EP2997561A1

EP2997561A1 - Method and device for operating a vehicle

Info

Publication number: EP2997561A1
Application number: EP14713061.1A
Authority: EP
Inventors: Oliver Pink; Stefan Nordbruch; Carsten Hasberg
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2013-05-13
Filing date: 2014-03-18
Publication date: 2016-03-23
Also published as: CN105723435A; DE102013208758A1; JP2016521424A; US20160101778A1; WO2014183908A1

Abstract

The invention relates to a method for operating a vehicle (411, 413, 415, 417), wherein a risk parameter is determined (101) for a driving route section of a driving route of the vehicle (411, 413, 415, 417), wherein the risk parameter comprises an accident probability of the vehicle (411, 413, 415, 417) for the driving route section, wherein the vehicle (411, 413, 415, 417) is controlled (103) at least in an assisted manner on the basis of the risk parameter in order to reduce the accident probability for the driving route section. The invention further relates to a device (201) for operating a vehicle and a corresponding computer program.

Description

description

title

Method and device for operating a vehicle The invention relates to a method and a device for operating a vehicle

Vehicle. The invention further relates to a computer program.

PRIOR ART Driver assistance systems as such are known. As a rule, known driver assistance systems do not take into account with their behavioral decisions whether the current driving situation involves a particular risk. For example, an ACC system maintains a constant distance to the car in front, regardless of possible risks, such as the likelihood of collapsing vehicles. Here, the abbreviation "ACC" for the English words "adaptive cruise control", which is usually translated in German with adaptive cruise control.

Disclosure of the invention

The object underlying the invention can therefore be seen to provide an improved method and an improved device for operating a vehicle, which overcome the aforementioned disadvantages. The object underlying the invention can also be seen to provide a corresponding computer program.

These objects are achieved by means of the subject matter of the independent claims. Advantageous embodiments are the subject of respective dependent claims. According to one aspect, a method is provided for operating a vehicle, wherein a risk parameter for a route section of a route of the vehicle is determined, wherein the risk parameter comprises an accident probability of the vehicle for the route section, wherein the vehicle is controlled depending on the risk parameter at least assisted reduce the probability of accidents for the route section.

According to another aspect, there is provided an apparatus for operating a vehicle, the apparatus including an investigator for determining a vehicle

Risk parameter for a route section of a route of the vehicle, wherein the risk parameter includes an accident probability of the vehicle for the route section, and wherein the device comprises a control for at least assisted control of the vehicle depending on the risk parameter to reduce the probability of accidents for the route section.

According to yet another aspect, there is provided a computer program comprising program code for executing the method of operating a vehicle when the computer program is stored in a computer, in particular a computer

Control, running.

The invention therefore includes in particular the idea of subjecting a specific driving situation in the form of a driving route section to a risk assessment. This means in particular that it is determined how likely it is that the vehicle will have an accident on the route section when it drives on this. Depending on this probability, appropriate countermeasures can then be taken, in particular at least assisted steering of the vehicle in order to reduce the probability of an accident.

Taking into account the probability of an accident and the corresponding taxes depending on the probability of the accident, in particular, advantageously result in vehicle safety being able to be increased. This is because individual consideration is given to the route section to be traveled with regard to adapted at least assisted control of the vehicle. that can. The at least assisted steering of the vehicle is thus adapted in an advantageous manner concretely to the driving route section. It is thus taken into account by the controller whether the risk of an accident on the route section to be traveled is increased or not. Thus, for example, a speed and / or a distance to an immediately preceding vehicle can be reduced, although, for example, a setpoint speed specified by the driver is greater. However, such a setpoint speed predetermined by the driver is usually predetermined in ignorance of possible dangers or risks for a particular route section. Due to the consideration of such risks or dangers then a predetermined larger target speed is then ignored in particular advantageously and adapted according to the situation lower speed selected as the new target speed, then on the then the actual vehicle speed is controlled. Similarly, the aforementioned embodiments apply to a distance to the immediately preceding vehicle.

According to one embodiment, the at least assisted steering may include controlling a vehicle speed and / or controlling a brake system of the vehicle and / or controlling a signaling system of the vehicle and / or controlling a clutch system of the vehicle

Controlling a steering system of the vehicle and / or controlling a drive system of the vehicle.

In particular, the phrase "at least assistive control" includes the case of assisted control

As a rule, drivers still independently control at least one vehicle system. That means, in particular, that the driver must independently control at least one partial aspect of a vehicle longitudinal guidance and / or a transverse vehicle guidance. The driver is assisted only in a partial aspect of the vehicle guidance. For example, it may be provided that a vehicle longitudinal guide or a vehicle transverse guide is controlled by means of the controller.

The phrase "at least assistive control" further includes, in particular, the case of automated control. In an automated control, the vehicle is autonomously controlled by the driver without driver intervention

Control controlled. The automated control system thus independently controls the Vehicle longitudinal guidance and the vehicle transverse guidance without a driver having to intervene.

The wording "at least assistive" thus includes in particular the case of automated control. Versions in connection with an assisted control apply analogously to versions with an automated control and vice versa. That means in particular that the controller is preferably designed to control the vehicle automatically depending on the risk parameter. This means, in particular, that the vehicle is preferably automatically controlled as a function of the risk parameter.

According to one embodiment it can be provided that, depending on the risk parameter, an additional safety distance is added to a predetermined safety distance of a distance control device, which is designed to regulate a distance between the vehicle and an immediately preceding vehicle.

Such a distance control device may in particular also be referred to as an adaptive speed control device. In English, such a controller is commonly referred to as "adaptive cruise control (ACC)". In contrast to known ACC control devices, which always maintain a constant distance to the driver despite a probability of an accident for a certain route section, the provision of an additional safety distance, depending on the risk parameter, regulates it to a greater distance from the immediately preceding vehicle. By providing a greater safety margin, a time in which the driver must react in order to avoid an accident or to reduce an accident severity can advantageously be increased. In particular, the driver has more time to react adequately to possible sources of danger.

According to one embodiment it can be provided that such a distance control device is provided. This means, in particular, that the device for operating a vehicle may include such a control device. In particular, it may be provided that the controller is formed, a distance between the vehicle and an immediately preceding Vehicle to regulate. This means, in particular, that the control can be encompassed both by the device for operating a vehicle and by the distance control device.

According to an embodiment, when the route includes multiple lanes, determining the risk parameter comprises determining a respective lane risk parameter for at least some of the plurality of lanes, preferably for all lanes, wherein the respective lane risk parameter is an accident probability of the vehicle for the respective lane includes. This means in particular that the risk parameter comprises the respective lane risk parameters. This means in particular that the investigator is appropriately trained to determine lane risk parameters.

This means, in particular, that it is separately determined for the individual lanes how high an accident probability is for the vehicle if it were driving on the relevant lane. Thus, it can be determined in an especially advantageous and particularly sensitive manner for the route section in which areas of the route section there is a particularly high or a particularly low accident probability. Accordingly sensitive and accurate then the vehicle can be at least assisted, in particular automated, controlled. As a result, vehicle safety can be further increased in an advantageous manner.

According to one embodiment, it may be provided that a corresponding or respective lane risk parameter is determined for all lanes of the route.

In yet another embodiment, when the lane risk parameter of the lane in which the vehicle is currently traveling is greater than the lane risk parameter of an adjacent lane, controlling the vehicle comprises a lane change from the current lane to the adjacent lane. This means in particular that assisted, in particular automated, a lane change is performed when it is determined that an accident probability for the current lane is greater than for an adjacent lane. fen. As a result, an accident probability for the vehicle is advantageously reduced. Alternatively, for example, it may be provided that a lane change is proposed to the driver, wherein the lane change is performed only when the driver has confirmed positively. In the absence or absence of positive confirmation or rejection, no lane change is performed.

For example, an adjacent lane may include a lane located immediately adjacent to the current lane. An adjacent lane may in particular include a lane that is indirectly adjacent to the current lane. Indirectly adjacent means, in particular, that one or more lanes can still be arranged between this lane and the current lane. Immediately adjacent means in particular that between the immediately adjacent lane and the current lane no further lane is arranged more.

According to another embodiment, it may be provided that the risk parameter is determined based on data selected from the following group of data: environment sensor data of an environment sensor of the vehicle for detecting a vehicle environment, map data of a digital map, traffic data, vehicle data from another vehicle, Environmental data or a combination thereof.

This means, in particular, that the device can comprise one or more sensors which can sense at least some of the aforementioned data. For example, the device may comprise one or more environmental sensors. The environmental sensors can in particular be identical or preferably formed differently. Environmental sensors may include, for example, radar sensors, ultrasonic sensors, video sensors, lidar sensors and / or infrared sensors.

According to an embodiment it can be provided that a receiver is provided for receiving data. Such a receiver can, for example, receive vehicle data from another vehicle. In particular, vehicle data can also be received by several other vehicles. the. Such vehicle data may be, for example

Environment sensor data of these other vehicles act. The vehicle data of the further vehicle or of the further vehicles may in particular be data concerning a vehicle guidance of the corresponding further vehicle. Such data may be referred to as vehicle guidance data, for example. Such vehicle guidance data may include, for example, information about the vehicle guidance of the further vehicle. Such vehicle guidance information thus includes, in particular, the information as to whether the further vehicle has made a brake intervention and / or a steering intervention and / or a drive intervention. For example, a strong deceleration of a vehicle in front points to a possible source of danger. Accordingly, then, for example, a speed of the vehicle can be reduced and / or a distance to an immediately preceding vehicle can be increased.

Traffic data includes in particular information about the traffic for the route section. Such information includes in particular congestion reports and / or construction sites and / or special topographic conditions such as, for example, a constriction on the route section still to be traveled.

In particular, map data of a digital map may directly include information as to whether there is a construction site on the route section. Map data may in particular include immediate information about accident severity points.

In particular, environmental data includes information about environmental conditions for the route section. Such environmental conditions may include, for example, ice, snow, rain, slipperiness, damage to the route and / or obstacles on the route section.

According to one embodiment, at least some of the aforementioned data, in particular all data, can be sent to the vehicle. In particular, the vehicle may request or request such data from a server. Such data can be stored or made available in particular in the cloud. According to one embodiment it can be provided that a transmitter is provided for transmitting at least some of the aforementioned data, in particular all data. Thus, advantageously, the vehicle itself can also send corresponding information to other vehicles or to a server, in particular to the cloud.

According to one embodiment, it may be provided that the determination of the risk parameter comprises the determination of a vehicle density of the route section, in particular a lane, in particular a plurality of lanes.

This determination of the vehicle density can in particular by means of a

Environment sensor or more environmental sensors are performed, ie in particular on the corresponding environment sensor data of the environment sensors. In particular, the determination of the vehicle density can be carried out based on the above-mentioned data.

So it is usually more dangerous to drive in a lane, which has an increased vehicle density. As a rule, it then makes sense to change the lane or to reduce the speed and / or to increase a distance to an immediately preceding vehicle. Due to the determination of the vehicle density, these suitable measures can then be taken, which can advantageously increase vehicle safety.

In particular, when a vehicle density for an adjacent lane is increased compared to the current lane, so it is usually useful to switch in the direction away from the lane with the increased vehicle density in another lane to more distance between the vehicle and get this lane with the increased vehicle density. Because usually change vehicles from a lane with an increased vehicle density then in an adjacent to this lane with the increased vehicle density other lanes, for example, to be able to move faster. However, a collapse of such vehicles on the current lane causes an increased risk of accidents. This accident risk can then be advantageously reduced if, for example, a lane change is made and / or a vehicle speed is exceeded. is reduced and / or a distance to an immediately preceding vehicle is reduced.

Possible sources of information for a risk assessment of the route section, that is to say in particular for determining the risk parameter, may be environment sensors of the vehicle, for example. For example, video sensors may be provided which sensory detect the vehicle environment. For example, a vehicle density for individual lanes can be determined by a corresponding evaluation of the surrounding sensor data. For example, it can be determined by means of an environmental sensor which topographical

Structure of the route section has. By way of example, such a topographical structure may be a motorway junction, a highway entrance or a narrowing. The aforementioned topographical structures can be detected or determined, for example, by means of map data of a digital map. In particular, traffic data can be sent to the vehicle that contains corresponding information regarding a risk parameter. Preferably, it can be provided that vehicle data is sent from another vehicle or several other vehicles to the vehicle. The statements made in connection with the device apply analogously to the method and vice versa. Embodiments corresponding to the device yield embodiments that correspond to the method, and vice versa. The invention will be described in more detail below with reference to preferred embodiments. Show here

1 shows a flowchart of a method for operating a vehicle, FIG. 2 shows a device for operating a vehicle,

3 shows a flowchart of a further method for operating a vehicle, FIG. 4 shows a motorway junction, Fig. 5 is a highway entrance and

Fig. 6 is a constriction. Hereinafter, like reference numerals may be used for like features.

1 shows a flowchart of a method for operating a vehicle.

According to a step 101, a risk parameter for a route section of a route of the vehicle is determined. The risk parameter includes an accident probability of the vehicle for the route section. According to a step 103, the vehicle is at least assisted, preferably automatically, controlled, depending on the determined risk parameter. This advantageously causes an accident probability for the route section to be reduced.

Fig. 2 shows a device 201 for operating a vehicle (not shown).

The device 201 includes an investigator 203. The investigator 203 is designed to determine a risk parameter for a route section of a route of the vehicle. The risk parameter includes an accident probability of the vehicle for the route section. Furthermore, the device 201 includes a controller 205. The controller 205 is configured to

Vehicle depending on the risk parameters at least assisted, preferably automatically, to control in order to reduce the probability of accidents for the route section. The fact that the vehicle is at least assisted, preferably automatically, controlled, depending on an accident probability for the route section, advantageously increases vehicle safety. In particular, in contrast to known driver assistance systems, possible risks and / or potential sources of danger, which may be present on the route section, are advantageously assisted

Control taken into account. This means in particular that, for example, a Safety distance is increased to an immediately preceding vehicle. As a result, the driver of the vehicle usually has more time for a reaction in order to defuse a critical situation or to avoid an accident.

Possible sources of information for a risk assessment of the route section, that is to say in particular for determining the risk parameter, may be environment sensors of the vehicle, for example. For example, video sensors may be provided which sensory detect the vehicle environment. For example, a vehicle density for individual lanes can be determined by a corresponding evaluation of the surrounding sensor data. For example, it can be determined by means of an environmental sensor which topographical structure the route section has. By way of example, such a topographical structure may be a motorway junction, a highway entrance or a narrowing. The aforementioned topographical structures can be detected or determined, for example, by means of map data of a digital map. In particular, traffic data may be sent to the vehicle containing appropriate information regarding a risk parameter. Preferably, it can be provided that vehicle data is sent from another vehicle or several other vehicles to the vehicle.

3 shows a flow chart of another method for operating a vehicle.

According to a step 301, the current topography of the route section is detected. For example, video sensors can be provided for this purpose. In particular, the detection according to step 301 may include detecting that a plurality of lanes are provided. A lane risk parameter for each of the lanes is then determined in a step 303. This means, in particular, that it is determined how high an accident probability is for each of the lanes if the vehicle were to travel on the corresponding lane.

In a step 305, the lane risk parameter of the current lane in which the vehicle is currently traveling is then compared with the other lane risk parameters of the other lanes. When in step 305 then determines that there are lanes having a lower accident risk, in particular a smaller lane risk parameter than the lane risk parameter of the current lane, as the current lane, then a lane change is performed in a step 307 to in the lane with to get to the smaller lane risk parameter.

If it is determined in comparison in step 305 that the lane risk parameter of the current lane is the smallest lane risk parameter, then according to step 309 the vehicle is in the current one

Lanes left. This means in particular that the vehicle continues in the current lane. There is no lane change.

4 shows a motorway junction 401.

There are four lanes 403, 405, 407 and 409 provided. The two left lanes 403 and 405 branch to the left. The two right lanes 407 and 409 branch to the right. Further, four vehicles 411, 413, 415 and 417 are shown which are on the individual

Driving lanes 403, 405, 407 and 409. In this case, the vehicle 41 1 drives on the left-most lane 403. The vehicle 413 drives on the second-left lane 405. The vehicle 415 drives on the second-right lane 407. The vehicle 417 drives on the very right lane 409.

A corresponding travel trajectory of the individual vehicles 41 1, 413, 415 and 417 is shown in each case with an arrow, which is identified by the reference numeral 419. Usually found on the two middle lanes 405 and 407 increased

Lane change instead. This means, in particular, that there is an increased likelihood of a lane change on these two lanes 405 and 407. This is illustrated in particular in comparison to the two outer lanes 403 and 409. This is illustrated by way of example in FIG. 4, insofar as the two vehicles 413 and 415 will make a lane change.

The two vehicles 411 and 417 make no lane change. A lane change of a vehicle, however, usually entails an increased accident risk. Because a sudden shearing on the corresponding target lane or the corresponding target lane can lead to a critical situation. This means, in particular, that the two middle lanes 405 and 407 have a high accident risk for vehicles driving on these two lanes. Accordingly, a risk parameter is increased. This in particular compared to the two outer lanes 403 and 409 on soft accident risk is smaller. This means, in particular, that a corresponding risk parameter for these two lanes is smaller than the corresponding risk parameters for the two middle lanes 405 and 407.

This information is advantageously used to control the vehicle at least assisted, preferably automated. If, for example, a vehicle drives on the lane 405 and already knows that it will branch off to the left, then it will usefully switch to the very left lane 403, since it has a lower accident risk. The same applies in particular to vehicles that drive on the lane 407 and want to branch off to the right.

Fig. 5 shows a motorway ramp 501.

There are three lanes 403, 405 and 507 are provided. Furthermore, a Auffahrfahrstreifen 509 is provided, through which vehicles can reach the three lanes 503, 505 and 507.

There are two vehicles 511 and 513 located. The vehicle 51 1 travels on the rightmost lane 507. The vehicle 513 travels on the drive-up lane 509 to change to the lane 507. This threading maneuver usually entails an increased accident risk. This means, in particular, that vehicles driving on the very right lane 507 and possibly also on the middle lane 505 have an increased risk of accidents than vehicles driving on the very left lane 503. This means, in particular, that the lane 503 has the lowest lane risk parameter in comparison to the lane risk parameters of the two lanes 505 and 507. This information is then advantageously used by the vehicle 511 to perform a lane change from the lane 507 in the lane 505 and optionally in the lane 503. Thus, the vehicle 513 can then advantageously thread itself into the traffic on the lane 507 without problems, as a rule.

Fig. 6 shows a constriction 601. There are three lanes 603, 605 and 607 are provided, wherein the lane

603 ends and then there are only two lanes 605 and 607.

Furthermore, vehicles 611, 613, 615, 617, 619 and 621 are shown. Vehicles 611 and 621 drive on the leftmost lane 603. Vehicles 613, 617 and 619 drive on the central lane. On the far right

Lane 607 drives vehicle 615.

Due to the narrowing or reduction of three to two lanes, the two vehicles 611 and 621 must change from the very left lane 603 to the middle lane 605. This usually entails an increased risk of accidents for the vehicles 611, 621, 613, 617 and 619. This is particularly due to the fact that this increases a vehicle density on the middle lane 605. In particular, the corresponding vehicle traffic can often also falter.

This means, in particular, that a lane risk parameter for the middle lane 605 is greater compared to the right lane 607 and compared to the leftmost lane 603. It makes sense then vehicles that are on the middle lane 605, a lane change in the direction of the rightmost lane 607. This advantageously brings about a reduction of the vehicle density on the middle lane 605.

The invention thus encompasses, in particular, the idea of providing a device and a method for operating a vehicle which advantageously comprises an at least assisted, in particular automated, in particular an automated ne highly automated, driving on sections of routes, especially on highways, allows. In particular, a vehicle speed is adapted independently. Preferably, a track is held automatically. Preferably, a lane change is performed automatically. Each lane is specially provided with a risk assessment separately. This means, in particular, that a respective lane parameter for the lanes is determined. In particular, a path is now planned automatically which has the lowest possible risk or accident risk. If necessary, therefore, a lane change is preferably carried out automatically when driving on the target lane is less risky. This means, in particular, that then the target lane strip has a smaller lane sensor parameter than the current lane.

For the risk assessment, ie the determination of the driving lane parameters, of the individual lanes, the following sources of information can be used individually or individually

Combination, whereby lane and lane are used synonymously:

• A map is used to retrieve information about accident severity.

Here, for example, all lanes have an increased risk assessment. This information is provided in particular as digital map data.

• For example traffic information and / or from the cloud current traffic jam information is retrieved. In the area of jamming, there is usually an increased risk. Such information is provided in particular as traffic data.

From the cloud, it is preferable to retrieve further information about, for example, ice, objects on the roadway, both preferably exactly like the lane. Such information is provided in particular as environmental data.

• In the area of motorway junctions (recognition by means of the map (digital map data) and / or environment sensors (surrounding sensor data)) lane changes are usually very likely on a medium lane and have a high risk (see Fig. 4), external lanes usually have a low risk. • In the area of motorway entrances (recognition by means of the map (digital map data) and / or environment sensors (environmental sensor data)), the right-hand lane is at increased risk due to vehicles entering the vehicle, and in the middle lane, for example, also by trucks (load - cars), which change from the right to the middle lane or lane (see Fig. 5).

• For example, when narrowing from three to two lanes (card recognition (digital map data) and / or environmental sensors (surrounding sensor data)), the traffic in the middle lane is usually highly dense and often stalled, which is a high risk can cause. The far left lane also has an increased risk due to the required threading maneuver. The right-hand lane, on the other hand, has a much lower risk (see Fig. 6).

Claims

claims

A method for operating a vehicle (41 1, 413, 415, 417), wherein a risk parameter for a route section of a route of the vehicle (411, 413, 415, 417) is determined (101), wherein the risk parameter is an accident probability of the vehicle (411, 413, 415, 417) for the route section, wherein the vehicle (41 1, 413, 415, 417) is at least assisted controlled (103) depending on the risk parameter to reduce the probability of accident for the route section.

2. The method according to claim 1, wherein, depending on the risk parameter, an additional safety margin is added to a predetermined safety distance of a distance control device which is designed to maintain a distance between the vehicle (411, 413, 415, 417) and an immediately preceding vehicle (411, 413, 415, 417).

3. The method of claim 1, wherein when the route includes multiple lanes (403, 405, 407, 409), determining the risk parameter comprises determining (303) a respective lane risk parameter for at least some of the plurality of lanes (403, 405, 407, 409), wherein the respective lane risk parameter comprises an accident probability of the vehicle (411, 413, 415, 417) for the respective lane (403, 405, 407, 409).

4. The method of claim 3, wherein, when the lane risk parameter of the lane in which the vehicle is currently traveling is greater than the lane risk parameter of an adjacent lane, controlling the vehicle (41 1, 413, FIG. 415, 417) comprises a lane change (307) from the current lane into the adjacent lane. Method according to one of the preceding claims, wherein the risk parameter is determined based on data selected from the following group of data: environment sensor data of an environment sensor of the vehicle (411, 413, 415, 417) for detecting a vehicle environment, map data of a digital map, Traffic data, vehicle data from another vehicle, environmental data.

Method according to one of the preceding claims, wherein determining the risk parameter comprises determining a vehicle density of a lane (403, 405, 407, 409).

Device (201) for operating a vehicle (411, 413, 415, 417), comprising an investigator (203) for determining a risk parameter for a route section of a route of the vehicle (41 1, 413, 415, 417), wherein the risk parameter is a Accident probability of the vehicle (411, 413, 415, 417) for the route section comprises, and a controller (205) for at least assisted controlling the vehicle (41 1, 413, 415, 417) depending on the risk parameter, the accident probability for the route section to reduce.

Computer program comprising program code for carrying out the method according to one of claims 1 to 6, when the computer program is executed in a computer.