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DE-102024210767-A1 - Method for influencing a motor vehicle, computer program and computer program product

DE102024210767A1DE 102024210767 A1DE102024210767 A1DE 102024210767A1DE-102024210767-A1

Abstract

The invention relates to a method, in particular a computer-implemented method, for influencing at least one movement of a motor vehicle (10) and/or for providing driver information, in which at least one nominal autonomous driving trajectory (12) is determined. It is proposed that at least with the help of the nominal autonomous driving trajectory (12) it is determined (14) whether at least one enhanced driver assistance system function takes over or maintains at least partial control over at least one movement of the motor vehicle (10) at least temporarily (16) and/or triggers at least one driver information.

Inventors

  • Fabian Becker

Assignees

  • AUMOVIO AUTONOMOUS MOBILITY GERMANY GMBH

Dates

Publication Date
20260513
Application Date
20241108

Claims (14)

  1. Method, in particular a computer-implemented method, for influencing at least one movement of a motor vehicle (10) and/or for providing driver information, in which at least one nominal autonomous driving trajectory (12) is determined, characterized in that at least with the help of the nominal autonomous driving trajectory (12) it is determined (14) whether at least one extended driver assistance system function takes over or maintains at least partial control over the at least one movement of the motor vehicle (10) at least temporarily (16) and/or triggers at least one driver information.
  2. Procedure according to Claim 1 , characterized in that at least one driving maneuver goal is determined from at least one driver intervention and/or from a driving destination and the nominal autonomous driving trajectory (12) is determined at least from the at least one driving maneuver goal.
  3. Procedures according to at least one of the Claims 1 or 2 , characterized in that from a set of trajectories which has at least the nominal autonomous driving trajectory (12), a trajectory is selected by determining the trajectory of the set of trajectories which has the highest driving comfort for occupants of the motor vehicle (10) without disregarding driving safety for occupants of the motor vehicle or other road users as well as applicable traffic rules.
  4. Method according to at least one of the preceding claims, characterized in that the nominal autonomous driving trajectory (12) or a stopping trajectory is completely or partially transferred to a motion controller of the at least one extended driver assistance system function as a setpoint for at least partial motion control of the motor vehicle.
  5. Method according to at least one of the preceding claims, characterized in that it is determined, at least by means of the nominal autonomous driving trajectory (12) or the stopping trajectory, whether a warning is issued to a driver of the motor vehicle (10).
  6. Method according to at least one of the preceding claims, characterized in that at least by means of a distance of the nominal autonomous driving trajectory (18) from a boundary (20) of a lane (22) and/or a roadway on which the motor vehicle (10) is moving, a decision is made as to whether a lane departure or roadway exit warning is issued to the driver and/or lateral control of the motor vehicle is at least partially transferred to a lane keeping assistant.
  7. Method according to at least one of the preceding claims, characterized in that at least by means of at least one parameter of the nominal autonomous driving trajectory (24) and/or a parameter of a stopping trajectory (26) it is decided whether at least a warning is issued to a driver and/or whether longitudinal control over the at least one movement of the motor vehicle is at least partially transferred to an emergency braking assistant.
  8. Method according to at least one of the preceding claims, characterized in that at least by means of at least one characteristic parameter of the nominal autonomous driving trajectory (24) it is decided whether lateral control over the at least one movement of the motor vehicle is at least partially transferred to an emergency steering assistant.
  9. Method according to at least one of the preceding claims, characterized in that at least one stopping trajectory is planned as a safety reserve, taking into account every collision-relevant object in a current driving corridor. is assumed to be based solely on longitudinal control over the motor vehicle.
  10. Control device (28) which is configured to perform at least one method according to at least one of the preceding claims.
  11. Control device (28) according to Claim 10 , characterized in that a part of a computer program of the control device offers at least one possibility for changing an application of at least one function.
  12. Computer program which, when executed on a control device, performs at least one method according to at least one of the Claims 1 until 9 executes.
  13. Computer program according to Claim 12 , where a part of the computer program that selects driving maneuver targets offers a possibility for function-specific suppression or addition of certain traffic information and/or road information.
  14. Computer program product which, when executed on a control device, at least one method according to at least one of the Claims 1 until 9 executes.

Description

The invention relates to a method for influencing a motor vehicle, a computer program and a computer program product. In a fully automated driving function, which can also be used in driverless vehicles, for example, little or no intervention by a driver is to be expected. In SAE Level 2 (Society of Automotive Engineers) partially automated driving systems, the driver must remain in constant control of the vehicle, monitor traffic, and be liable for traffic violations and damages. Nevertheless, SAE Level 2 partially automated driving systems provide extensive driver assistance under defined conditions; the vehicle can maintain or change lanes, brake, and accelerate autonomously within the designated operating range. In partially automated systems, driver intervention is to be expected compared to fully automated driving functions, as the driver retains full responsibility and must be ready to take over at any time should the system's limits be reached. Assistive and automated vehicle functions require maneuver and trajectory planning to guide the vehicle safely, comfortably, and in a way that is comprehensible for the driver, passengers, and other road users through a wide variety of driving situations. This typically involves using information about the immediate vehicle environment and its predicted changes (e.g., road users, lane markings, traffic signs) to make a maneuver decision to achieve a long-term mission goal, taking into account applicable traffic rules and other regulations (e.g., from ordinances, standards, and regulations). While predefined route planning primarily determines the mission goal for automated driving functions, driver interactions play a crucial role in driver assistance systems and can significantly influence the future movement of the vehicle and, indirectly, other road users. Following the mostly function-specific maneuver decision, the precise maneuver sequence or the intended time-dependent movement path of the vehicle is determined by a trajectory planner. Analytical or numerical optimization methods are commonly used for this purpose. The determined trajectory is then provided to a controller as a reference variable for executing the vehicle movement. In a known method for determining a suitable movement path for a motor vehicle, various SAE Level 0 and SAE Level 2 driver assistance systems, such as emergency braking assist, adaptive cruise control, and lane keeping assist, independently analyze the traffic situation/environmental conditions of a motor vehicle and, if they deem intervention in at least one movement of the motor vehicle desirable, submit a maneuver request to a trajectory planner. For each maneuver request, the planner determines an optimal trajectory and arbitrates these based on predefined criteria (e.g., maximum deceleration) to select a trajectory that the motor vehicle will follow. Unlike autonomous driving functions, driver interaction plays a crucial role in assisted driving, influencing maneuver decisions and thus the scope and design of the support provided by these functions. In this mode, a driver can significantly influence the movement of their own vehicle and, indirectly, the future movement of other road users. Conversely, this means that calculating the assistance functions typically requires multiple trajectories for different interventions by the driver and/or other road users to be calculated in advance. Furthermore, a computer-implemented method for influencing a motor vehicle is known, in which maneuver decisions and target trajectories are specifically determined for bidirectional vehicle control (without driver intervention). By guiding the vehicle along these trajectories (e.g., by controlling the steering, drive, and brakes), the driver can be relieved of their driving task (at least temporarily). The target trajectories are nominal autonomous driving trajectories. The object of the invention is, in particular, to make methods for influencing a motor vehicle efficiently available. This object is achieved according to the invention by the features of claim 1, claim 9, claim 10, and claim 11, while advantageous embodiments and further developments of the invention can be found in the dependent claims. The invention relates to a method, in particular a computer-implemented method, for influencing at least one movement of a motor vehicle and/or for providing driver information. mation, in which at least one nominal autonomous driving trajectory is determined. It is proposed that, at least with the aid of the nominal autonomous driving trajectory, it should be determined whether at least one advanced driver assistance system function assumes or maintains at least partial, at least temporary, control over at least one movement of the motor vehicle and/or triggers at least driver information. A "nominal autonomous driving trajectory" is understood to mean, in particular, a trajectory that specifies how a vehicle is to be guided to a maneu