WO2020114741A1

WO2020114741A1 - Method for controlling a driver assistance system, driver assistance system, motor vehicle, and central data processing device

Info

Publication number: WO2020114741A1
Application number: PCT/EP2019/081174
Authority: WO
Inventors: Thomas Eigel; Sandor Riebe
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2018-12-03
Filing date: 2019-11-13
Publication date: 2020-06-11
Also published as: DE102018220844A1; EP3891034A1

Abstract

The invention relates to a method for controlling a driver assistance system (18) of a first motor vehicle (16), in which method position information about at least one region (24, 26) having a particular target traffic behavior and information about a type of the at least one region (24, 26) is provided to the driver assistance system (18), and the driver assistance system (18) carries out a driver assistance function depending on the position information and the type of the at least one region (24, 26). According to the invention, the position information and the type of the at least one region (24, 26) are determined on the basis of aggregated motion data (D) of a plurality of different second motor vehicles (16) in at least one predetermined surrounding region.

Description

description

Method for controlling a driver assistance system, driver assistance system,

Motor vehicle and central data processing device

The invention relates to a method for controlling a driver assistance system of a motor vehicle, wherein the driver assistance system is provided with position information about at least one area with a specific target traffic behavior and information about a type of the at least one area, and the driver assistance system as a function of the position information and the type of the at least one area. The invention also includes a

Driver assistance system, a motor vehicle and a central data processing device.

A driver assistance system in the context of the present invention is to be understood on the one hand as a driver assistance system which supports a driver when driving the motor vehicle, and also a driver assistance system which is designed to drive the motor vehicle autonomously. In order to be able to move a motor vehicle safely in traffic, it is essential to understand a particular traffic situation. This means that relevant for the respective traffic situation

Traffic rules must be known. This applies to both human drivers of the

Motor vehicle as well as for automatic devices that control the motor vehicle in an autonomous ferry operation. To support the respective driver as well as to enable the autonomous ferry operation can nowadays

for example, traffic signs are recognized automatically. The problem with this, however, is that this is not always possible reliably, since the traffic signs, for example, are covered by other road users or other obstacles, may be illegible due to dirt or damage, or may even be missing entirely.

DE 10 2016 223 800 A1 describes a method for operating a stop and go system in a ego vehicle in road traffic, in particular during a traffic jam. Here, so-called stopping areas that precede the

Ego vehicles are lying, are detected on the basis of a digital map and their location data are recorded. If there is sufficient space after such a no-stopping area, the ego vehicle crosses this no-stopping area, otherwise not. Furthermore, US 2018/0004215 A1 describes a method for controlling a motor vehicle, in particular an autonomous motor vehicle, the motor vehicle also taking into account no-stopping zones, in which the

Motor vehicle should not stop, is controlled. A similar method is also described in US 2018/0105174 A1. Again, the positions of this

No stopping zones provided by card data.

Knowledge of such no-stopping zones as well as other areas with a certain target traffic behavior is extremely safety-relevant. Accordingly, the map data containing the information on such areas must also be reliable and always up to date. However, this is extremely difficult, since constant structural changes also result in corresponding changes in areas with a certain target traffic behavior.

The object of the present invention is therefore to provide a method for controlling a

Specify driver assistance system of a motor vehicle, a driver assistance system, a motor vehicle and a central data processing device, which enable increased safety in road traffic.

This task is solved by a method, a driver assistance system

Motor vehicle and a central data processing device with the features according to the respective independent claims. Advantageous embodiments of the invention are the subject of the dependent claims, the description and the figures.

In a method according to the invention for controlling a driver assistance system of a first motor vehicle, the driver assistance system is provided with position information about at least one area with a determined target traffic behavior and information about a type of the at least one area, and the driver assistance system performs a driver assistance function depending on the position information and the type of the at least one area. The position information and the type of the at least one area are dependent on aggregated movement data of several different second motor vehicles in at least one predetermined one

Surrounding area determined.

The invention is based on the knowledge that areas with specific target traffic behavior can be determined particularly easily and also reliably and, above all, almost always on the basis of swarm data. Under swarm data there are data too understand that of a swarm of vehicles, that is, various different

Vehicles, which are referred to here as second motor vehicles, are provided. Such swarm data, of which movement data are particularly relevant, can be made available, for example, by repeatedly, for example periodically, transmitting a current second position to a central data processing device. In addition, information about the current speed can also be transmitted to the central data processing device. However, such speed information can also be derived from the position information, which is also provided with respective time stamps. Ultimately, comprehensive information can be provided for every second motor vehicle about where, when and how fast this second motor vehicle is moving or not. By a

Areas with certain movement patterns can now be easily identified to aggregate such movement data. For example, non-stopping areas can be identified as areas in which none of the second areas

Motor vehicles or just a small percentage below a certain threshold. In the same way, stopping areas can also be identified as areas in which the stopping is typically very frequent. If such areas shift, for example due to structural measures, the swarm behavior of the second motor vehicles will also adapt to these changes, so that new non-stopping areas and stopping areas based on these swarm data, in particular the aggregated data

Movement data, always current can be identified. Another particularly great advantage of this method is also that for the detection of such areas with a predetermined target traffic behavior and in particular for the provision of the

Position information and the type of such areas, i.e. for example, whether it is a holder area or non-stop area, no motor vehicle sensors,

in particular environment sensors such as cameras, radars or the like are required, but only a GPS receiver or another position determination device of the second motor vehicle in question. In addition, the first motor vehicle can also represent one of the second motor vehicles, which repeatedly transmits its position information, for example with an associated time stamp, to a central data processing device. The knowledge extracted from this aggregated movement data by analysis can then advantageously be transmitted to the vehicles in question, in particular to the first motor vehicle and optionally also to the other second motor vehicles. In addition, this method can be easily combined with other existing methods and used, for example, as additional verification for certain areas. Overall, the road traffic safety can be enormously increased by the invention. As mentioned at the beginning, the driver assistance system can represent, for example, a system which is designed to drive the first motor vehicle autonomously. In such a case, the driver assistance function, which is carried out as a function of the determined area with a specific target traffic behavior, may consist in controlling the motor vehicle during autonomous driving in such a way that its driving behavior conforms to the target traffic behavior in the relevant determined areas, that is to say Example in non-stopping areas is also not held. However, the driver assistance system can also be a driver assistance system for assisting a driver when driving the vehicle, that is to say a vehicle with a low level of autonomy. In such a case, the driver assistance function that is carried out can consist, for example, in that the driver is given appropriate warning information before driving into such areas as a function of the determined areas with certain target traffic behavior, that is to say the driver, for example, about the presence of these areas and the target traffic behavior provided in such areas is informed or is also warned if the driver deviates from the target traffic behavior provided in such areas. Furthermore, it can be provided that, for example, only the position information about determined areas and their type are provided to the first motor vehicle, which are also located in a predetermined surrounding area around this first motor vehicle. Because only those areas that can be driven by the first motor vehicle in the near future are relevant for the first motor vehicle. This can prevent unnecessary data transmission. This

The predetermined surrounding area can be limited, for example, to a radius of only a few kilometers around the first motor vehicle.

In a particularly advantageous embodiment of the invention, the at least one area represents a non-stopping area, in which stopping is judged to be prohibited and / or dangerous. Knowing and identifying such non-stopping areas is particularly safety-relevant, since stopping in such a non-stopping area can endanger yourself or other road users. Such non-stopping areas represent, for example, no-stopping zones, level crossings, crosswalks and intersections, in particular intersection areas of the lane of oncoming traffic or the like. Such non-stopping areas may in principle be driven on, at least if the surroundings are sufficiently clear, but it is generally not allowed to stop in such areas. Such areas can be identified particularly easily on the basis of the collected swarm data, since only a negligible percentage of the second motor vehicles will stop in such a non-stopping area. Particularly on busy routes, a particularly reliable statement can be made on the basis of swarm data.

In a further advantageous embodiment of the invention, the at least one area represents a stopping area, in which stopping is assessed as not prohibited and / or not dangerous. Typically, such a stopping area always adjoins a non-stopping area or lies in a non-stopping area

Direction of travel ahead. Such a stopping area can thus advantageously be used to stop in time, since stopping is no longer permitted in the subsequent non-stopping area. If, for example, the non-stopping area cannot easily be crossed due to a high volume of traffic, in particular not without ensuring that it does not have to be stopped, it is advantageously possible to stop in the stopping area in front of this non-stopping area before crossing the non-stopping area - Stop area can be guaranteed without stopping.

So the identification of stopping areas is also particularly relevant to a

Ensure non-stopping in a non-stopping area. Such stopping areas can also be identified particularly easily on the basis of the swarm data, since they indicate a very frequent stopping of road users. Such stopping areas then represent, for example, areas in front of an intersection or traffic light,

Areas in front of a crosswalk, in front of a level crossing or similar.

The identification of such areas, that is, the described non-stopping areas and the stopping areas, is based on a statistical evaluation of the aggregated movement data. These statistical methods and statistical classifiers for classifying such areas in the non-stopping area or stopping area are sufficiently known from the prior art and are therefore not described in more detail here.

In a further advantageous embodiment of the invention, the

Position information a spatial extent of the at least one area. As a result, the driver assistance system can thus advantageously be informed of when a certain non-stopping area begins and where it ends, and the same for the stopping areas. The traffic behavior can thus be planned much better both by an autonomously driving vehicle and by a driver who drives the vehicle manually. This spatial expansion of the areas in question can also be based on the

Determine swarm data. With regard to the movement characteristics that allow such areas to be identified, corresponding threshold values can then in turn be specified in order to define the limits of such areas. For example, a non- Stop area can be defined as such, if it is a

connected spatial area, in which less than a certain percentage of road users stops. As soon as this percentage is exceeded in a certain area, it is accordingly no longer a non-stopping area. This is only intended to be a very simple example to illustrate a possible identification of such areas. Of course, there are also much more sophisticated classification methods that can be used to identify these areas and determine their extent.

Furthermore, it is advantageous if both the non-stopping area and a stopping area adjacent to the non-stopping area are determined as the at least one area, as well as a stopping point in the form of a boundary between the stopping area and the non-stopping area, the driver assistance function additionally being dependent from a position of the breakpoint. Such a stopping point does not necessarily have to be a single point, but can, for example, also represent a boundary in the form of a line or the like to a non-stopping area. Such stops are typically directly in front of a traffic light, directly in front of a crosswalk, or in front of a level crossing. If you want to stop in front of a non-stopping area, then

typically drove as far as possible to this stop as soon as possible, i.e. depending on the presence of other road users ahead. Accordingly, knowledge of such stopping points is also particularly relevant for controlling driver assistance functions.

In addition, it is advantageous if the position information of the at least one area is determined precisely in the lane. This has particularly great advantages, since areas with a certain target traffic behavior are lane-specific, especially on multi-lane roads. For example, there may be stopping points in front of the traffic lights in front of an intersection with separate turning lanes, but lane-dependent stopping areas are relevant for driving through the intersection: the lanes of oncoming and oncoming traffic should not be blocked for left-handers or right-handers and for

Straight lanes should not hinder cross traffic. For the

Straight-ahead traffic therefore typically has no stopping area in the lane at an intersection, while right-hand turns typically also stop at the intersection before turning right at a pedestrian crossing, and left-turns at the intersection stop before crossing the oncoming traffic lane until it is clear. So the precise tracking of stopping areas and non-stopping areas is particularly important Intersection situations advantageous and relevant, but also in other multi-lane

Traffic situations.

It is also advantageous if the position information of the at least one area for a specific lane is determined as a function of the movement data of the second motor vehicle assigned to this same lane. In other words, the movement data of the second motor vehicles can be evaluated precisely in the lane and, accordingly, the respective areas can also be identified in terms of their type and position precisely in the lane. This advantageously enables the lane-specific specification of the at least one area. Also the current number of

Lanes and the lane currently being traveled by a respective second motor vehicle can be derived from the consideration of the aggregated movement data,

especially without any knowledge of additional information, such as

Sensor information. If, for example, several motor vehicles move side by side in the same direction, it is possible to deduce several lanes running side by side, and their lane can also be assigned to the respective motor vehicles.

Furthermore, the invention also relates to a driver assistance system for a first one

Motor vehicle, which is designed as a function of a provided

Position information about at least one area with a certain target traffic behavior and information about a type of the at least one area one

Execute driver assistance function, the driver assistance system being designed to display the position information and the type of the at least one area as information dependent on aggregated movement data of several different second motor vehicles in at least one predetermined surrounding area

receive central data processing device external to the motor vehicle.

The advantages described for the method according to the invention and its embodiments apply in the same way to the driver assistance system according to the invention. The driver assistance system can also be designed to transmit current position data of the first motor vehicle repeatedly, for example at regular time intervals, to the central data processing device. Thus, the central

Data processing device use the position information of this first motor vehicle as additional movement data for evaluation. In addition, the invention also relates to a motor vehicle with a driver assistance system according to the invention.

The method steps described for the method according to the invention and its embodiments also enable further development of the driver assistance system according to the invention and of the motor vehicle according to the invention by means of further corresponding objective features.

In addition, the invention also relates to a central data processing device for determining position information and information about a type of at least one area with a determined target traffic behavior. The central one

Data processing device designed to receive and aggregate respective movement data from second motor vehicles and the position information and the type of the at least one area as a function of that which can be predetermined

To determine the minimum time interval of aggregated movement data in at least one predetermined surrounding area and to provide it to at least one first motor vehicle.

Here, too, the advantages described for the method according to the invention and its embodiments apply in the same way to the central according to the invention

Data processing equipment. In addition, they already enable here

described preferred embodiments of the method, the further development of the central data processing device by further corresponding objective features.

The invention also includes combinations of the features of those described

Embodiments.

An exemplary embodiment of the invention is described below. The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also further develop the invention independently of one another and are therefore also to be regarded individually or in another combination than the one shown as part of the invention. Furthermore, the described embodiment can also be supplemented by further features of the invention that have already been described. The sole FIG. 1 shows a schematic illustration of a traffic situation at a level crossing 10 on train tracks 12 to illustrate a method for controlling a driver assistance system according to an exemplary embodiment of the invention. In particular, a road 14 is shown which crosses the tracks 12 at the level crossing 10. This road comprises two lanes 14a, 14b with opposite lanes

Direction of travel. Three motor vehicles 16 are also shown by way of example on this road 14. A respective one of these motor vehicles 16 can also be a

Have driver assistance system 18 according to an embodiment of the invention. In such a traffic situation there are typically areas with a predetermined target traffic behavior. This will now be explained using the lane 14a as an example.

If, for example, a train crosses the tracks 12, the barrier 20 at the level crossing 10 typically closes beforehand, in particular on both sides, or another

Warning signal appears at the level crossing 10. In such a case, vehicles must stop at a certain border line, the stop line 22 at the latest. Driving on the level crossing 10 is then no longer permitted. Stopping is not only possible at this border line 22, but also in an area in front of this border line 22, namely the stop area 24 shown hatched here. If, however, the level crossing 10 is free and the barriers 20 are open and no warning signal appears in any other way, then the motor vehicles 16 can cross the level crossing 10. Nevertheless, the level crossing 10 itself should not be stopped, even if it is currently free. Correspondingly, the level crossing 10 itself defines a non-stopping area 26, which is shown hatched in this example.

The type of such areas 24, 26, namely whether these areas are holding areas 24 or non-holding areas 26, and the position and extent of these areas can now advantageously be determined on the basis of swarm data. Above all, based on the aggregation of the speed profiles of a swarm of vehicles from several, in particular numerous, motor vehicles 16, it is advantageously possible to draw conclusions not only about stopping points, such as the stopping line 22, but also stopping areas 24 and areas 26 in which no stopping takes place. For this purpose, the motor vehicles 16 regularly, in particular permanently, transmit their position data, for example in the form of a GPS position or one by another

Position determination device of the motor vehicle 16 determined position, to a central data processing device 28, such as a backend server or cloud server, which collects and aggregates this movement data D. The individual data of the motor vehicles 16 can be based on this swarm observation Assign both individual lanes 14a, 14b, and also detect stop areas 24 and non-stop areas 26, as well as boundaries 22 in between, as stop points based on this swarm data D. This detection can be based, for example, on a statistical evaluation of the collected movement data D. Thus, based on this swarm data D, not only stopping points but entire stopping areas including their extents can advantageously be determined, and such stopping areas and non-stopping areas can also be determined precisely in the lane or lane, which is particularly relevant at intersections. After

The central one can determine and identify such stopping areas 24 and non-stopping areas 26 as well as stopping points or stopping lines 22

Data processing device 28 transmit the information about such areas 24, 26, 22, that is, the position information and the type of areas 24, 26, 22 back to the motor vehicles 16. This information I can the corresponding

Driver assistance systems 18 are provided for use.

The driver assistance systems 18 can thus advantageously control the motor vehicle 16 in such a way that non-stopping areas 26 are only entered, for example, if the entire area 26 is also free and can be driven over without stopping. Otherwise, the driver assistance systems 18 control the motor vehicles 16 in such a way that they already stop in the stopping areas 24 until a corresponding stopping-free crossing of the non-stopping area 26 is possible. These stopping areas 24 and non-stopping areas 26 as well as the stopping points 22 can be determined quite analogously for the oncoming lane 14d. If, on the other hand, the driver assistance system 18 does not carry out any autonomous driving functions, it is also conceivable that this merely provides the driver with appropriate information

Motor vehicle 16 outputs these specific stopping areas 24 and non-stopping areas 26 and the area boundaries 22 or issues a corresponding warning if the vehicle is not designed to conform to the desired traffic behavior.

The determination of such areas 24, 26 on the basis of swarm data has the great advantage that such swarm data are extremely reliable on straight lines and also adapt quickly to changes, so that motor vehicles 16 can always be provided with current information about such areas 24, 26 .

The determination of the spatial extent of such areas 24, 26, in particular of the non-stopping areas 26, is also particularly relevant in order to be able to control the driving behavior of the motor vehicle 16 in an adapted manner, in particular in order to estimate whether it already exists must be held in the stop area 24 in front of it, since otherwise it is not possible to drive over the non-stop area 26 without a hold.

Overall, the example shows how the invention enables a particularly secure and reliable and, above all, simple identification of stopping areas and non-stopping areas by means of swarm data. This information can then be used in a particularly advantageous manner by driver assistance systems or autonomous vehicles in order to avoid stopping in these areas. For example, it is not only possible to stop in front of intersections or level crossings, but also to take into account the spatial extent and to avoid stopping at an intersection or level crossing, in particular significantly more reliably. A particularly good and reliable situation adaptation is made possible precisely by the lane-precise identification of stopping areas and non-stopping areas.

Reference symbol list

10 level crossing

12 train tracks

14a lane

14b lane

16 motor vehicle

18 Driver assistance system

20 barrier

22 stop line

24 stopping area

26 Non-stopping area

28 Data processing device

D transaction data

I information

Claims

1. Method for controlling a driver assistance system (18) of a first one

Motor vehicle (16), wherein the driver assistance system (18)

Position information about at least one area (24, 26) with a determined target traffic behavior and information about a type of the at least one area (24, 26) is provided, and the driver assistance system (18) one

Executes driver assistance function depending on the position information and the type of the at least one area (24, 26),

characterized in that

the position information and the type of the at least one area (24, 26) are determined as a function of aggregated movement data (D) of several different second motor vehicles (16) in at least one predetermined surrounding area.

2. The method according to claim 1,

characterized in that

the at least one area (24, 26) represents a non-stopping area (26) in which stopping is judged to be prohibited and / or dangerous.

3. The method according to any one of the preceding claims,

characterized in that

the at least one area (24, 26) represents a stopping area (24) in which stopping is judged not to be prohibited and / or not dangerous.

4. The method according to any one of the preceding claims,

characterized in that

the position information comprises a spatial extent of the at least one area (24, 26).

5. The method according to any one of the preceding claims,

characterized in that

as the at least one area (24, 26) both a non-stopping area (26) and a stopping area (24) adjoining the non-stopping area (26) is determined, and a stopping point (22) in the form of a boundary (22) between the holding area (24) and the non-stopping area (26), the driver assistance function additionally being shown in

Depending on a position of the breakpoint (22) is executed.

6. The method as claimed in one of the preceding claims,

characterized in that

the position information of the at least one area (24, 26) is determined precisely in the lane.

7. The method as claimed in one of the preceding claims,

characterized in that

the position information of the at least one area (24, 26) for a specific lane (14a, 14b) is determined as a function of the movement data (D) of the second motor vehicles (16) assigned to this same lane (14a, 14b).

8. Driver assistance system (18) for a first motor vehicle (16), which is designed, depending on a position information provided, on at least one area (24, 26) with specific target traffic behavior and information on a type of the at least one area ( 24, 26) perform a driver assistance function,

characterized in that

the driver assistance system (18) is designed to display the position information and the type of the at least one area (24, 26) as information (I) as a function of aggregated movement data (D) of several different second motor vehicles (16) in at least one predetermined surrounding area a central data processing device (28) external to the motor vehicle.

9. Motor vehicle (16) with a driver assistance system (18) according to claim 8.

10. Central data processing device (28) for determining position information and information about a type of at least one area (24, 26) with a determined target traffic behavior,

characterized in that

the central data processing device (28) is designed to receive and transmit respective movement data (D) from second motor vehicles (16)

aggregate and the position information and the type of at least one area (24, 26) depending on the aggregated movement data (D) in at least determine a predetermined surrounding area and provide it to at least one first motor vehicle (16).