CONTROL SYSTEM AND CONTROL METHOD FOR DETECTION AND REACTION OF A ZIPPER PROCESS FOR A MOTOR VEHICLE

Abstract

A control system (10) is suitable for use in one's own motor vehicle (12) and is configured and intended to use the environmental data provided to determine a position and a speed of a first motor vehicle (28) which is traveling directly ahead of one's own motor vehicle (12) in a first Lane (36), wherein one's own motor vehicle (12) is in the said lane (36). Furthermore, the control system is at least configured and intended to determine a position and a speed of a second motor vehicle (30) which is traveling in a lane (38) adjacent to the first lane (36) from the environmental data provided. Furthermore, the control system is configured and intended to detect from the environmental data provided whether there is a zipper situation. The control system is configured and intended to increase a target distance of one's own motor vehicle (12) to the first motor vehicle, if an amount of a relative speed of the second motor vehicle (30) relative to one's own motor vehicle (12) or relative to the first motor vehicle (28) is less than a predetermined first value, if the second motor vehicle (30) is located between one's own motor vehicle (12) and the first motor vehicle (28) in a longitudinal direction which extends along the adjacent lane (38), and if it was detected that the zipper situation applies.

Claims

1. A control system (10), which is configured and intended for use in one's own motor vehicle (12), based on environmental data obtained from at least one environmental sensor(s) (14, 16, 18) associated with the motor vehicle, to detect lanes, lane demarcations, lane markings, other motor vehicles and/or objects in an area (22, 24, 26) in front of, laterally next to, and/or behind one's own motor vehicle (12), wherein the at least one environment sensor is configured to provide an electronic controller of the control system (10) with environmental data reflecting the area in front of, laterally next to, and/or behind the motor vehicle (12), and wherein the control system (10) is configured and intended at least to determine, from the environmental data provided, a position and a speed of a first motor vehicle (28) which is traveling directly ahead of one's own motor vehicle (12) in a first lane (36), wherein one's own motor vehicle (12) is located in the first lane (36), to determine, from the environmental data provided, a position and a speed of a second motor vehicle (30), which is traveling in an adjacent lane (38) which is adjacent to the first lane (36), to detect, from the environmental data provided, whether a zipper situation exists, to increase a target distance of one's own motor vehicle (12) to the first motor vehicle (28), if an amount of a relative speed of the second motor vehicle (30) relative to one's own motor vehicle (12) or relative to the first motor vehicle (28) is less than a predetermined first value, if the second motor vehicle (30) is located between one's own motor vehicle (12) and the first motor vehicle (28) in a longitudinal direction which extends along the adjacent lane (38), and if it was detected that the zipper situation applies.

2. The control system (10) according to claim 1, which is further configured and intended to determine, from the environmental data provided, a position of a third motor vehicle (32) which is traveling directly ahead of the first motor vehicle (28) in the first lane (36), to determine, from the environmental data provided, a position and a speed of a fourth motor vehicle (34), which is traveling ahead of the second motor vehicle (30) in the adjacent lane (38), and/or traveled ahead a short time ago, to detect, from the environmental data provided, whether a traffic jam situation exists, to detect that the zipper situation exists if the fourth motor vehicle (34) merges from the adjacent lane (38) to the first lane (36) into a gap between the first motor vehicle (28) and the third motor vehicle (32) and if it was detected that the traffic jam situation exists.

3. The control system (10) according to claim 1, which is further configured and intended to determine, from the environmental data provided, a position of a third motor vehicle (32) which is traveling directly ahead of the first motor vehicle (28) in the first lane (36), to determine, from the environmental data provided, a position and a speed of a fourth motor vehicle (34), which is traveling ahead of the second motor vehicle (30) in the adjacent lane (38), to detect, from the environmental data provided, whether a traffic jam situation exists, to determine, from the environmental data provided, a lane change probability which indicates a probability that the fourth motor vehicle (34) will merge from the adjacent lane (38) to the first lane (36) into a gap between the first motor vehicle (28) and the third motor vehicle (32), to detect that the zipper situation exists if the lane change probability is greater than a predefined probability value and if it has been detected that the traffic jam situation exists.

4. The control system (10) according to claim 3, wherein the lane change probability is determined using at least one of the following factors: a speed and/or an acceleration of the fourth motor vehicle (34), a position in a lateral direction of the fourth motor vehicle (34) on the adjacent lane (38), wherein a lateral direction is perpendicular to the longitudinal direction, a distance between the first motor vehicle (28) and the third motor vehicle (32).

5. The control system (10) according to claim 2, which is further configured and intended to detect that the traffic jam situation exists if a difference between an average speed of motor vehicles in the first lane (36) and an average speed of motor vehicles in the adjacent lane (38) is less than a predetermined second value.

6. The control system (10) according to claim 2, which is further configured and intended to detect that the traffic jam situation exists if a number of motor vehicles which are in the adjacent lane (38) and which pass one's own motor vehicle (12) or are passed by one's own motor vehicle (12) is less than a predetermined third value in a predetermined time.

7. The control system (10) according to claim 1, which is further configured and intended to detect that the zipper situation exists if there is an obstacle in the adjacent lane (38) ahead in a direction of travel of one's own motor vehicle (12).

8. The control system (10) according to claim 1, wherein the target distance of one's own motor vehicle (12) from the first motor vehicle (28) is increased to a lesser extent if the second motor vehicle (30) is faster than one's own motor vehicle (12).

9. The control system (10) according to claim 1, wherein the target distance of one's own motor vehicle (12) from the first motor vehicle (28) is increased to a greater extent if the second motor vehicle (30) is slower than one's own motor vehicle (12).

10. The control system (10) according to claim 1, wherein the first value is proportional to a speed of one's own motor vehicle (12).

11. The control system (10) according to claim 1, wherein the zipper situation is a situation in which one of two lanes adjacent to each other, preferably the adjacent lane (38), ends at a position ahead in a traveling direction of one's own motor vehicle (12) and/or is no longer passable, wherein the two lanes are both configured and intended for traffic in the same direction, and wherein motor vehicles from the two lanes are to alternately merge into the continuing lane in such a manner that a motor vehicle that was originally in the one lane alternates with a motor vehicle that was originally in the other lane.

12. A control method which detects lanes, lane demarcations, lane markings, other motor vehicles and/or objects in an area in front of, laterally next to, and/or behind the motor vehicle (12) in a motor vehicle (12) based on environmental data obtained from at least one environmental sensor(s) (14, 16, 18) assigned to the motor vehicle (12), wherein the control method is carried out in particular by means of a control system (10) according to claim 1, and the wherein the control method comprises at least the following steps: determining, from the environmental data provided, a position and a speed of a first motor vehicle (28), wherein the first motor vehicle (28) travels directly ahead of one's own motor vehicle (12) in a first lane (36), wherein one's own motor vehicle (12) is in said first lane (36), determining, from the environment data provided, a position and a speed of a second motor vehicle (30), wherein the second motor vehicle (30) travels in an adjacent lane which is adjacent to the first lane (36), detecting, from the environmental data provided, whether a zipper situation exists, increasing a target distance of one's own motor vehicle (12) to the first motor vehicle (28) if an amount of a relative speed of the second motor vehicle (30) relative to one's own motor vehicle (12) or relative to the first motor vehicle (28) is less than a predetermined first value, if the second motor vehicle (30) is located between one's own motor vehicle (12) and the first motor vehicle (28) in a longitudinal direction which extends along the adjacent lane (38), and if it was detected that the zipper situation applies.

13. A motor vehicle comprising a control system according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0072] Other goals, features, advantages and application options can be derived from the following description of exemplary embodiments which are not to be understood as limiting, with reference to the associated drawings. All features described and/or shown individually or in any combination illustrate the subject matter disclosed herein. The dimensions and proportions of the components shown in the figures are not to scale. Components that are the same or have the same effect are provided with the same reference symbols.

[0073] FIG. 1 shows a schematic view of a motor vehicle according to exemplary embodiments, which has a control system and at least one environment sensor.

[0074] FIG. 2 shows a schematic view of an exemplary zipper situation.

[0075] FIG. 3 shows a schematic view of the architecture for making the decision to increase the target distance according to exemplary embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS

[0076] Aspects primarily related to the control system are described throughout the following disclosure. However, these aspects are of course also valid within the framework of the disclosed control method, which can be performed, for example, by a central control unit (ECU) of a motor vehicle. This can be done by carrying out suitable write and read access operations to a memory assigned to the motor vehicle. The control method can be implemented within the motor vehicle both in hardware and software or in a combination of hardware and software. This also includes digital signal processors, application-specific integrated circuits, field programmable gate arrays, and other suitable switching and arithmetic components.

[0077] FIG. 1 shows one's own motor vehicle 12, which includes a control system 10. The control system 10 is coupled to at least one environment sensor 14, 16, 18 located on one's own motor vehicle 12 to obtain environmental data from the at least one sensor 14, 16, 18. The control system 10 may include an electronic control unit (ECU; not shown in the figure). For example, the present control system 10, using the ECU and/or further electronic control systems, can at least be configured and intended to detect a zipper situation and to increase a target distance. For this purpose, the ECU receives, for example, signals from the environment sensors 14, 16, 18, processes these signals and the associated environmental data, and generates respective control and/or output signals.

[0078] Three environment sensors 14, 16, 18 are shown in FIG. 1, which sensors send respective signals to the control system 10 or the electronic control unit, ECU. In particular, at least one environment sensor 14 which is directed forward in the direction of travel of one's own motor vehicle 12 and detects a region 22 in front of one's own motor vehicle 12 is arranged on one's own motor vehicle 12. This at least one environment sensor 14 can, for example, be arranged in the area of a front bumper, a front lamp and/or a front grille of one's own motor vehicle 12. As a result, the environment sensor 14 detects an area 22 directly in front of one's own motor vehicle 12.

[0079] At least one additional or alternative environment sensor 16, also directed forward in the direction of travel of one's own motor vehicle 12, is shown in the area of a windshield of one's own motor vehicle 12. For example, this environment sensor 16 can be arranged between an inside rearview mirror of one's own motor vehicle 12 and its windshield. Such an environment sensor 16 detects an area 24 in front of one's own motor vehicle 12, wherein, depending on the shape of one's own motor vehicle 12, an area 24 directly in front of one's motor vehicle 12 cannot be detected due to the front section (or its geometry) of one's own motor vehicle 12.

[0080] Furthermore, at least one environment sensor 18 can be arranged on the side and/or at the rear of one's own motor vehicle 12. This optional environment sensor 18 detects an area 26, which is located to the side and/or behind one's own motor vehicle 12 in the direction of travel of one's own motor vehicle 12. For example, the data or signals from this at least one environment sensor 18 can be used to verify information detected by the other environment sensors 14, 16 and/or be used to determine a curvature of a lane in which one's own motor vehicle 12 is traveling.

[0081] The at least one environment sensor 14, 16, 18 can be implemented as desired and can be a front camera, a rear camera, a side camera, a radar sensor, a lidar sensor, an ultrasonic sensor, and/or include an inertial sensor. For example, the environment sensor 14 can be implemented in the form of a front camera, a radar, lidar, or ultrasonic sensor. A front camera is particularly suitable for the higher-mounted environment sensor 16, while the environment sensor 18 arranged in the rear of one's own motor vehicle 12 can be implemented in the form of a rear camera, a radar, lidar, or ultrasonic sensor.

[0082] The electronic control unit ECU processes the environmental data obtained from the environment sensor(s) 14, 16, 18 in one's own motor vehicle 12 to obtain information regarding the static environment (immovable environmental objects such as roadway boundaries, stationary obstacles) and the dynamic environment (moving environmental objects such as other motor vehicles or road users) of one's own motor vehicle 12.

[0083] In this way, the electronic control unit processes the environmental data obtained from the environment sensor(s) 14, 16, 18 on one's own motor vehicle 12 to detect a lane in which the motor vehicle 12 is driving, with a first and a second lateral lane demarcation in front of one's own motor vehicle 12. In addition, the electronic control unit ECU processes the environmental data obtained from the environment sensor(s) 14, 16, 18 on one's own motor vehicle 12 to detect a lane occupied by another object (which is adjacent to the lane traveled by (one's own) motor vehicle, which can also include other lanes) and their lateral lane demarcations in front of, laterally next to, and/or behind one's own motor vehicle 12. The other object can be one (or more) other motor vehicle(s) moving along the lane adjacent to the lane of one's own motor vehicle, or any other possible obstacle in the lane in front of this other motor vehicle.

[0084] For this purpose, the environment sensors 14, 16, 18 of the electronic control unit ECU provide environmental data reflecting the area in front of, laterally next to, and/or behind the motor vehicle. For this purpose, the control system 10 is connected to the at least one environment sensor 14, 16, 18 via at least one data channel or bus (shown in dashed lines in FIG. 1). The data channel or bus can be implemented using cables or wirelessly.

[0085] Alternatively or additionally, the control system 10 or its electronic control unit ECU can also receive data from one or more other assistance systems 20 or another controller 20 of the one's own motor vehicle 12, which indicate the lanes traveled by one's own motor vehicle 12, another motor vehicle, and other motor vehicles with their lateral lane demarcations, or can be derived therefrom. Thus, data and information already determined by other systems can be used by the control system 10.

[0086] The driver assistance system 20 or the electronic controller 20 can also be configured and intended to (semi-)autonomously control the motor vehicle. In this case, the control system 10 is configured and intended to output data to the driver assistance system 20 or the electronic controller 20 for autonomous driving. In particular, the control system 10 (or its ECU) can increase data, a target distance (to a motor vehicle traveling ahead) and output this information to the component 20. The data can also be transmitted by wire or wirelessly via a data channel or bus.

[0087] FIG. 2 shows a schematic view of an exemplary zipper situation in which the control system 10 controls one's own motor vehicle 12 in such a way that the target distance is increased. In addition to one's own motor vehicle 12, the first motor vehicle 28, the second motor vehicle 30, the third motor vehicle 32 and the fourth motor vehicle 24 can be seen. One's own motor vehicle 12, the first motor vehicle 28, and the third motor vehicle are in the first lane 36. The second motor vehicle is in the adjacent lane 38. The first lane 36 and the adjacent lane 38 are separated from one another by the lane marking 40. On the outside, the first lane 36 is delimited by the lane marking 42 and the second lane 38 by the lane marking 44. The fourth motor vehicle 34 is just changing from the adjacent lane 38 to the first lane 36 and is thereby crossing the lane marking 40. This is also indicated by the gray arrow at the fourth motor vehicle 34. The double arrow 46 indicates an (actual) distance between one's own motor vehicle 12 and the first motor vehicle 28. The lane marking 48 shows that the adjacent lane 38 can no longer be traveled.

[0088] The zipper method can also be detected based on FIG. 2. The motor vehicles line up in the continuing, first lane 36 in alternating order. The third motor vehicle 32, which was also previously traveling in the first lane 36, travels first. The fourth motor vehicle 34 then merges from the adjacent lane 38 into the first lane 36 and thus positions itself second. Then comes the first motor vehicle 28, which was already traveling in the first lane 36, and thus falls in line as third. Then comes the second motor vehicle 30, which is still traveling in the adjacent lane 38, but will soon merge between the first motor vehicle 28 and one's own motor vehicle 12 and thus falls in line as fourth. After that comes one's own motor vehicle, which was previously in its own lane 36 and falls in line as fifth. Thus, the motor vehicles line up in alternating order.

[0089] The control system 10 of one's own motor vehicle 12 can detect from the environmental data provided that the fourth motor vehicle 34 merges into a gap between the first motor vehicle 28 and the third motor vehicle 32. If there is also a traffic jam situation, the control system 10 detects that there is a zipper situation. The control system 10 may have previously analyzed whether a traffic jam situation exists. It can, for example, have measured over a specified time (e.g.: last 10 seconds/30 seconds/1 minute or the like) how many motor vehicles in the adjacent lane have passed one's own motor vehicle 12 or were passed by it. If this value is low, the control system 10 can detect that there is a traffic jam situation. Alternatively, the control system can also detect the existence of a traffic jam situation from the fact that the average speed of the adjacent lane is the same as or close to the average speed of the first lane.

[0090] The control system 10 may also detect that the gap between the first motor vehicle 28 and the third motor vehicle 32 is large enough for the fourth motor vehicle 34 to merge into. This fact can increase the probability (of detecting) a zipper situation.

[0091] The control system 10 can also detect that the distance between one's own motor vehicle 12 and the first motor vehicle 28 is not great enough for the second motor vehicle 30 to merge into it. The control system 10 also determines the relative speed of the second motor vehicle 30 relative to one's own motor vehicle 12 or to the first motor vehicle 28. The control system 10 can detect these factors from the environmental data provided and, in response, increase the target distance between one's own motor vehicle 12 and the first motor vehicle 28. The second motor vehicle is traveling close to the lane marker 40 and is likely to change lanes. This can also be detected and have an impact on decision-making.

[0092] In cases in which the environment sensors 14, 16, 18 of one's own motor vehicle 12 cannot directly (optically, linearly) detect the fourth motor vehicle 34, it is possible that the fourth motor vehicle 34 is detected by reflected beams (which are reflected, for example, under the first motor vehicle 28 on the ground). The reflected beams come from the fourth motor vehicle 34, are reflected on the ground (under the first motor vehicle 28) and are detected by a sensor of one's own motor vehicle. This is possible, for example, using the radar sensor. Likewise, the third motor vehicle 32 can be detected.

[0093] FIG. 3 schematically shows the architecture of the decision-making according to exemplary embodiments. The rectangles (square and rounded) and the ellipse indicate steps. The arrow leading away in each case points to a subsequent step that follows if all criteria that are “upstream” from an arrow are met (like a “yes” decision).

[0094] The rectangle S1 represents a query that checks whether a lane change of the fourth motor vehicle 34 was detected. Alternatively, S1 could also query whether a lane change probability of the fourth motor vehicle 34 is greater than a previously specified probability value. The rectangle S2 represents a query that checks whether the distance between the first and third motor vehicle 28, 32 is large enough for the fourth motor vehicle 34 to merge into it. If the conditions of rectangles S1 and S2 are met, the condition of rectangle S3 is queried. S3 checks whether the fourth motor vehicle 34 merges into the gap between the first and third motor vehicles.

[0095] Rectangle S4 represents a query that checks whether a traffic jam situation has been detected. This can be done, for example, by a calculated traffic jam probability and a threshold value. Other methods, some of which have already been described, are also possible. If the conditions of rectangles S3 (i.e., also S1 and S2) and S4 are met, the control system detects a zipper method/zipper situation according to the ellipse S5. S5 is shown as an ellipse because no other criterion (other than the “upstream” criteria) is checked. Either a value is calculated or set for the zipper situation, or the ellipse S5 is just a placeholder and the arrows coming into the ellipse S5 could point directly to the rectangle S8 (without the ellipse S5 existing).

[0096] Rectangle S6 represents a query that checks whether the second motor vehicle 30 is located in the lateral direction between one's own motor vehicle and the first motor vehicle 12, 28. The rectangle S7 represents a query that checks whether a relative speed of the second motor vehicle 30 relative to one's own motor vehicle 12 or to the first motor vehicle 28 is low. If all the prerequisites from S5, S6 and S7 (that is to say effectively S1 to S7) are met, the target distance is adapted, which is represented in the rectangle S8. Nothing is checked in this step (S8). This should be represented by the rounded corners of the rectangle S8.

[0097] It should be understood that the exemplary embodiments discussed above are not exhaustive and do not limit the subject matter disclosed herein. In particular, it is obvious to a person skilled in the art that he or she can combine the features of the various embodiments with one another and/or may omit various features of the embodiments without departing from the subject matter disclosed herein.