Vehicle Travelling Control Apparatus

Abstract

The present subject matter especially relates to a traveling control apparatus, a corresponding traveling control method, an own vehicle including the traveling control apparatus, and a computer program product which is adapted to carry out the traveling control method. The control allows keeping an object, which is located on or close to the driving path/route of the own vehicle, continuously within the field of view of a sensor, a camera or the like which is installed at the own vehicle. This improves the reliability of the traveling control of the own vehicle and the driver can enjoy higher driving comfort and safety.

Claims

1. A vehicle traveling control apparatus configured to be installed at an own vehicle comprising a planning unit that is configured to generate a traveling plan of the own vehicle; a target detection unit which is configured to receive information from a vehicle surroundings observation unit of the own vehicle and to detect an object in the surroundings of the own vehicle based on the received data; and a visibility planning unit which is configured to determine a time during which the detected object will be outside a field of view of the vehicle surroundings observation unit while the own vehicle travels along the traveling plan and to input correction information to the planning unit if the determined time is greater than a preset allowable time.

2. The vehicle traveling control apparatus according to claim 1, wherein the planning unit is configured to adapt the traveling plan to generate an adapted traveling plan based on the correction information provided by the visibility planning unit such that a time during which the detected object will be outside a field of view of the vehicle surroundings observation unit while traveling along the traveling plan is decreased.

3. The vehicle traveling control apparatus according to claim 1, wherein the visibility planning unit includes a visibility prediction unit which is configured to receive information about a configuration of the vehicle surroundings observation unit, including the field of view thereof and to receive information about the detected object, and the visibility prediction unit is configured to predict for a plurality of positions along the route of the traveling plan whether the detected object will be within the field of view.

4. The vehicle traveling control apparatus according to claim 1, wherein the visibility planning unit includes a risk assessment unit which is configured to determine the time the own vehicle will need for traveling along the route of the traveling plan and the time the detected object is not within the field of view of the vehicle surroundings observation unit.

5. The vehicle traveling control apparatus according to claim 4, wherein the risk assessment unit is configured to receive information about an effective area of the detected object generated by an effective area estimation unit of the visibility planning unit, wherein the effective area estimation unit sets a virtual effective area in the vicinity of the detected object in accordance with a predefined pattern and/or based on data retrieved from maps, and the risk assessment unit calculates the time the own vehicle will require for traveling along the traveling plan within the effective area and the time the detected object is not within the field of view of the vehicle surroundings observation unit when the own vehicle travels within the effective area.

6. The vehicle traveling control apparatus according to claim 1, wherein the visibility planning unit includes an acceptable time controller which provides a predefined allowable time for a detected object to be outside of the field of view of the vehicle surroundings observation unit, wherein, if it is determined by the risk assessment unit that the time outside of the field of view is larger than the predefined allowable time, a control value calculation unit is configured to provide the correction information to the planning unit with which the traveling plan is adapted to reduce the time of the detected object outside the field of view to a value that it is equal to or smaller than the predefined allowable time.

7. The vehicle traveling control apparatus according to claim 1, wherein the adaption of the traveling plan is carried out iteratively.

8. The vehicle traveling control apparatus according to claim 1, wherein the control value calculation unit determines correction information including the speed of the own vehicle, the driving direction and planed route of the own vehicle, and/or a stop position of the own vehicle.

9. The vehicle traveling control apparatus according to claim 1, wherein the time during which the detected object is within the field of view of the vehicle surroundings observation unit is in addition maximized by adjusting the field of view of the vehicle surroundings observation unit.

10. The vehicle traveling control apparatus according to claim 1, wherein the detected object includes road objects, such as traffic signs, traffic lights, road markings, and/or other vehicles or other bodies.

11. The vehicle traveling control apparatus according to claim 1, wherein the vehicle traveling control apparatus further includes an arbitration unit which is configured to set priorities for different objects if more than one object is detected by the target detection unit and the target detection unit is configured to select the detected object having the highest priority.

12. The vehicle traveling control apparatus according to claim 1, wherein the planning unit adapts the traveling plan by taking into account safety aspects and driving comfort aspects in addition, wherein safety aspects include an emergency stop of the own vehicle if the detected object is within the traveling plan and an alternative traveling plan for guiding the own vehicle around the detected object is not available, and wherein the driving comfort aspects include avoiding high G forces to the driver of the own vehicle.

13. An own vehicle including a vehicle traveling control apparatus according to claim 1 and a vehicle surroundings observation unit, which is one of or a combination of a lidar unit, a camera unit, a stereo-camera unit, a radar unit, an electromagnetic wave unit.

14. Method of carrying out the adaption of a traveling plan of an own vehicle with a vehicle traveling control apparatus according to claim 1, comprising: generating a traveling plan for the own vehicle, detecting an object within the surroundings of own vehicle the based on data provided by a vehicle surroundings observation unit of the own vehicle, and adapting the traveling plan if the detected object is outside of a field of view of the vehicle surroundings observation unit for a time longer than a predefined allowable time.

15. A computer program product storable in a memory comprising instructions which, when carried out by a computer, cause the computer to perform the method according to claim 14.

Description

[0037] In the following the claimed subject-matter will be further explained based on at least one preferential example with reference to the attached exemplary drawings, wherein:

[0038] FIG. 1 shows a schematic of an own vehicle 100,

[0039] FIG. 2 shows a schematic of a traveling control apparatus 1,

[0040] FIG. 3 shows an example of a technical function of the traveling control apparatus 1,

[0041] FIG. 4 shows a first scenario within the example of FIG. 3,

[0042] FIG. 5 shows a second scenario within the example of FIG. 3, and

[0043] FIGS. 6A-6C show a further of a technical function of the traveling control apparatus 1.

[0044] FIG. 1 shows an exemplary vehicle which may include, inter alia, a vehicle traveling control apparatus 1 according to the claimed subject matter, a control unit 10 and at least one vehicle surroundings observation unit 4 which are connected to each other and installed within the own vehicle 100. FIG. 1 shows the control unit 10 and the vehicle traveling control apparatus 1 as separate units; alternatively the two units may be combined to form a single unit. The own vehicle 100 may have a plurality of control units 10 which may include an engine control unit (ECU).

[0045] The own vehicle 100 includes at least one vehicle surroundings observation unit 4 (or sensor) and preferably it includes a plurality of such units 4. The vehicle surroundings observation unit(s) 4 may, e.g., include a camera, a stereo camera, a laser radar, a millimeter wave radar, and/or a lidar. The vehicle traveling control apparatus 1 and/or the control unit 10 may include further subunits for providing driving control functions, such as steering control units, throttle control units, brake control units and the like. Preferably, the own vehicle 100 does not include the control unit 10 and the vehicle traveling control apparatus 1 combines all relevant control functions of the own vehicle 100. Based on the above sketched configuration, it is possible that the own vehicle 100 drives autonomously controlled by the control apparatuses/units, which use information provided by the vehicle surroundings observation unit(s) 4 and further information, e.g. information/data received via optional communication units of the own vehicle 100 which can receive data from a remote data source, such as the Internet, remote servers, and/or GPS. The further information may include map information, traffic information, and the like.

[0046] The vehicle traveling control apparatus 1 is connected to and/or includes a unit which is configured to generate a (vehicle) traveling plan. In the following the respective unit is called “planning unit” 2. The traveling plan, in particular, includes the driving route of the own vehicle 100 which is generated based on input from the vehicle surroundings observation units 4, GPS information and/or map information as well as a driving destination(s) input by the driver. Further relevant information may include obstacles on the road ahead and the like which may be included in the map information or which may be detected by the vehicle surroundings observation units 4.

[0047] FIG. 2 shows an exemplary internal configuration of the vehicle traveling control apparatus 1 which is indicated by a thick outer frame marked with reference number 1. The vehicle surroundings observation unit 4 inputs information to a subunit of the vehicle traveling control apparatus 1 which is, as shown in FIG. 2, the target detection unit 3. The target detection unit 3 receives the data/information from the vehicle surroundings observation unit(s) 4 and uses said information for carrying out a detection process. The detection process has the goal to detect an object or a plurality of objects which are present in the vicinity of the traveling route or thereon. The actual traveling plan was generated before the here described processing and it is already available for the travel control apparatus 1 in this example. The detection of an object, for example, is carried out by detecting predefined patterns within the information provided by the vehicle surroundings observation unit(s) 4. The object(s) to be detected may include a predefined object or a machine learning process can be used to detect any kind of (not necessarily predefined) objects which are relevant for the traveling of the own vehicle 100 along the traveling plan.

[0048] According to one example of a detection process, the target detection unit 3 may receive images (as information/data from the vehicle surroundings observation unit(s) 4) which were taken by a camera of the own vehicle 100 (the camera being a vehicle surroundings observation unit 4 in this example) and the detection process may include an image evaluation process by which objects within the image, which have a predefined shape or the like, are detected. The predefined object and/or the predefined shapes thereof may be stored in a database which may be connected to the vehicle traveling control apparatus 1 by wire or wireless. Predefined objects may include road markings, traffic signs, other vehicles, other traffic participants, such as pedestrians, cyclists or motorbike riders, as well as obstacles in the driving way and/or other bodies on or in the vicinity of the driving route/way.

[0049] If the target detection unit 3 detects an object, it inputs the respective data/information to a visibility planning unit 5 which includes further subunits that will be described below. The information from the target detection unit 3 is input into a visibility prediction unit 51 that furthermore receives information from a sensor configuration unit 56. The information that is input from the target detection unit 3 preferably includes the position of the detected object, for example relative to the own vehicle 100 and/or in absolute positional coordinates, the type of the detected object, and further optional information such as a condition of the object, and/or whether the object is moving or stationary. The information input from the sensor configuration unit 56 includes configuration information regarding the field of view (range) of the vehicle surroundings observation unit 4 and/or the field of view of each of the vehicle surroundings observation units 4.

[0050] With the above described information, the visibility prediction unit 51 determines, for the actual traveling route, whether the detected object will be continuously within the field of view of the at least one vehicle surroundings observation unit 4 or whether the detected object will be outside of said field of view, temporarily or continuously, when the own vehicle 100 will travel along the (actually used/existing) traveling route of the traveling plan.

[0051] For example, the visibility prediction unit 51 will do the estimation as described above (whether the detected object is within the field of view or not) for a plurality of points in time and/or positions of the traveling route ahead of the own vehicle 100.

[0052] The information determined by the visibility prediction unit 51 is submitted to a risk assessment unit 52. The risk assessment unit 52 further receives data/information from an acceptable time controller 54, and the risk assessment unit 52 calculates the total driving time required to travel along the traveling plan and the accumulated time the object, which was detected by the target detection unit 3, will be outside of the field of view during the traveling on/along the traveling plan. It is noted that the calculation/estimation of the accumulated time that the object, which was detected by the target detection unit 3, will be outside of the field of view during the traveling on/along the traveling plan can also be carried out by the visibility prediction unit 51. And, in this case, said accumulated time is input into the risk assessment unit 52 which then does not need to carry out the respective calculation. Further preferably, the total driving time required to travel along the traveling plan based on the actual driving condition of the own vehicle 100 may also be carried out by a different unit, e.g. the planning unit 2, so that, in this case, the risk assessment unit 52 would not have to calculate said time (either). In a further preferred alternative, the time required for traveling to a set position or to until the end of the traveling plan is not done at all which will be described further below.

[0053] Based on the information input from the acceptable time controller 54, to which, for example, the accumulated time outside of the field of view of the object is compared, the risk assessment unit 52 decides whether the traveling plan has to be adapted/modified or not. In the above example, the risk assessment unit 52 or another unit of the vehicle traveling control apparatus 1 may set a position on the traveling route ahead of the actual position of the own vehicle 100. For example, the set position may be 50 meters, 100 meters or the like ahead of the actual position of the own vehicle 100. The planning unit 2 or the risk assessment unit 52 may then calculate that the own vehicle 100 will arrive at the set position, based on the traveling plan, in, e.g., 1 second, 3 seconds, 6 seconds or the like. The set position may be at the end of the traveling route or it may be at an intermediate position between the actual position of the own vehicle 100 and the (final) end of the traveling route. In the latter case, the above described routine can be carried out repeatedly in a loop-like manner, wherein the set position is newly set for each repetition. The total traveling time determined as described above may be compared to the accumulated time which was determined by the visibility prediction unit 51 or the risk assessment unit 52 and which provides the time period during which the detected object is not visible for the vehicle surroundings monitoring unit(s) 4 until the set position is reached. The relation or the difference between the two times may be compared to the allowable time by the risk assessment unit 4 or the accumulated time during which the object is not visible may be solely compared to the allowable time.

[0054] Furthermore, instead of calculating times and comparing the time(s) to an allowable time, the visibility prediction unit 51 may also calculate the estimated distance for which the detected object will not be within the field of view until the set position or the end of the traveling plan is reached. The risk assessment unit 52 may relate the estimated distance to the total traveling distance to the set position (e.g. by dividing the distances or subtracting one from another) and compare said relation or difference to an allowable distance provided by the acceptable time controller 54 which in this alternative provides an allowable distance.

[0055] The risk assessment of the risk assessment unit 52 may also be carried out by setting an “future evaluation time period”: For example, the risk assessment unit 52 or another unit of the vehicle traveling control apparatus 1 may set a time period for the future traveling of the own vehicle which shall be evaluated by the visibility planning unit 5, i.e. the “future evaluation time period”. Said time period may, e.g., be set to be 5 seconds, 10 seconds, 100 seconds or the like, and it may start at the actual position of the own vehicle 100. Said time period then defines the time interval for which the visibility planning unit 5 calculates the time period the detected object is outside the field of view and for which the acceptable time controller 54 provides an allowable time (period). In other words, if the future evaluation time period was set to 10 seconds, the visibility prediction unit 51 has determined an accumulated time (during the next 10 seconds of the traveling of the own vehicle) during which the detected object is not in the field of view of 3 seconds, and the allowable time is 2 seconds, the risk assessment unit 52 will output a violation of the allowable time maximum after having compared the accumulated time of 3 seconds to the allowable time of 2 seconds.

[0056] Accordingly, the risk assessment unit 52 preferably decides that the traveling plan has to be adapted if the time/time interval of the detected object being outside of the field of view is larger than an allowable time which is input from the allowable time controller 54 (or if the traveling distance with the detected object outside the field of view is larger than the allowable distance). The allowable time (and/or distance) may be predefined and stored within a database of the acceptable time controller 54. The allowable time (distance) may be different for different predefined objects. Using a future evaluation time period allows replacing the step of calculating the traveling time to a set position or to the end of the traveling plan which reduces the computational burden. The future evaluation time period may be used instead of the traveling time to said set position or the like.

[0057] In a further preferred example, the risk assessment unit 52 additionally receives information from an effective area estimation unit 52 which submits information about an effective area of the detected object to the risk assessment unit 52. An effective area of a detected object may be a vicinity/surroundings/periphery of the detected object having a predefined shape, for example a circular, rectangular, or the like. Specifically, for example, if the detected object is a traffic light, the effective area may be a rectangular area which is placed in front of the traffic light covering the street on which the own vehicle 100 will be traveling in accordance with the traveling plan. Taking into account an effective area has the technical advantage that a calculation/determination of the risk assessment unit 52 can be confined to the limited area of the effective area so that the calculation effort is reduced and/or only immediately relevant information is used by the risk assessment unit 52. For example, if the risk assessment unit 52 receives the information about an effective area for the detected object, the above-described calculation/determination of the traveling time along the traveling route and the time during which the detected object is outside of the field of view can be confined to the limited area of the effective area.

[0058] In case the risk assessment unit 52 judges that the traveling plan has to be adapted, it inputs the respective information to a control value calculation unit 55 which determines modification parameters/commands for adapting the traveling plan and submits these to the planning unit 2. The planning unit 2 then modifies the traveling plan to an adapted traveling plan and inputs the adapted traveling plan back to the visibility planning unit 5. Thereby, a feedback control loop is established by which the adaption of the traveling plan can be carried out until the traveling plan fulfills the requirement(s) in view of the determinations of the risk assessment unit 52, e.g. until the time/distance interval of the detected object outside the field of view is equal to or smaller than the allowable time/distance.

[0059] Said above control loop may, in a further example, include an emergency checking unit (not shown) which may require an emergency stop of the own vehicle 100 if it is determined that the situation is too risky. For example, the risk assessment unit 52 may determine that a situation is too risky if the accumulated time of the detected object being outside the field of view is larger than a second allowable time which is greater than the (first) allowable time and/or if the detected object or a further object suddenly appears in front of the own vehicle 100 and the adaption of the traveling plan would take too long.

[0060] FIG. 3 shows an example of the claimed subject matter with an own vehicle 100 which drives on a road in accordance with a traveling plan—here marked by “P”. Further, the field of view of an exemplary vehicle surroundings observation unit 4 is indicated by “FOV” and, in the example of FIG. 3, it has a triangular shape when seen from above. In accordance with the above described configuration of the vehicle traveling control apparatus 1, the target detection unit 3 will detect a predefined object which is a traffic light (marked by “O”) according to the depicted example of FIG. 3. The traffic light O is arranged next to the road on which the own vehicle 100 is traveling and it is within the field of view FOV as depicted by FIG. 3. In addition, the road includes a road marking, being a stop line marked by “S”, which indicates the stop position for a vehicle traveling on the road in case the traffic light O shows a red light.

[0061] As described above, as soon as the target detection unit 3 has detected the object, in this example it is the traffic light O, it passes the relevant information to the visibility prediction unit 51. In particular, the target detection unit 3 provides information to the visibility prediction unit 51 that the detected object is a traffic light O, at which position it is placed and which light color it actually shows. The visibility prediction unit 51 will further receive information about the field of view “FOV” from the sensor configuration unit 56 and, based on the received information, the visibility prediction unit 51 will determine or calculate for how long the detected traffic light O will be within the field of view when the own vehicle 100 will travel along the traveling plan route P. Furthermore, the risk assessment unit 52 which receives the information from the visibility prediction unit 51 takes into account information about an effective area received from the effective area estimation unit 53 and an acceptable time for the detected object being outside the field of view received from the acceptable time controller 54.

[0062] In the example of FIG. 3, it is schematically shown that the effective area “EA” of the detected traffic light O was set to have a rectangular shape and to “cover” the road between the position of the stop line S and the actual position of the own vehicle 100. In other words, applying an effective area has the benefit that the risk assessment unit 52 carries out its calculations only within the limited area of the effective area EA. An area behind the stop line S can be disregarded because the traffic light does not affect the further traveling of the own vehicle 100 after the traffic light O was passed by the own vehicle 100.

[0063] In the above-described example of a detected traffic light O two possible scenarios shall be explained in more detail in connection with FIGS. 3, 4 and 5. The following assumptions will be used for the example scenarios: The visibility prediction unit 51 estimates the “lost” or “invisible” time (the time it is outside the field of view) of the detected object by accumulating time points t that satisfy a “condition 1” that a position of the detected object is out of the field of view. The accumulated time shall be “dl”. The risk assessment unit 52 then adds the “condition 2” to “dl”. Conditions 2 includes that a position of an own vehicle is within an effective area EA of the detected traffic light O. The combination of these time periods (condition 1 and the condition 2) shall be “d”. If “d” is greater than the allowable time period “Td” provided by the acceptable time control unit 54, the risk assessment unit 52 will issue a command to the control value calculation unit 55 that a modification of the traveling plan shall be carried out.

[0064] More specifically, FIG. 4 shows the example that the vehicle surroundings observation unit 4, here being a camera, records a triangular area in front of the own vehicle 100. Based on the images taken by the camera, the target detection unit 3 detects the stop line S and the traffic light O. The target detection unit 3 then calculates the position of the stop line S and the traffic light O. Further, the color of the traffic light is detected, being green, yellow or red. With the information from the target detection unit 3 passed to the visibility planning unit 5, the visibility planning unit 5 or any other subunit of the vehicle traveling control apparatus 1 may calculate based on the traveling plan and the actual own vehicle motion that the own vehicle 100 will reach the stop line S within, e.g., 5 seconds. In the present example the visibility prediction unit 51 estimates the visibility of the detected traffic light O in the (near) future, e.g. for a time period from t_0 to t_n (as the future evaluation time period), wherein t_0 is at the actual position of the own vehicle 100, taking into account the actual traveling plan P and the field of view of the camera provided by the sensor configuration unit 56. Further, for example, if the vehicle traveling control apparatus 1 would set t_n=10.0 seconds and the traffic light O would be outside the field of view starting from the stop line S, it would be calculated that the traffic light is visible for the first five seconds of the future evaluation time period and that it is not visible for the remaining five seconds of the future evaluation time period. Thus, the “lost” or “invisible” time period of the traffic light would be between the time points of 5 and 10 seconds, during which the own vehicle, e.g., may have to wait at a red traffic light. After this estimation, the risk assessment unit 52 can calculate the risk. The assessment includes evaluating the time periods. In FIG. 4, during the period between 5 to 10 seconds, the position of the own vehicle 100 is always within the effective area EA of the traffic light O within which the color indication (green, yellow, and red) of the traffic light O is effective. Accordingly, “d” is identical to the lost time “dl”. For example, if the acceptable time is 2 seconds, the risk assessment unit 52 will judge that there is a risk. Therefore, the control value calculation unit 55 will issue a modification command/plan to the planning unit 2.

[0065] FIG. 4 shows the respective graph of the above example. The horizontal axis shows the time from t_0=0.0 and the vertical axis shows the own vehicle position. The solid curve shows the traveling route/plan P, the upper horizontal broken line shows the position of the stop line and the area below the upper horizontal broken line is the effective area of the traffic light O. The lower horizontal broken line shows the border of the visible area of the traffic light O and the area below shows the visible area.

[0066] After 5.0 seconds, the own vehicle 100 arrives at the area that is within the effective area but outside the visible area and it then stays for further 5.0 seconds within the “invisible” area, e.g., because it has to wait at the stop line S until the traffic light will turn “green”. Hence, “d” and “dl” are greater than 5.0 seconds for the above example which is greater than the allowable time.

[0067] In the above example, an exemplary measure which may be issued by the control value calculation unit 55 may include that the planning unit 2 makes the own vehicle 100 stop at the red traffic light O at the border of the visible area instead of at the stop line S so that the own vehicle 100 will keep the traffic light O within the field of view during the stop at the red traffic light O. Other possible measures may be to displace the route P laterally on the road or to reduce/increase the traveling speed so that the own vehicle does not have to wait at a red traffic light or at least for a time interval which is shorter than the allowed time. In an alternative preferred example, the control may also include an option to adapt the traveling plan as discussed above, and, in addition, move the vehicle surroundings observation unit(s) 4 or to modify its range/field of view, e.g, when waiting at the stop line of the traffic light so as to maintain the traffic light O in the field of view when standing at the stop line S.

[0068] Again turning to the example of FIG. 3, however under the assumption that the traffic light shows a green light and that the own vehicle 100 will pass the stop line after 3.0 seconds. The visibility prediction unit 51 will then estimate that the traffic light O will be visible during the first 3.0 seconds and, if t_n (the future evaluation time period) was set to 10.0 seconds again, the remaining 7 seconds the traffic light O will be invisible. Thus, the lost time period of the traffic light is from 3 to 10 seconds. After this estimation, the risk assessment unit 52 will calculate the risk. The risk assessment evaluates the time periods. During the period between 3.0 to 3.2 seconds, the location of the own vehicle 100 is within the effective area of the traffic light O. Hence, “d” is merely 0.2 seconds. If the acceptable time is 2 seconds, the risk assessment unit 52 will judge that the situation is safe. Therefore the control value calculation unit 55 will not issue a modification information to the planning unit 2.

[0069] FIG. 5 shows the above example by way of a graph. The horizontal axis shows the time from to=0.0 and the vertical axis shows the vehicle position. The solid line shows the driving plan P′, the upper horizontal broken line shows the position of the stop line and the area below is the effective area of the traffic light. The lower horizontal broken line shows the visibility boundary of the traffic light and the area below shows the visible area. After 3.0 seconds, the own vehicle 100 arrives at an invisible area which is between the effective area and the visible area. “d” is between 3.0 seconds to 3.2 seconds which is however smaller than the allowable time of 2.0 seconds so that the traveling plan will not be adapted.

[0070] FIGS. 6A-6C show further examples for a driving scenario in which the here claimed subject matter can be beneficially applied. FIG. 6A shows the initial situation in which the own vehicle 100 controlled, i.a., by the vehicle traveling control apparatus 1 approaches two other vehicles, which are indicated by “C1” and “C2” in FIG. 6A. The vehicle C1 travels on the left lane of the road and is directly in front of the own vehicle 100 which also travels on the lane of the road. The vehicle C2 is on the right lane of the road and activates the indicator light IA that indicates that the vehicle C2 intends to change to the left lane. Assuming that the vehicle C2 intends to change to the left lane after the own vehicle 100 has overtaken the vehicle C2, it will be a matter of improved safety that the own vehicle 100 (better: its vehicle surroundings observation unit(s) 4) will maintain the indicator light IA of the vehicle C2 in the field of view. The assumed actual traveling/driving plan P of the own vehicle 100 is also shown, at least in regard of the traveling route, by FIG. 6A. In the actual example the traveling route/plan P controls the own vehicle 100 to stay on the left lane and to follow the vehicle C1 on a straight line and to overtake vehicle C2 while reducing the distance to vehicle C1 if safely possible as schematically shown by FIG. 6B. However, the FIG. 6B shows that the indicator light IA will not be within the field of view of the vehicle surroundings observation unit 4 of the own vehicle 100 when it follows the actual traveling plan, as shown in FIG. 6B. Accordingly, when applying an effective area EA covering both lanes and both other vehicles C1 and C2, the visibility planning unit 5 and its subunits as described above will determine that the indicator light IA of the vehicle C2, which shall be overtaken by the own vehicle 100, will be outside the field of view starting from the position of the own vehicle 100 that is shown in FIG. 6B which is about a half of the effective area's length. If the risk assessment unit 52 will determine that it will take more than the allowable time to travel the second half of the effective area or that it is not allowed to have the indicator light IA, being the detected object in this example, outside the field of view for a distance that is about the half of the length of the effective area EA, the input to the control value calculation unit 55 will be issued to modify the traveling plan in order to avoid a risk. If the risk assessment unit 52 should have decided that the situation may be not safe enough, the control value calculation unit 55 determines parameters/commands or the like for the planning unit 2 to adapt/modify the actual traveling plan. One possible result of such a modification is shown by FIG. 6C which shows that the traveling plan maintains the route (traveling straight on the left lane), however, that the minimum distance to the preceding vehicle C1 is set to be larger while overtaking the vehicle C2 so that the detected object, the indicator light IA in this example, is kept in the field of view for an increased time, as schematically shown by FIG. 6C. Of course, other adaptions may be alternatively or additionally applied, such as increasing the speed of the own vehicle 100 (which may only be possible if the vehicle 01 is not present), reducing the speed of the own vehicle 100, further increasing the distance to the vehicle C1 so that the other vehicle C2 can change to the left lane ahead of the own vehicle 100, or the like.

[0071] Furthermore, if the vehicle C1 would not be present in the above described example, it would also be possible to set the effective area EA so that it ends at the position of the indicator light IA of the vehicle C2. In this case, the risk assessment unit 52 may decide that the actual traveling plan does not need to be adapted because the overtaking is nearly finished when the indicator light IA is out of the field of view of the own vehicle 100 and, thus, the allowable time may be greater than the time during which the indicator light is outside the field of view.

[0072] Summarizing, the described subject matter allows to take an automated decision based on objective criteria as to when a traveling plan shall be adapted when the target detection unit 3 of the vehicle traveling control apparatus 1 detects an object ahead of the own vehicle 100. Specifically, the control provides an effective means to maintain the detected object within the field of view during the traveling of the own vehicle 100 along a traveling plan/route. Different alternatives for taking the decision and for the configuration of the visibility planning unit 5 and/or the vehicle traveling control apparatus 1 were described above and may be combined and/or modified as far as it is within the expertise of the person skilled in the art.