METHOD AND DEVICE FOR OPERATING A FIRST VEHICLE OPERATED IN AN AT LEAST SEMIAUTOMATED MANNER

Abstract

A method for operating a first vehicle operated in an at least semiautomated manner. Surrounding-area information and operating data of the first vehicle operated in an at least semiautomated manner are initially acquired. At least one second vehicle traveling ahead in the direction of travel of the first vehicle is detected as a function of the acquired surrounding-area information. At least one collision-free evasive trajectory of the first vehicle is calculated in response to a predicted collision of the second vehicle, as a function of the acquired surrounding-area information and the acquired operating data of the first vehicle. A distance from the first vehicle to the second vehicle is adjusted in such a manner that at least one collision-free evasive trajectory is available. A processing unit and a first vehicle including the processing unit are also described.

Claims

1-13. (canceled)

14. A method for operating a first vehicle operated in an at least semiautomated manner, the method comprising the following method steps: acquiring surrounding-area information of the first vehicle operated in an at least semiautomated manner; and acquiring operating data of the first vehicle; detecting at least one second vehicle traveling ahead in a direction of travel of the first vehicle, as a function of the acquired surrounding-area information; calculating at least one collision-free evasive trajectory of the first vehicle in response to a predicted collision of the second vehicle, as a function of the acquired surrounding-area information and the acquired operating data of the first vehicle; and adjusting a distance from the first vehicle to the second vehicle in such a manner, that the at least one collision-free evasive trajectory is available for the first vehicle.

15. The method as recited in claim 14, wherein the at least one evasive trajectory is calculated as a function of an ascertained risk of collision of the second vehicle with further road users.

16. The method as recited in claim 15, wherein the at least one evasive trajectory is calculated as a function of a comparison of the ascertained collision risk of the second vehicle with a threshold value.

17. The method as recited in claim 14, wherein the first vehicle is located in a first traffic lane of an at least two-lane roadway, and the at least one evasive trajectory is calculated as a function of an ascertained relative position of the first vehicle with respect to at least one further vehicle in at least one second traffic lane of the at least two-lane roadway.

18. The method as recited in claim 17, wherein the second traffic lane is a hard shoulder.

19. The method as recited in claim 17, wherein the distance from the first vehicle to the second vehicle is adjusted in such a manner that the first vehicle is enabled to make a lane change to a second traffic lane adjacent to a first traffic lane of the first vehicle, as an available, collision-free evasive trajectory.

20. The method as recited in claim 14, wherein the distance from the first vehicle to the second vehicle is adjusted in such a manner that at least two evasive trajectories are available for the first vehicle.

21. The method as recited in claim 14, wherein as a function of an actual collision of the second vehicle, the first vehicle is steered automatically onto the at least one available evasive trajectory, and/or the at least one available evasive trajectory is indicated to the driver of the first vehicle.

22. The method as recited in claim 21, wherein at least two evasive trajectories are available for the first vehicle, and as a function of an ascertained ride comfort of each of the at least two available evasive trajectories, the first vehicle is steered onto the at least one of the at least two evasive trajectories, and/or the at least one of the at least two evasive trajectories is indicated to the driver of the first vehicle.

23. The method as recited in claim 14, wherein the at least one available, collision-free evasive trajectory corresponds to a braking of the first vehicle, including a change of direction.

24. A processing unit configured to operate a first vehicle operated in an at least semiautomated manner, the processing unit configured to: receive acquired surrounding-area information of the first vehicle operated in an at least semiautomated manner; receive acquired operating data of the first vehicle; and detect at least one second vehicle traveling ahead in a direction of travel of the first vehicle, as a function of the acquired surrounding-area information; calculate at least one collision-free evasive trajectory of the first vehicle, in response to a predicted collision of the second vehicle, as a function of the acquired surrounding-area information and the acquired operating data of the first vehicle; and generate at least one control signal for a longitudinal drive unit of the first vehicle, so that a distance from the first vehicle to the second vehicle is adjusted in such a manner that the at least one collision-free evasive trajectory is available for the first vehicle.

25. The processing unit as recited in claim 24, wherein the processing unit is configured to ascertain a risk of collision of the second vehicle with other road users, and to calculate the at least one evasive trajectory as a function of the ascertained collision risk.

26. A first vehicle operated in an at least semiautomated manner, comprising: a processing unit; at least one surround sensor configured to acquire surrounding-area information of the first vehicle; at least one further sensor configured to acquire operating data of the first vehicle; and a longitudinal drive unit; wherein the processing unit is configured to detect at least one second vehicle traveling ahead in a direction of travel of the first vehicle, as a function of the surrounding-area information acquired by the at least one surround sensor, to calculate at least one collision-free evasive trajectory of the first vehicle in response to a predicted collision of the second vehicle, as a function of the surrounding-area information acquired by the at least one surround sensor and as a function of the operating data of the first vehicle acquired by the at least one further sensor, and to generate at least one control signal for a longitudinal drive unit of the first vehicle so that as a function of the generated control signal, the longitudinal drive unit adjusts a distance from the first vehicle to the second vehicle in such a manner, that the at least one collision-free evasive trajectory is available for the first vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG. 1 shows a variant of the processing unit of the present invention schematically, in accordance with an example embodiment.

[0016] FIG. 2 shows a variant of the method of the present invention for operating a first vehicle operated in an at least semiautomated manner, in accordance with an example embodiment.

[0017] FIG. 3a shows an example of a situation at a first time, at which the first vehicle operated in a semiautomated manner is provided a lane change as an evasive trajectory, in accordance with the present invention.

[0018] FIG. 3b shows an example of a situation at a second time, at which the first vehicle operated in a semiautomated manner is provided a lane change as an evasive trajectory, in accordance with the present invention.

[0019] FIG. 4 shows an example of a situation, in which a second vehicle traveling ahead actually has an accident, in accordance with the present invention.

[0020] FIGS. 5a through 5c show different options for calculating collision-free evasive trajectories, in accordance with the present invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0021] FIG. 1 shows a processing unit 20 schematically, which is configured to receive surrounding-area information of the first vehicle, which is not shown here and is operated in an at least semiautomated manner; the surrounding-area information being received from at least one surround sensor 10. Alternatively, and/or in addition, the surrounding-area information, such as the positions of further vehicles in the surroundings of the vehicle relative to the first vehicle, may be received from processing unit 20 via a car-to-car communications link 30. For example, a collision-risk map may also be received from an external server. In addition, processing unit 20 is used for receiving operating data acquired by at least one further sensor 40 of the first vehicle. Processing unit 20 detects at least one second vehicle traveling ahead in the direction of travel of the first vehicle, as a function of the acquired surrounding-area information. In response to a predicted accident of the second vehicle, processing unit 20 is additionally used for calculating at least one collision-free evasive trajectory of the first vehicle as a function of the acquired surrounding-area information and the acquired operating data of the first vehicle. In addition, processing unit 20 is configured to generate at least one control signal for a longitudinal drive unit 50 of the first vehicle, so that a distance from the first vehicle to the second vehicle is adjusted in such a manner, that at least one collision-free evasive trajectory is available.

[0022] As an option, processing unit 20 is further configured to ascertain a risk of collision of the second vehicle, in particular, with other road users, and to calculate the at least one evasive trajectory as a function of the ascertained collision risk.

[0023] FIG. 2 shows, in the form of a flow chart, a variant of the method for operating a first vehicle operated in an at least semiautomated manner, in accordance with the present invention. In this connection, in a first method step 100, surrounding-area information of the first vehicle operated in an at least semiautomated manner is initially acquired. In a following method step 110, operating data of the first vehicle are acquired. After that, in method step 120, it is checked if at least one second vehicle traveling ahead in the direction of travel of the first vehicle may be detected as a function of the acquired surrounding-area information. In this case, if it is determined that no second vehicle can be detected, then the method is ended or, as an alternative, started from the beginning. However, if at least one second vehicle is detected in method step 120 then, in a following method step 150, at least one collision-free evasive trajectory of the first vehicle is calculated in response to a predicted collision of the second vehicle. In this connection, the acquired surrounding-area information and the acquired operating data of the first vehicle are taken into account. For example, the current speed may be considered as operating data of the first vehicle. The faster the vehicle currently travels, then, also, the longer the braking distance is as an evasive trajectory of the first vehicle. For example, positions of further vehicles relative to the first vehicle may also be considered as acquired surrounding-area information. For example, if the first vehicle is currently located on an at least two-lane roadway and, in this case, a free space is detected between vehicles in an adjacent lane, then the collision-free evasive trajectory may be a lane change of the first vehicle. For example, an instance of braking, during which steering is carried out and the first vehicle consequently executes a change of direction, may also be provided as a collision-free evasive trajectory. In a following method step 160, the distance from the first vehicle to the second vehicle is adjusted in such a manner, that at least one collision-free evasive trajectory is available. After that, the method is ended. In connection with the above-described lane change, the distance from the first vehicle to the second vehicle may be adjusted, for example, in such a manner, that the first vehicle is allowed to make a lane change to a second traffic lane adjacent to a first traffic lane of the first vehicle, as an available evasive trajectory.

[0024] In an optional method step 130, the current collision risk of the at least one second vehicle is ascertained. In this connection, for example, the operating behavior of the second vehicle may be taken into account. For example, if the second vehicle is currently traveling too fast, then its risk of collision increases. In particular, the risk of collision of the second vehicle with further road users is ascertained. In this case, for example, how close the second vehicle is driving up on further second vehicles, which are located in front of the second vehicle in the direction of travel, may be taken into account. Driving up too closely may increase the risk of a rear-end collision. In the following method step 150, the ascertained collision risk is taken into account in the calculation of the at least one collision-free evasive trajectory.

[0025] In a further, optional method step 140, the ascertained collision risk is compared to a threshold value. If the ascertained collision risk is less than the threshold value, then the method is ended or, alternatively, started from the beginning. However, if the ascertained collision risk is greater than the threshold value, then the method is continued at method step 150.

[0026] In an optional method step 170 following method step 160, the distance from the first vehicle to the second vehicle is adjusted in such a manner, that at least two evasive trajectories are available.

[0027] In a further, optional method step 180, it is checked, as a function of the acquired surrounding-area information of the first vehicle, if the at least one second vehicle is actually involved in an accident and/or is experiencing increased deceleration. In this case, increased deceleration does not mean normal full brake application, but additional braking, which is executed by additional auxiliary devices, such as a brake parachute. In this case, if no collision is detected, then the method continues with method step 160. However, if a collision is detected, then, in method step 185, the first vehicle is steered automatically onto the at least one available evasive trajectory, and/or the at least one available evasive trajectory is indicated to the driver of the first vehicle.

[0028] In a further, optional method step 190, it is checked if at least two collision-free evasive trajectories are available. In this case, if no further, available evasive trajectory is ascertained, then the method is ended. However, if at least two evasive trajectories are ascertained, then, in a following method step 200, the evasive trajectory, which has the highest level of ride comfort, is selected. Criteria, which may be considered for this, include, for example, the condition of the ground of the trajectory and/or whether continued travel on the evasive trajectory is permitted. In addition, or as an alternative, the transverse acceleration resulting for the driver of the first vehicle on the evasive trajectory is also taken into account. In this connection, a change of direction at the same value of acceleration is perceived as more uncomfortable than a straight-line evasive trajectory. Alternatively or additionally, the maximum acceleration produced on the evasive trajectory is taken into account. In this case, the evasive trajectory having the lowest maximum acceleration is preferred. In a method step 220 following method step 200, the first vehicle is steered onto the at least one selected evasive trajectory of the at least two evasive trajectories, and/or it is indicated to the driver of the first vehicle.

[0029] FIG. 3a shows a schematic top view of a two-lane roadway 250 having a first traffic lane 240a and a second traffic lane 240b. A first vehicle 200a operated in an at least semiautomated manner is traveling in first traffic lane 240a in direction of travel 225. In addition to processing unit 20, first vehicle 200a includes a surround sensor 10 and a further sensor 40. Surround sensor 10 is used for acquiring surrounding-area information of first vehicle 200a, and further sensor 40 acquires operating data of first vehicle 200a. Processing unit 20 receives the surrounding-area information and operating data of the first vehicle and detects a plurality of second vehicles 210a, 210b and 210c traveling in front of first vehicle 200a, as a function of the surrounding-area information. Next, processing unit 20 calculates collision-free evasive trajectories in response to a predicted collision of a second vehicle 210a, 210c and 210d. A lane change 230 into a free space 260a in adjacent traffic lane 240b is currently calculated as a possible evasive trajectory 230. Processing unit 20 now generates at least one control signal for the longitudinal drive unit, not shown here, of first vehicle 200a, so that a distance 215a from first vehicle 200a to second vehicle 210a traveling ahead is adjusted in such a manner, that at least one collision-free evasive trajectory 230 is always available. In this situation shown, first vehicle 200a moves in parallel with adjacent vehicles 211 and 220, in order to continually have the option of being able to avoid an actual collision of second vehicle 210a by changing lanes.

[0030] FIG. 3b shows the previous situation at a later, second time. Since a free space 260b between vehicles 210c and 211 in adjacent traffic lane 240b was produced up ahead in direction of travel 225, first vehicle 200a has, in the meantime, decreased the distance 215b to the second vehicle 210a traveling ahead. In FIG. 3b, distance 215b between first vehicle 200a and second vehicle 210a is a specific, safe distance, below which the distance may not fall. This safe distance 215b is used so that an adequate braking distance is available to first vehicle 200a in the event of full braking of second vehicle 210.

[0031] FIG. 4 shows a situation, in which the second vehicle 210a traveling ahead is actually running into a further, second vehicle 210b and, thus, inducing a rear-end collision. As a result, straight-line braking distance 235 for first vehicle 200a is too short, in order to come to a stop in front of second vehicle 210a. In this case, processing unit 20 of first vehicle 200a calculates a lane change into free space 260c between vehicles 210d and 220 as a collision-free evasive trajectory 221. The following lane change is executed automatically, and/or collision-free evasive trajectory 221 is indicated to the driver of first vehicle 200a on a display unit 25. Hatched region 255 represents the region ascertained by processing unit 20, which, when traveled on, would lead to a collision with the second vehicle or other objects.

[0032] FIG. 5a shows an option for calculating a collision-free evasive trajectory exactly. In this connection, the depicted points 201 denote ascertained end points of calculated, collision-free evasive trajectories, which may be arrived at by steering and/or braking. However, the depicted crosses 202 denote ascertained end points of trajectories, which, when traveled on, would result in collisions with second vehicle 210a or further objects in the surrounding area of first vehicle 200b. The decision as to which end point of a collision-free evasive trajectory would be selected in response to an actual collision of second vehicle 210a, may be made, for example, as a function of the ascertained ride comfort of the respective evasive trajectory.

[0033] In comparison with the representation in FIG. 5a, FIGS. 5b and 5c show options for calculating collision-free evasive trajectories, which are less computationally intensive. In this case, not the end points of the collision-free evasive trajectories, but only surfaces 203a and 203b are determined, which may be reached by traveling on a collision-free evasive trajectory. In this connection, in FIG. 5b, only straight lines are used, in order to indicate collision-free surfaces 203a and 203b and non-collision-free surfaces 204a, 204b and 204c. For the sake of simplicity, simple geometric shapes are also used in FIG. 5c, in that the first vehicle is denoted by a rectangle 204c as a non-collision-free surface.

[0034] In FIG. 5b, the collision-free regions are calculated in a particularly resource-conserving manner, since a polar coordinate system is used. The surround sensors measure the other road users in polar coordinates, so that the angle and/or visual range 204a surrounding vehicle 210a may be ascertained in a simple manner. In this case, the region, in which second vehicle 210a is located, is assumed to be impassable. Regions outside of the roadway are also indicated as impassable.

[0035] A further option for calculating the evasive trajectories is shown in FIG. 5c. In this context, region 204c, in which second vehicle 210a is located, is assumed to be impassable. An advantage of this is that only the lane and the distance of second vehicle 210a have to be known, in order to calculate the possible evasive trajectories. The regions in front of the second vehicle may be handled differently: The region may be assumed to be free or occupied or have a border in the middle. For example, a solid angle may be assumed, e.g., 45°, which first vehicle 240b may reach at the end of the relevant region by steering and braking, and which delimits the range of evasive trajectories from the second vehicle. In this context, it is advantageous that the calculating is particularly simple, since rectangular regions, which run parallelly to the roadway, are often used, which means that resources may be conserved.

[0036] In FIGS. 5a through 5c, the regions, into which the first vehicle would fit, if the second vehicle is involved in a rear-end collision and decelerates sharply, may be checked. In this case, because of the simplified calculation of the evasive trajectories, the methods, as shown in FIGS. 5b and 5c, provide a further increase in safety.