206) at the detected right-of-way point if it is recognized that there is a risk of collision with the road user (204, 205, 206) at the detected right-of-way point consists. Vehicle guidance device (101) according to Claim 8 , wherein the at least one measure comprises - causing the motor vehicle (100) to come to an automated standstill despite the driver's approval, in particular - in front of or at the stopping position (207, 208, 209) of the detected right-of-way point; - at a position on a driving trajectory of the motor vehicle (100), which lies in front of a possible intersection point with a trajectory of the recognized road user (204, 205, 206); or - at a position that is in front of a possible collision point with the recognized road user (204, 205, 206); and/or - causing the motor vehicle (100) to carry out the driving maneuver at a driving speed (310) that differs from the maneuver driving speed in order to avoid a collision with the recognized road user (204, 205, 206) when passing the stopping position ( 207, 208, 209) to avoid the detected right-of-way point; and/or - causing a driving trajectory of the motor vehicle (100) to be adapted to carry out the driving maneuver in order to avoid the recognized road user (204, 205, 206) when passing the stopping position (207, 208, 209) of the detected right-of-way point; and/or - issuing a warning regarding the recognized road user (204, 205, 206). Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up to recognize a release of the right-of-way point by the driver of the motor vehicle (100), - based on a user input, in particular via a control element or via a gesture, on a user interface (104) of the motor vehicle (100), in response to a notice regarding the detected right-of-way point, the notice being output via the user interface (104). ; and or - based on an actuation of a driving control element (105) to effect a drive torque of the motor vehicle (100) during the automated approach process to the detected right-of-way point; and or - based on a line of sight of the driver of the motor vehicle (100) during the automated approach process to the detected right-of-way point. Vehicle guidance device (101) according to one of the preceding claims, wherein - the driving maneuver comprises - a turning maneuver of the motor vehicle (100) at an intersection; and/or - an entry or exit maneuver into or out of a roundabout; and/or - the right-of-way location comprises a location on a driving trajectory of the driving maneuver at which the driving trajectory crosses a traffic path (203) for another road user (204, 205, 206). Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up to effect automated longitudinal and transverse guidance of the motor vehicle (100) as part of the automated approach process in order to bring the motor vehicle (100) up to the stopping position (207 , 208, 209) to drive to the right of way. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up - to detect that the motor vehicle (100) has passed the stopping position (207, 208, 209) of the right of way; and - in response to the detection, to effect automated longitudinal guidance of the motor vehicle (100) using a speed and/or distance controller according to a target speed and/or according to a target distance to a vehicle in front. Vehicle guidance device (101) according to one of the preceding claims, wherein the device (101) is set up - to detect the right-of-way point based on sensor data from one or more surroundings sensors (102) of the motor vehicle (100); and or - to detect the right-of-way point based on a digital map in relation to a road network traveled by the motor vehicle (100). Method (500) for operating a motor vehicle (100) at a right-of-way point where the motor vehicle (100) has to give other road users the right of way; where the method (500) includes, - detecting (501) a right-of-way point ahead in the direction of travel of the motor vehicle (100) for a driving maneuver of the motor vehicle (100); - Carrying out (502) an automated approach process of the motor vehicle (100), which aims to bring the motor vehicle (100) to a stop at a stopping position (302) of the detected right-of-way point; - Determine (503), before or during the approach process, that the right-of-way point has been cleared by a driver of the motor vehicle (100); and - causing (504), in response to the determination (503), that the motor vehicle (100) carries out the driving maneuver at least partially automatically without stopping at the stopping position (207, 208, 209) of the detected right-of-way point.

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