DE102018107508A1 - Real-time lane change indicator - Google Patents

Abstract

A computing device in a vehicle may be programmed to display a predicted route based on a scheduled lane change maneuver and execute the lane change maneuver. While the lane change maneuver is being executed, the computing device may update the predicted route display based on the lane change maneuver.

Description

GENERAL PRIOR ART

Vehicles may be equipped to operate in both an autonomous and occupant-controlled mode. Vehicles may be equipped with computing devices, networks, sensors and controls to obtain information about the environment of the vehicle and to control the vehicle based on the information. Further, a computing device may be provided with computing devices, networks, sensors and controls to obtain information about the occupants of the vehicle and to control the vehicle based on the information. Autonomous mode vehicles can provide occupants with the ability to move around their seat, interact with others, retire seats to sleep, or watch video screens while keeping track of the road surface.

list of figures

• 1 is a block diagram of an example vehicle.
• 2 is a representation of an exemplary traffic scene.
• 3 is a representation of an exemplary traffic scene.
• 4 is a representation of two exemplary traffic scenes.
• 5 is a representation of an exemplary traffic scene.
• 6 is a representation of an exemplary traffic scene.
• 7 FIG. 12 is an illustration of an exemplary vehicle interior with a prompt indication. FIG.
• 8th FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 9 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 10 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 11 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 12 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 13 FIG. 10 is an illustration of an example vehicle prompt display. FIG.
• 14 is an illustration of an exemplary haptic output.
• 15 is a representation of exemplary traffic density and blind spot signal diagrams.
• 16 is a representation of an exemplary traction circuit.
• 17 is an illustration of a vehicle interior with a prompt front display.
• 18 FIG. 10 is a flowchart of an exemplary method of providing haptic output.
• 19 FIG. 10 is a flowchart of an exemplary method of providing haptic output.

DETAILED DESCRIPTION

Vehicles may be equipped to operate in both an autonomous and occupant-controlled mode. By a semi-autonomous or fully autonomous mode is meant an operating mode in which a vehicle can be controlled by a computing device as part of a vehicle information system with sensors and controls. The vehicle may be occupied or unoccupied, but in both cases the vehicle may be controlled without the assistance of an occupant. In the context of this disclosure, an autonomous mode is defined as a mode in which both vehicle propulsion (eg, via a powertrain including an internal combustion engine and / or an electric motor), braking, and steering are controlled by one or more vehicle computers; In a semi-autonomous mode, the vehicle computer (s) control one or two of the vehicle drive, brakes, and steering.

Vehicles may be equipped with computing devices, networks, sensors, and controls to control the vehicle and maps of surrounding real, ie, physical, world, including features such as roads. Based on the localization and identification of traffic signs in the surrounding real world, vehicles can be controlled and maps can be determined. By steering is meant steering the movement of a vehicle to move the vehicle along a lane or other portion of a path.

Here, a method is disclosed that includes displaying a predicted route based on a planned lane change maneuver, executing the lane change maneuver, and, while the lane change maneuver is being executed, updating the predicted route display based on the lane change maneuver. Displaying the predicted route based on the lane change maneuver may include displaying a predicted position of a vehicle at an end of the lane change maneuver, wherein updating the display of the predicted route may include updating the predicted position of the vehicle at the end of the maneuver based on the lane change maneuver and updating the vehicle Display of the predicted path may include updating a safe driving range.

Updating the predicted way display is based on an input via a steering wheel by an occupant. Determining the lane change maneuver may include fitting a vehicle trajectory to the vehicle traffic on the adjacent lane, wherein adjusting the vehicle trajectory to the vehicle traffic on the adjacent lane may include adjusting one or more of the vehicle position, vehicle speed and vehicle direction to vehicle traffic on the adjacent lane and adjusting the vehicle trajectory to the vehicle traffic on the adjacent lane may include determining vehicle position, vehicle speed and vehicle direction for one or more vehicles in vehicle traffic on the adjacent lane. Executing the lane change maneuver may include controlling a vehicle after determining the intention of the occupant based on an input via a steering wheel by an occupant, wherein determining the intention of the occupant may include determining a direction and a time, and determining updating the lane change maneuver a virtual steerable path polynomial. The virtual steerable path polynomial may be based on Bezier curves, the virtual steerable path polynomial may be determined based on lateral acceleration constraints, and the predicted way display may be updated multiple times while the lane change maneuver is being performed.

Further disclosed is a computer readable medium having program instructions stored therein for carrying out some or all of the above method steps. Further disclosed is a computer programmed to perform some or all of the above method steps and including a computing device programmed to display a predicted route based on a scheduled lane change maneuver, perform lane change maneuvers, and display while the lane change maneuver is being performed of the predicted route based on the lane change maneuver. The computer may be further programmed to display the predicted route based on the lane change maneuver including displaying a predicted position of a vehicle at an end of the lane change maneuver, wherein updating the predicted route display updates the predicted position of the vehicle at the end of the maneuver based on the lane change maneuver, and wherein updating the predicted route may include updating a safe driving area.

The computer may be further programmed to update the predicted path indication based on input via a steering wheel by an occupant, wherein determining the lane change maneuver may include adjusting a vehicle trajectory to vehicle traffic on the adjacent lane, wherein adjusting the vehicle trajectory adapting one or more of vehicle position, vehicle speed and vehicle direction to vehicle traffic on the adjacent lane, and wherein adjusting the vehicle trajectory to vehicle traffic on the adjacent lane determine vehicle position, vehicle speed and vehicle direction for one or more Vehicles in vehicle traffic on the adjacent lane includes. The computer may be further programmed to execute the lane change maneuver, including controlling a vehicle after an occupant's intent has been determined based on an input via a steering wheel by an occupant, wherein satisfying criteria for assisting the occupant determine a direction and a time includes.

1 is a diagram of a vehicle information system 100 that a vehicle 110 which may be operated autonomously ("autonomous" in this disclosure "fully autonomous") and occupant controlled (also referred to as non-autonomous) mode according to disclosed implementations. The vehicle 110 also includes one or more computing devices 115 for performing calculations to control the vehicle 110 during the autonomous operation. The computing devices 115 can provide information regarding the operation of the vehicle from the sensors 116 receive.

The computing device 115 includes a processor and memory as known. Further, the memory includes one or more types of computer-readable media and stores instructions that may be executed by the processor to perform various operations, including those disclosed herein. For example, the computing device 115 Programming to include one or more of vehicle braking, driving (eg, controlling acceleration in vehicle 110 by controlling one or more of an internal combustion engine, electric motor, hybrid engine, etc.), steering, climate control, interior and / or exterior lights etc., and to determine if and when the computing device 115 is to control such operations unlike a human driver.

The computing device 115 can more than one computing device, eg. As controls or the like, in the vehicle 110 for monitoring and / or controlling various vehicle components, e.g. B. a powertrain control 112 , a brake control 113 , a steering control 114 etc. are included, involve or communicatively linked thereto, e.g. Via a vehicle communication bus, which is further described below. The computing device 115 is generally arranged for communication on a vehicle communication network, such as a bus in the vehicle 110 such as a Controller Area Network (CAN) or the like; the network of the vehicle 110 may include wired or wireless communication mechanisms such as the known, e.g. Ethernet or other communication protocols.

About the vehicle network, the computing device 115 Transmit messages to various devices in the vehicle and / or messages from the various devices, eg. As controllers, actuators, sensors, etc., including the sensors 116 received. Alternatively or additionally, in cases where the computing device 115 actually includes multiple devices, the vehicle communications network may be used for communications between devices referred to in this disclosure as the computing device 115 are shown. Further, as mentioned below, various controllers or sensor elements of the computing device 115 provide data via the vehicle communication network.

In addition, the computing device 115 for communicating through a vehicle-to-infrastructure (FI) interface 111 with a remote server computer 120 , z. A cloud server over a network 130 be configured, as described below, various wired and / or wireless network technologies, such. B. Mobile, Bluetooth® and wired and / or wireless packet networks can use. The computing device 115 may be configured to communicate with other vehicles 110 via FI interface 111 via vehicle-vehicle (FF) networks that are ad hoc between vehicles 110 be formed in the vicinity or formed via infrastructure-based networks. The computing device 115 also includes non-volatile memory, as is known. The computing device 115 may log information by forwarding the information for later retrieval and transmission over the vehicle communication network and a vehicle infrastructure (FI) interface 111 to a server computer 120 or a mobile user device 160 stores in nonvolatile memory.

As mentioned earlier, in instructions stored in the memory and by the processor of the computing device 115 generally, programming for operating one or more components of the vehicle 110 , z. As braking, steering, drive, etc., without intervention of a human driver includes. Using the in the computing device 115 received data, eg. B. the sensor data from the sensors 116 , the server computer 120 etc., the computing device 115 may operate without a driver to operate the vehicle 110 make various determinations and / or control various components and / or operations of the vehicle 110. For example, the computing device 115 Programming involve a performance of the vehicle 110 , such as As speed, acceleration, deceleration, steering, etc., as well as tactical behavior, such. B. a distance between vehicles and / or a period of time between vehicles, lane change, minimum distance between vehicles, minimal left turn over way, time to arrival at a certain Place and minimum time to arrive at an intersection (without traffic lights) to cross the intersection to regulate.

Controls, as used herein, include computing devices that are typically programmed to control a particular vehicle subsystem. Examples include powertrain control 112 , a brake control 113 and a steering controller 114. A controller may be an electronic control unit (ECU), as is known, possibly including additional programming as described herein. The controllers can be communicative with the computing device 115 and receive instructions to operate the subsystem system according to the instructions. For example, the brake control 113 Instructions for operating the brakes of the vehicle 110 from the computing device 115 receive.

The one or more controls 112 . 113 . 114 of the vehicle 110 may include known electronic control units (ECUs) or the like, including, as non-limiting examples, one or more powertrain controls 112, one or more brake controls 113 and one or more steering controls 114 belong. Each of the controls 112 . 113 . 114 may include respective processors and memory and one or more actuators. The controllers 112, 113, 114 may communicate with a communication bus of the vehicle 110 programmed and connected, such as a Controller Area Network (CAN) bus or a Local Interconnect Network (LIN) bus, to receive instructions from the computer 115 and to control actuators based on the instructions.

The sensors 116 may include a variety of devices that are known to provide data over the vehicle communication bus. For example, a radar attached to a front bumper (not shown) of the vehicle 110 is fixed, a distance of the vehicle 110 to a next vehicle in front of the vehicle 110 or may be a Global Positioning System (GPS) sensor operating in the vehicle 110 is arranged, geographical coordinates of the vehicle 110 provide. The one by the radar and / or other sensors 116 provided spacing / distances or the geographic coordinates provided by the GPS sensor may be provided by the computing device 115 be used to the vehicle 110 operate autonomously or semi autonomously.

The vehicle 110 is generally a land-based autonomous vehicle 110 that has three or more wheels, e.g. As a car, a light truck, etc. The vehicle 110 includes one or more sensors 116 , the FI interface 111, the computing device 115, and one or more controllers 112 . 113 . 114 ,

The sensors 116 may be programmed to data related to the vehicle 110 and the environment in which the vehicle 110 is operated to capture. By way of example and not limitation, the sensors 116 z. Altimeters, cameras, LIDAR, radar, ultrasonic sensors, infrared sensors, pressure sensors, accelerometers, gyroscopes, temperature sensors, pressure sensors, Hall sensors, optical sensors, voltage sensors, current sensors, mechanical sensors such as switches, etc. The sensors 116 Can be used to capture the environment in which the vehicle 110 such as weather conditions, the inclination of a road, the position of a road or the positions of adjacent vehicles 110 , The sensors 116 can also be used to data, including dynamic data of the vehicle 110 that affect the operation of the vehicle 110 relate, such. As speed, yaw rate, steering angle, engine speed, brake pressure, oil pressure, the on the controls 112 . 113 . 114 in the vehicle 110 applied power level, connectivity between components and the overall state of the electrical and logic of the vehicle 110 , capture.

2 is a representation of a traffic scene 200 where a vehicle 110 on a lane 206 on a road passing through a right lane marker 208 and a dividing line 210 is defined. As above regarding 1 discussed, the computing device 115 may be in the vehicle 110 a trajectory of the vehicle 110 including position, velocity, direction, lateral acceleration, and longitudinal acceleration, where the position is represented by XY coordinates in a plane that is substantially perpendicular to an underlying roadway, velocity and direction in the XY plane, and transverse and longitudinal acceleration are defined with respect to directions that are to the direction of travel of the vehicle 110 are perpendicular or parallel in the XY plane. The position, speed, direction as well as lateral and longitudinal acceleration can be determined by the computing device 115 z. B. via the sensors 116 or by z. B. via the FI interface 111 downloaded map data. The computing device 115 may further include a steerable path polynomial 214 determine to future trajectories of the vehicle 110 in the XY plane based on the current trajectory of the vehicle 110 predict. The steerable path polynomial 214 in the traffic scene 200 represents the Position portion of trajectories of the vehicle 110 in future periods. For each position of the vehicle 110 included in the steerable path polynomial 214 may be the computing device 115 predict the velocity, direction and lateral and longitudinal acceleration to predict trajectories of the vehicle 110 at future time steps represented by the steerable path polynomial 214. In this case, the time steps z. For example, it may be just 100 milliseconds so that it is possible to have the steerable path polynomial 214 z. B. ten times per second to update.

In a steerable path polynomial 214 it is a series of n connected points in the XY plane, the predicted trajectories of the vehicle 110 at n future time steps. The n connected points are determined by a polynomial function in the XY plane, where the X and Y axes are determined by the direction of the vehicle 110 be determined, where z. B. The X-direction is parallel to the direction of travel and the Y-direction is perpendicular to the direction of travel. The Chebyshev theorem states that n points can be exactly represented by a polynomial of degree (n-1). In this case, n points, where n is a large number of z. B. can be greater than 100, be represented by a polynomial degree k, where k in this case z. B. may be a number less than or equal to 3. The n connected points in a steerable path polynomial 214 may be represented as a polynomial function in X and Y of degree k or less. For example, a steerable path polynomial 214 10 Seconds of elapsed time and can be sampled at 100 milliseconds / sample or 10 Hz to give n = 100 sample points. In this example, the n = 100 sample points in the steerable path polynomial 214 by a polynomial function in X and Y of the degree 3 or less, in this case of degree 1, since the steerable path polynomial 214 can be represented by a straight line.

The polynomial function in X and Y of degree k or less, which represents the steerable path polynomial 214, may include one or more Bezier curves. Bezier curves are polynomial functions of degree k or less, each representing a disjoint subset of the n points, and taken together represent the entire set of n points. Bezier curves may be limited to being continuously differentiable and having limitations or limitations on the allowable derivatives, e.g. B. limits the rates of change, without discontinuities. Bezier curves may also be constrained to fit boundaries of other Bezier curves, thus providing smooth transitions between subsets. Limitations of Bezier curves can turn a path polynomial into a steerable path polynomial 214 can be limited by the rates of longitudinal and lateral acceleration required to control a vehicle along the steerable path polynomial 214, braking torque and driveline torque being applied as positive and negative longitudinal acceleration and the steering torque being applied in the clockwise and counterclockwise direction Clockwise direction is applied as left and right lateral acceleration. By determining the lateral and longitudinal acceleration to achieve predetermined target values within predetermined constraints within given numbers of time periods, the steerable path polynomial 214 may be used by a computing device to determine a steerable path polynomial 214 that is safe and convenient to control of the vehicle 110 can be used.

The computing device 115 can be a steerable path polynomial 214 determine to future trajectories of the vehicle 110 to predict and update the steerable path polynomial 214 while the vehicle 110 is controlled according to the steerable path polynomial 214 by taking a trajectory of the vehicle 110 updated to determine an updated position, velocity and direction and lateral and longitudinal acceleration, and the updated position, velocity and direction with a predicted position, velocity and direction, and lateral and longitudinal acceleration from the steerable path polynomial 214 compares. The computing device 115 may use this comparison between the updated trajectory of the vehicle 110 and the predicted trajectory in theoretical control calculations to provide outputs to the controllers 112 . 113 . 114 to determine which trajectory of the vehicle 110 can determine, for. For example, the difference between an updated trajectory and a steerable path polynomial 214 decrease in future time steps. Updating outputs of the vehicle 110 to the controllers 112 . 113 . 114 in response to results of theoretical control calculations is in the autonomous and semi-autonomous (assisted) control mode of the vehicle 110 included as above regarding 1 discussed.

Theoretical control calculations are calculations that determine error signals based on a controllable process (eg, controlling the trajectory of the vehicle 110), use the error signals in calculations, and control signals to control the process (trajectory of the vehicle 110 ) that can reduce future error signals. theoretical Control calculations may be configured to provide a stable output in spite of undesirable or irrelevant input signal variation, including e.g. As signal noise, shows. Examples of theoretical control calculations that can be used to obtain a stable output are time series filters such as Kalman filters, which can reduce output variation by filtering input signals with a time series filter. Time series filters may use multiple samples from an input signal sampled over multiple time steps to form a single output sample. The result is that theoretical control calculations may require multiple time steps to obtain enough samples to provide a reliable output sample, where a reliable output sample is defined as an output sample that has a 99.99% probability of being within given limits is correct. This may result in a delay in generating reliable output samples after starting a new theoretical control calculation, e.g. B. Start a determination of a new steerable path polynomial 214 come.

In the traffic scene 200 , at the trajectories of the vehicle 110 represented by the steerable path polynomial 214, the computing device 115 determine that the vehicle 110 a braking distance d to a parked second vehicle 204 reached at a time until impact t _c , which is the time to travel the impact path X ₀ at the current trajectory until reaching the braking distance d from the parked second vehicle 204 where the vehicle is 110 must be stopped at this distance to prevent an impact. The computing device 115 may be programmed to determine that the vehicle 110 is at a braking distance d from a parked second vehicle 110 and, when an occupant indicates a brake intent, assisting the occupant to drive the vehicle 110 along the steerable path polynomial 214 before the braking distance d from a parked second vehicle 204 to stop. An occupant may have a braking intention z. B. by pressing a brake pedal. Once the occupant indicates braking intent by operating a brake pedal, the computing device may send commands via the controllers 112, 113, 114 to the vehicle 110 safe and comfortable at one point before the braking distance d from a parked second vehicle 204 z. B. regardless of the amount and duration of a force exerted by the occupant brake pedal pressure.

In other cases, the second vehicle 204 on the lane 206 be controlled on a trajectory, the speed of the second vehicle 204 less than the speed of the vehicle 110 is. Instead of stopping behind the second vehicle 204, the computing device may 115 in the vehicle 110 the trajectory of the vehicle 110 adjust so that the vehicle 110 at a distance d from the second vehicle 204 according to the speed of the vehicle 204 is positioned to a separation between the vehicle 204 and the second vehicle 204 of at least the distance d. Controlling a vehicle in this manner may be an operation mode of an adaptive cruise control program in the computing device 115 be.

In addition to and instead of stopping the vehicle 110 or adjusting the speeds with the second vehicle 204 can the computing device 115 a variety of virtual steering path polynomials 216 . 218 for steering the vehicle 110 on an adjacent lane 220 determine without stopping. In some cases, the computing device 115 may be the vehicle 110 control so that it maintains a constant speed. In these cases, the plurality of virtual steering path polynomials 216, 218 may represent steering ways in which, e.g. B. does not require that the vehicle 110 his speed is reduced. This may be the case if the computing device 115 assisting an occupant in doing so by using the controls 112 . 113 . 114 so instructs that the speed of the vehicle 110 remains at a level selected by the occupant, e.g. Adaptive cruise control or "adaptive cruise control", including performing lane change maneuvers. The multitude of virtual steering path polynomials 216 . 218 is represented by the ellipsis between the dashed lines representing the virtual steering path polynomials 216, 218. The area enclosed by the plurality of virtual steering path polynomials 216, 218 includes a safe driving area 228 , The multitude of virtual steering path polynomials 216 . 218 based on that the computing device 115 determines that the traffic on the adjacent lane 220 that by the left lane marking 222 and a dividing line 210 is defined, it is the computing device 115 or allow the occupant to the vehicle 110 to control such that it performs a lane change maneuver safely and comfortably, since the computing device virtual Wegpolynome 216 . 218 determined on the basis of given objectives and restrictions on lateral and longitudinal acceleration. The traffic on the adjacent lane and determining when a lane change maneuver can be performed will be described in connection with 15 discussed.

The virtual path polynomials 216 . 218 can from the computing device 115 for controlling the vehicle 110 be used such that it performs a lane change maneuver, wherein the trajectory of the vehicle 110 from the steerable path polynomial 214 to a trajectory at a lane width distance Y ₀ from the lane 206 to the adjacent lane 220 change while traffic on the adjacent lane, which is a third vehicle 224 and a fourth vehicle 226 is avoided. The virtual path polynomials 216 . 218 may also be from the computing device 115 be used to prompt an occupant to perform a lane change maneuver, as in the 7-13 shown.

The virtual path polynomials 216 . 218 may also be used to prompt the occupant to enter an intention to perform a lane change maneuver. An occupant may enter an intention to perform a lane change maneuver by, e.g. B. a steering torque on a steering wheel 704 in the intended steering direction exercises. The computing device 115 can determine the intention of an occupant and a lane change maneuver based on occupant input, e.g. B. is exercised as a moment on a steering wheel, run. The computing device 115 may prompt an occupant and execute lane change maneuvers, including updating prompts and lane change maneuvers, while the vehicle 110 in autonomous mode, occupant controlled mode, or occupant assisting (semi-autonomous) mode, including using adaptive cruise control, wherein computing device 115 may be programmed to maintain a predetermined target speed, as permitted by traffic and lane conditions.

15 is a representation with four diagrams, including a blind spot signal 1500 (Blind Spot Signal - BLIS) from the left lane, a traffic density 1504 (DENSITY) on the left lane, a blind spot signal 1502 (BLIS) from the right lane and a traffic density 1506 (DENSITY) on the right lane. The computing device 115 in the vehicle 110 can get data from the sensors 116 Including video sensors, LIDAR sensors, radar sensors and ultrasonic sensors, use the traffic density 1504 . 1508 for vehicular traffic on the left and right adjacent lanes, e.g. B. the third vehicle 224 and the fourth vehicle 226 in the adjacent lane 220 to determine. The computing device 115 can data the sensors 116 use to determine trajectories for vehicular traffic on the adjacent lane in areas of adjacent lanes called "blind spot". Dead angles are areas of adjacent lanes that are in rear-view mirrors or for rear-facing video sensors of the vehicle 110 or in the peripheral field of view of the occupant are not visible and may include vehicle traffic.

The traffic density 1504 on the left lane and traffic density 1506 on the right lane provide a measure of traffic density 1508 on the left lane and traffic density 1510 graphically on the right lane as a function of time in seconds. Traffic density 1508 on the left lane and traffic density 1510 on the right lane are determined by combining certain trajectories for vehicles on the adjacent lane to determine the total traffic density on adjacent lanes. The blind spot signal 1502 from the left lane and the blind spot signal 1504 From the right lane, a measure of the presence or absence of a vehicle in a blind spot is plotted. The blind spot signal 1516 from the left lane and the blind spot signal 1524 from the right lane are outputs equal to 1 when based on traffic density 1508 is determined on the left lane or the traffic density 1510 on the right lane that is a vehicle in a blind spot on an adjacent lane, and which is equal to 0, if it is determined that no vehicle in a blind spot on a adjacent lanes. The blind spot signal 1516 from the left lane and the blind spot signal 1518 from the right lane z. B. used to warning lights on left and right rear-view mirrors of vehicles 110 to turn. The traffic density diagrams 1504 on the left lane and traffic density 1506 on the right lane further include lines 1512 . 1514 that indicate when traffic density 1508 . 1510 may be low enough to allow a lane change maneuver to be performed. This is indicated by the hatched areas 1520, 1522, 1526, 1528, 1530, which indicate periods of traffic permissible traffic density for lane change maneuvers for an adjacent left and right lane. The computing device 115 can use this information to points p1 and p2 in the traffic scene 200 to determine, with z. For example, the period represented by the distance between points p1 and p2 may be determined to be completely within a hatched area 1520 . 1522 . 1526 . 1528 . 1530 for the respective adjacent lane depending on the direction of the lane change maneuver.

The through the hatched areas 1520 . 1522 . 1526 . 1528 . 1530 Reproduced time periods are periods in which it is possible to perform a lane change maneuver, but due to differences in the lane, which may be with an adjacent lane 220 in relation to a current speed of the vehicle 206, some portions of the hatched areas 1520 . 1522 . 1526 . 1528 . 1530 be unusable for a lane change maneuver. The computing device 115 may calculate a lane speed for an adjacent lane 220 in relation to the speed of the vehicle 110 determine and can determine when lane change maneuvers can be performed while constraints on lateral and longitudinal acceleration and legal restrictions on lane change based on lane markings, including e.g. B. the dividing line 210 , be respected. Lane markings may be from the computing device 115 using in-vehicle 110 contained video sensors are determined to z. B. to determine when it is the vehicle 110 may be allowed to perform a lane change maneuver in which they z. For example, the number (single or double), color (yellow or white) and shape (solid or dashed) of the dividing line 210 certainly. It should be noted that adjacent lanes to the left or right of a current lane 206 and that the driving speed in adjacent lanes faster or slower than the current speed of the vehicle 110 where lane speed is typically slower on left adjacent lanes and slower on right adjacent lanes.

The lane speed for adjacent lanes can z. B. on the basis of the on / off frequency of the blind spot signal 1516 on the left lane and the blind spot signal 1518 on the right lane. The computing device 115 may determine that lane change maneuvers may be performed by determining when a constant difference between the current speed of the vehicle 110 and the lane speed for an adjacent lane is constant for a predetermined interval. The computing device 115 may also input data from a cross traffic alert sensor that warns an occupant when traffic is approaching from behind. Cross traffic warning sensors can alert an occupant if traffic is perpendicular to the rear of the vehicle 110 and are typically activated when the vehicle 110 is in reverse. Cross traffic alert sensors can be used to detect other vehicles approaching a blind spot of a vehicle and to determine if it is on the right lane or the left lane. This signal can be used with the blind spot signal 1518 from the right lane and the blind spot signal 1516 from the left lane to determine when lane change maneuvers should be performed.

The computing device 115 Traffic density on adjacent lanes, driving speed on adjacent lanes, and cross traffic alert sensor information with information from other sensors 116 including z. As video sensors, radar sensors and LIDAR sensors, combine to determine optimal periods in which lane change maneuvers are to be performed. The computing device 115 may display recommended periods of time in which lane change maneuvers are to be performed to an occupant by means of prompts. Prompts are visual, auditory or haptic (touch) related to an occupant of a vehicle 110 be provided to trigger a control behavior of the occupant.

Prompts can be displayed to occupants to recommend lane change maneuvers, including a haptic output via a steering wheel 704 . 1700 as in the 7 and 17 presented with various degrees of perceived urgency, as related to 14 discusses display prompts, as related to 7-13 and audio warnings that provide audible cues of varying intensity and degrees of perceived urgency, including, but not limited to: Synthetic human voices that provide warnings. The perceived urgency may be considered the degree of an occupant of a vehicle 110 be defined in response to a prompt provided via display prompts, haptic output or audible cues. The perceived urgency may be associated with frequency, intensity, force, pattern, size, or color, and may be e.g. B. be determined by psychophysical experiments by driving simulation.

Calls, the occupants of a vehicle 110 may be displayed in relation to lane change maneuvers, as discussed above, may be updated to reflect changes in vehicle traffic or road conditions, e.g. For example, the availability of virtual steerable path polynomials changes. The prompts may also be updated to prompt an occupant input in response to the request, including aborting the prompt when the call is cleared Inmate does not respond within a given time limit. The computing device 115 can record responses that an inmate makes to various prompts and save the responses in nonvolatile memory. The recorded response information may be used to create an occupant profile that may be used to determine which prompts the computing device 115 might display to the occupant in the future.

Again in relation to 2 is the traffic scene 200 indicated at a current time step in which the computing device 115 has determined a time to impact t _c , which is equal to the time that the vehicle 110 would require to travel the crash path X ₀ with the current trajectory to reach the brake distance d from the parked vehicle 204. The computing device 115 can determine an estimated occupant reaction time t _RT , e.g. B. may correspond to the time required for an occupant to respond to a request. Inmate requests are subsequently related to the 7-13 discussed. The estimated occupant reaction time t _RT is in the traffic scene 200 indicated by the way RT the vehicle 110 during this time travels at the current speed V _0th Thus, in the traffic scene 200 the first opportunity for the vehicle 110 To perform a lane change maneuver after the vehicle 110 has traversed the route RT to reach point pl because the average occupant takes so much time to respond to a displayed message. The computing device 115 can a variety of virtual Lenkwegpolynomen 216 . 218 which starts at point p0 and from point pl of the steerable path polynomial 214 and then points on the steerable path polynomial 214 to the point p2, which is represented by the maneuvering X _m . The maneuvering path X _m is the distance that the vehicle 110 can cover during the maneuvering time t _m at the current speed V ₀ . The virtual steerable path polynomials 216 . 218 and the area between them include a safe driving area 228 for the vehicle 110 ,

The safe driving range 228 is an area where the computing device 115 can control a vehicle 110 to securely and conveniently execute a lane change maneuver that is through one of the plurality of virtual steerable path polynomials 216 . 218 is reproduced after it has been determined in response to a request that the occupant intends to perform a lane change maneuver. The computing device 115 may determine that an occupant intends to perform a lane change maneuver by, e.g. B. receives input from a steering wheel indicating that the occupant is about to turn left or right by turning the steering wheel counterclockwise or clockwise. As discussed above, after recognizing that the occupant intends to perform a lane change maneuver, when the vehicle is stationary 110 located between the points p1 and p2 on the steerable path polynomial 214, the computing device 115 perform a control support and the controls 112 . 113 . 114 to instruct the vehicle 110 to one of the plurality of virtual steerable path polynomials 216 . 218 to control. In cases where the occupant does not indicate that a lane change maneuver is to be performed, after the maneuver time t _{m has} expired at point p 2 and the vehicle may 110 in a braking time t _s occurs, the time that the vehicle 110 needed to brake safely and comfortably over the braking distance X _s , the computing device 115 the control of the vehicle 110 assist by braking fully before the braking distance d is reached.

The virtual steerable path polynomials 216 . 218 are steerable path polynomials 216 . 218 that from the computing device 115 in theoretical control calculations for controlling the vehicle 110 from a current lane 206 to an adjacent lane 220 can be used, but are currently from the computing device 115 not to control the vehicle 110 used. At a time during the maneuvering time t _m , after an intention of the occupant to execute a lane change maneuver has been determined in response to a request, the computing device may make a transition from performing theoretical control calculations to controlling the vehicle 110 based on the steerable path polynomial 214 for performing theoretical control calculations to control the vehicle 110 based on the plurality of virtual steerable path polynomials 214 . 216 carry out. Given that theoretical control calculations may require multiple periods of time to produce reliable output samples, as discussed above, the plurality of virtual steerable path polynomials begins 214 . 216 entirely by having a plurality of common vehicle trajectory values with steerable path polynomials 214 in common. In this way, when the transition occurs, the theoretical control calculations may be based on the same vehicle trajectory values and reliable samples output without interruption by the changeover. The virtual steerable path polynomial 214, 216 selected for the transition may be a virtual steerable path polynomial 214 . 216 far enough from the steerable path polynomial 214 in the future, to allow the computing device 115 to drive the vehicle 110 safe and convenient for running the Lane change maneuver by controlling the vehicle 110 based on the virtual path polynomial 214 . 216 to control.

3 is a representation of a traffic scene 300 in which a vehicle 110 on a lane 306 passing through a right lane boundary 308 and a lane marker 310 is defined based on the steering path polynomial 314 is controlled. The traffic scene 300 includes a virtual steerable path polynomial 316 , which is defined to start at a point p0 coinciding with the steerable path polynomial 314 for a period of time, and then branches off the steerable path polynomial 314 at point p1 and at a trajectory of the vehicle 110 on the adjacent lane 320 passing through a left lane boundary 312 and a center line 310 in a lane width distance Y ₀ from the steerable path polynomial 314 is defined, in one direction, with the adjacent lane 320 coincides, and at a speed that matches the traffic on the adjacent lane 320 matches, ends.

The virtual steerable path polynomial 316 may include a non-zero longitudinal and lateral acceleration. For example, a lane change maneuver may be accomplished by two periods of non-zero lateral acceleration, the first being during the period from p1 to p2, the virtual steerable path polynomial 316 has a constant left lateral acceleration equal to a _y , where the centripetal force equals a mass equal to the vehicle 110 is generated in a circle of radius r1, then from p1 to p2 the virtual steerable path polynomial 316 has a right lateral acceleration equal to a _y , where the centripetal force is equal to the force equal to a mass equal to the vehicle 110 is generated in a circle of radius r2. At point p3, the vehicle points 110 a trajectory parallel to and a lane width distance of Y ₀ from the steerable path polynomial 314 on, where Y ₀ = r1 + r2. The lateral acceleration values and the speed of the vehicle 110 are combined to determine the maneuvering X _m and thus the speed at which the vehicle 110 performs a lane change maneuver. Combining lateral acceleration and speed will be discussed below 4 discussed. Transverse acceleration values may include restrictions imposed on occupant comfort, in addition to drive limitations, such as in the context of the circle 1600 in 16 discussed. A high lateral acceleration can be uncomfortable for occupants and the computing device 115 may be programmed to avoid high lateral and longitudinal acceleration values except for emergencies in which the avoidance of an impact, e.g. B. may depend on a high lateral or longitudinal acceleration or deceleration.

wobei das Fahrstreifenwechselmanöver über einen Manövrierweg X_M und mit einer Geschwindigkeit V₀ erfolgt, wobei: $$X_M=T_M{V}_0$$

In the traffic scene 300 the vehicle is approaching 110 a stationary vehicle or other object on the lane 306 with an initial velocity V ₀ and an initial distance represented by the crash distance X ₀ from a brake distance d (onset of frontal crash warning) along a steerable path polynomial 314 from which a lane change maneuver can be determined. A virtual steerable path polynomial 316 can be determined to be from the steerable path polynomial 314 at a point p1 after a certain estimated occupant reaction time t _RT during which the vehicle is traveling 110 can cover a path RT deviates. The virtual steerable path polynomial 316 is based on the lane width distance Yo over which the vehicle is traveling 110 must move laterally to get on the adjacent lane 320 to move. The required lane change maneuver time T _M depends on the peak lateral acceleration that can be exercised and the lateral path to be traveled (see below). This maneuvering time is always subject to the restriction that the maneuvering trajectory is to be carried out while maintaining a comfortable distance to the preceding vehicle on the original lane. To illustrate the relationship between the lane change maneuvering time and the traveled longitudinal distance, consider the following simplified example. Assuming a constant lateral acceleration, the required lane change maneuver time would be as follows: $$T_M=\sqrt{\frac{2Y_0}{a_y}}.since{Y}_0=\frac{1}{2}{a}_y{T}_M^2$$

wherein the lane change maneuver is via a maneuvering path X _M and at a speed V ₀ , wherein: $$X_M=T_M{V}_0$$

Based on equation (1), the range of lane change maneuver times T _M , that for the steerable path polynomial 316 can be achieved based on the range of achievable lateral accelerations a _y . A vehicle 110 , which is equipped with new tires, on a dry road z. B. reach a maximum lateral acceleration a _y of about 1 gravitation (g) or an acceleration of about 9.8 m / s ² . In other cases, a vehicle could 110 equipped with worn tires, on a wet lane z. B. only reach a lateral acceleration of 0.5 g before it gets into skidding. The range of available lateral acceleration a _y is also based on a braking of the vehicle 110 in that, when a braking torque is applied, a (negative) longitudinal acceleration is generated and the total acceleration of the vehicle 110 based on both the lateral acceleration a _y (steering) and on the longitudinal acceleration (braking). Thus, the exercise of a braking torque z. B. lead to less lateral acceleration a _{y is} available and thereby increases the lane change maneuver time T _M.

In a traffic scene 300 can the vehicle 110 z. B. avoid a stationary vehicle by braking, steering or a combination of braking and steering. In cases where an inmate the vehicle 110 controls, restrains an occupant in general, even if z. B. by steering alone a stationary vehicle would have avoided and a target speed could have been met more accurately. The computing device 115 Can the occupant control the vehicle 110 assist by performing a lane change maneuver to avoid a stationary vehicle. The computing device 115 may be a steerable path polynomial 316 based on the available lateral acceleration a _y determine. The available lateral acceleration a _y can z. B. based on determining a longitudinal acceleration due to a braking by the occupant.

wobei die kombinierte Beschleunigung g in einem kammschen Reibkreis 1600 grafisch dargestellt werden kann, wie in 16 gezeigt, wobei g als ein Abstand zwischen der Mitte der Brems-/Beschleunigungsachse und der Linkswendungs-/Rechtswendungsachse und einem 1-g-Kreis 1602, der eine kombinierte Beschleunigung von 1 g repräsentiert, grafisch dargestellt ist. Eine kombinierte Quer- und Längsbeschleunigung, die eine nach unten gerichtete Kraft von 1 g zur Folge hat, repräsentiert das, was unter Idealbedingungen erreicht werden kann. Im Allgemeinen weist der kammsche Reibkreis einen kleineren Radius auf rutschigen Straßen, bei verschlissenen Reifen usw. auf. Der Reibungskoeffizient µ kann hinzugefügt werden, um diese Reibungsverringerungen zu erfassen: $$\mu a_t=\sqrt{a_x^2+a_y^2}$$

16 is a representation of a comb friction circle 1600 in which the lateral acceleration a _y and the longitudinal acceleration a _x due to braking and steering can be plotted according to their values. The kammsche friction circle 1600 shows z. For example, a net downhill gravitational force due to gravity = 1 g = 9.8 m / s ² or 32 ft / s ² applied to the vehicle 110 acts. The relationship between lateral and longitudinal acceleration is given by the Pythagorean theorem: $$\text{G}=\sqrt{a_x^2+a_y^2}$$

wherein the combined acceleration g in a comb friction circle 1600 can be graphically represented as in 16 where g is plotted as a distance between the center of the brake / accelerate axis and the left turn / right turn axis and a 1 g circle 1602 representing a combined acceleration of 1 g. A combined lateral and longitudinal acceleration, which results in a downward force of 1 g, represents what can be achieved under ideal conditions. In general, the comb friction circle has a smaller radius on slippery roads, worn tires, and so on. The friction coefficient μ can be added to detect these friction reductions: $$\mu a_t=\sqrt{a_x^2+a_y^2}$$

Based on these equations, lateral and longitudinal accelerations can be compensated within the limits of tire adhesion. A maximum braking is z. B. reached when there is no turning or steering. Likewise, maximum lateral acceleration is achieved when there is no simultaneous braking or acceleration. Within the 1-g-circle 1602 on the Kammschen friction circle 1600 keep the tires of the vehicle 110 grip on the road with any combination of lateral or longitudinal acceleration. Outside the circle slip the tires of the vehicle 110, resulting in the loss of control of the vehicle 110 can lead. The available lateral acceleration can be calculated using the following equation: $$a_y=\sqrt{{\left(\mu a_t\right)}^2-a_x^2}$$

The compensation between lateral acceleration a _y and longitudinal acceleration a _x may be in a comb-shaped friction circle 1600 graphically and summarized in Table 1, in which nine various combinations of lateral acceleration a _y and longitudinal acceleration a _x are combined, which are combined to produce a downward force of 1 g. Table 1. Balancing between longitudinal and lateral acceleration longitudinal acceleration lateral acceleration total acceleration 0 1 1.0 0.3 0.95 1.0 0.4 0.92 1.0 0.5 0.86 1.0 0.6 0.8 1.0 0.7 0.71 1.0 0.8 0.6 1.0 0.9 0.45 1.0 1 0 1.0

wobei die Querbeschleunigung a_y eine Sinusfunktion der Zeit t, des beabsichtigten Fahrstreifenwechselwegs Y₀ und der Fahrstreifenwechselmanöverzeit T_m ist. Die Gleichung (9) stellt, wenn sie nach Zeit integriert wird, eine Kosinusfunktion der Zeit t zur Quergeschwindigkeit bereit: $$\text{v}=\frac{Y_0}{T_m}\left[1-\text{cos}\left(\frac{2\pi }{T_m}t\right)\right]+v_0$$

wobei v₀ eine Anfangsgeschwindigkeit ist. Aus der Integration der Geschwindigkeit nach Zeit geht eine Formel zur Querverschiebung s hervor: $$\text{s}=\frac{Y_0}{T_m}t-\frac{Y_0}{T_m}\text{sin}\left(\frac{2\pi }{T_m}t\right)+v_{0}t+d_0$$

wobei d₀ eine Anfangsverschiebung ist. Diese Querverschiebungsfunktion kann ein Fahrstreifenwechselmanöver wiedergeben, das z. B. durch ein oder mehrere Lenkbarer-Weg-Polynome 216-218 wiedergegeben wird, und kann daher verwendet werden, um einen sicheren Fahrbereich 228 zu bestimmen.The available versus required lateral acceleration may be determined based on one or more lane change maneuver profiles modeled as a sine function of time t by the following equation: $$a_y=A\text{sin}\omega t=\frac{2\pi Y_0}{T_m^2}\text{sin}\left(\frac{2\pi }{T_m}t\right)$$

wherein the lateral acceleration a _{y is} a sine function of the time t, the intended lane change path Y ₀ and the lane change maneuver time T _m . Equation (9), when integrated by time, provides a cosine function of time t at the transverse velocity: $$\text{v}=\frac{Y_0}{T_m}\left[1-\text{cos}\left(\frac{2\pi }{T_m}t\right)\right]+v_0$$

where v _{0 is} an initial velocity. From the integration of speed to time, a formula for the lateral displacement s emerges: $$\text{s}=\frac{Y_0}{T_m}t-\frac{Y_0}{T_m}\text{sin}\left(\frac{2\pi }{T_m}t\right)+v_{0}t+d_0$$

where d _{0 is} an initial shift. This lateral shift function may reflect a lane change maneuver that is e.g. Represented by one or more steerable path polynomials 216-218, and thus can be used to provide a safe driving range 228 to determine.

von zwei Faktoren abhängig ist. Einer ist der beabsichtigte Fahrstreifenwechselweg Y₀ oder der seitliche Weg von dem ursprünglichen Fahrstreifen zum Zielfahrstreifen. Der andere Faktor ist die (das Quadrat der) Fahrstreifenwechselmanöverzeit (T_m) oder Manöverabschlusszeit. Die Spitzenbeschleunigung kann wiederum anhand des kammschen Reibkreises 1600 bestimmt werden, der auch als kammscher Kreis bezeichnet werden kann. In einem Beispiel beträgt, wenn der Reibungskoeffizient (µ) zwischen der Straße und den Reifen bei 0,7 liegt und kein Bremsen stattfindet, die verfügbare Spitzenquerbeschleunigung 0,7 g oder 6,86 m/s². Dahingegen könnte sich durch eine nasse Fahrbahn oder eine Kombination aus Bremsen und Lenken die verfügbare Spitzenquerbeschleunigung auf 0, 3 g oder sogar weniger bei Kombination mit Abbremsung oder Beschleunigung verringern.The available lateral acceleration a _y can be displayed in real-time prompting 702 . 1702 be inserted, providing a safe driving range 228 indicate on the basis of a maximum achievable lateral acceleration a _y and either on the dashboard 708 of a vehicle 110 attached or as a front display (heads-up display - HUD) 1716 on a windshield 1712 of a vehicle 110 be projected as related to the 7-13 and 17 described. The safe driving range 228 may be based on lane-change maneuvers modeled at a first approximation as a sine function of time t for lateral acceleration a _y , as illustrated in equation (9) above, where the peak lateral acceleration $\left(A=\frac{2\pi Y_0}{T_m^2}\right)$

depends on two factors. One is the intended lane change route Y ₀ or the lateral path from the original lane to the destination lane. The other factor is the (the square of) lane change maneuver time (T _m ) or maneuver completion time. The Peak acceleration, in turn, may be determined from the combing friction circle 1600, which may also be referred to as a comb circle. In one example, when the coefficient of friction (μ) between the road and the tire is 0.7 and no braking occurs, the available peak lateral acceleration is 0.7 g or 6.86 m / s ² . On the other hand, a wet road or a combination of braking and steering could decrease the available peak lateral acceleration to 0. 3 g or even less when combined with deceleration or acceleration.

Terms in the formula for peak lateral acceleration may be switched to A in the formula to determine the square of the lane departure completion time at a particular particular intended lane change route Y ₀ . It is z. For example, assume an available peak lateral acceleration of 0.25 g (1.96 m / s ² ) and Y ₀ = 3.66 m (ie, a transverse displacement of 12 ft. Between the center of a lane and the center of the adjacent lane). Then the required lane change completion time can be calculated as 3.06 s (9.39 s ² ). Since the lane change maneuver time must be sufficient to complete the maneuver within the remaining distance to safely and comfortably overtake a preceding vehicle, the achievable peak lateral acceleration may be used to determine the last point at which the maneuver can begin and the resulting geometry the trajectory acting as a safe driving range 228 can be displayed to determine.

4 is a representation of two traffic scenes 400 . 402 , The traffic scene 400 includes a vehicle 110 that on a lane 406 defined by lane markers 410, 412 along a steerable path polynomial 418 moves. The traffic scene 400 includes virtual steerable path polynomials 420 . 422 , the lane change maneuvers to adjacent lanes 424 . 426 passing through a left lane boundary 414 , the lane markings 410 . 412 and a right lane boundary 416 are defined, play. The lateral acceleration values used to determine the virtual steerable path polynomials 420 . 422 can be used based on target values, which vary according to the speed of the vehicle 110 and predetermined restrictions for maintaining a distance d between a second vehicle 408 and the vehicle 110 judge. The path X _{1 represents} the estimated occupant reaction time distance RT plus the maneuver time path X _m and the braking time distance X _s as previously described in connection with FIG 2 discussed.

In the traffic scene 402 drives a vehicle 428 on a lane 430 which is defined by lane markers 434, 436 along a steerable path polynomial 438 , The traffic scene 402 includes virtual steerable path polynomials 442 . 444 , the lane change maneuvers to adjacent lanes 446 . 448 passing through a left lane boundary 440, the lane markings 434 . 436 or a right lane boundary 450 are defined. In this case, those for determining the virtual steerable path polynomials 442 . 444 used lateral acceleration values equal those of the traffic scene 400 However, there is the speed of the vehicle 428 greater than the speed of the vehicle 110 is the way X ₂ needed to get away from the vehicle 432 keep away, larger than the path X ₁ in the traffic scene 400 ,

5 is a representation of a traffic scene 500 , As with the traffic scene 200 in 2 has the computing device 115 a steerable path polynomial 514 and virtual steerable path polynomials 516, 518 that provide a safe driving range 520 which is indicated by the ellipsis points (ie, the three points), the paths RT, X _m , X _s and X _0, and the points p1 and p2 are determined at an initial time step, whereupon a request to an occupant is displayed. At a time step after the initial time step, the vehicle may 110 have a trajectory which the vehicle 110 in the in the traffic scene 500 shown position in which the vehicle 110 no longer along the steerable path polynomial 514 is controlled, and can become the computing device 115 therefore no longer rely on the steerable path polynomial 514 for control. This can be z. B. by a normal operation of the vehicle 110 caused by occupant inputs via a steering wheel, or may be caused by an error in controlling the vehicle 110 through the computing device 115 can be caused or by a natural force acting on the vehicle 110 acts, such. B. side wind, or a hazard on the road, such. B. a pothole caused.

In this case, the computing device 115 the steerable path polynomial 514 and the virtual steerable path polynomials 516 . 518 to allow the computing device to continuously generate reliable trace updates. The computing device 115 may be the steerable path polynomial 514 with an updated steerable path polynomial 512 and the virtual steerable path polynomials 516 . 518 with an updated virtual steerable path polynomial 522 update, the z. B. includes a new point p3 indicating when theoretical control calculations are updated from the one Steerable Walk polynomial 512 can be switched to the updated virtual steerable path polynomial 522. The computing device 115 Furthermore, the safe driving range 520 update to include the updated steerable path polynomial 522 and the virtual steerable path polynomials 516 . 518 delete that from the vehicle 110 are no longer available. By updating the steerable path polynomial 512 and the virtual steerable path polynomial 522 For example, the computing device 115 may output trajectory updates with high reliability without interruption when viewed from the updated steerable path polynomial 514 to the updated steerable path polynomial 522 surrounded. The computing device may also update the prompt displayed for occupant input, including an updated safe driving range 520 ,

6 is a representation of a traffic scene 600 , which is an example of updating a virtual steering path polynomial 618 based on input from an occupant. In the traffic scene 600 can a vehicle 110 on a lane 604 to be controlled. A computing device 115 in the vehicle 110 may include a steerable path polynomial 614 and a virtual steerable path polynomial 618 which start at the time represented by the point p1. At a time represented by the point p2, the computing device 115 from the steerable path polynomial 614 to the virtual steerable path polynomial 618 switch over as related above 2 discussed. At a time represented by the point p3, the computing device 115 may, for. B. determine that driving the vehicle 110 along the virtual steerable path polynomial 618 not the best way to steer. This may be due to an input from an occupant of a vehicle 606 happen, the z. B. a rotational force or torque on a steering wheel in a direction opposite to the direction in which the vehicle 606 momentarily along the virtual steering path polynomial 618, thereby indicating an intention to abort the lane change maneuver represented by the virtual steerable path polynomial 618. In this case, the computing device 115 Determine that if there is sufficient distance to brake the vehicle 110 remains before the braking distance d behind a second vehicle 606 is reached, a virtual steerable path polynomial 620 by reversing sections of the virtual path polynomial 618 determined to move the vehicle 110 to a trajectory on the lane 604 including switching from the virtual steerable path polynomial 618 to the virtual steerable path polynomial 620 and steer the vehicle along the virtual steerable path polynomial 620 including stopping behind the second vehicle 606 ,

In other cases, an occupant may enter an intention to cancel a lane-changing maneuver based on the occupant's being e.g. B. perceives that the vehicle 606 accelerated or off the lane 604 turns, leaving the vehicle 606 and the braking distance d from the traffic scene 600 be removed. In these cases, the virtual steerable path polynomial 620 the vehicle 110 to a trajectory in the steerable-path polynomial 614 is included, with an updated position on the lane 604 without stopping, by reversing sections of the steerable path polynomial 618 such that the virtual steerable path polynomial 620 is generated, and the vehicle 110 along the virtual steerable path polynomial 620 at the speed and in the direction originally steered on the steerable path polynomial 614.

In other cases, a lane change maneuver can be canceled by changes in traffic on an adjacent lane 628 which occur after the computing device of the steerable path polynomial 614 to the virtual steerable path polynomial 618 has changed to point p2, but before the lane change maneuver is completed at point p4. For example, the computing device 115 may determine that the virtual steerable path polynomial 618 due to changes in traffic on the lane 628 including changes in the trajectories of a third vehicle 624 and / or fourth vehicle 626 , no good steering is more. For example, changes in the trajectories of the third vehicle 624 and / or fourth vehicle 626 that from the computing device 115 over the sensors 116 when driving the vehicle 110 along the virtual steerable path polynomial 618, the computing device 115 cause it to determine that further control the vehicle 110 along the virtual steerable path polynomial 618 to a collision with the third vehicle 624 or fourth vehicle 626 would lead or the vehicle 110 would cause a position on the adjacent lane 628 to take the closer to the third vehicle 624 or fourth vehicle 626 would be as given limits. As with others above related to the 2-5 lane change maneuvers discussed may be a cancellation of a lane change maneuver as symmetrical with respect to adjacent right lanes and adjacent left lanes and with traffic on the adjacent lane being slower or faster than the vehicle 110 is to be understood.

7 is a representation of an interior portion of a vehicle 700 with a view to the future. The vehicle interior 700 includes a prompt indicator 702 , a steering wheel 704 , an occupant control interface 706 , a dashboard 708 to record or hold the prompt display 702 , a steering wheel 704 and a windshield 710 , The prompt indicator 702 can z. A programmable color display located in front of an occupant in a position for controlling a vehicle and behind a steering wheel 704 through which it is visible. The prompt indicator 702 may be used to provide information and requests regarding the steering of the vehicle 700 based on a safe driving range 520 display. Fig. The 8-13 are detailed representations of a prompt display 702 , which shows requests that z. B. can be displayed while the vehicle 700 performs a lane change maneuver.

In addition to or instead of a prompt ad 702 can a vehicle 1700 a prompt front display (HUD) 1712 , as in 17 shown for displaying prompts to an occupant. 17 is a representation of an interior of a vehicle 1700 with a view to the future. The vehicle interior 1700 includes a prompt indicator 1702, a steering wheel 1704 , an occupant control interface 1706 , a dashboard 1708 and a windshield 1710 to which the computing device 115 issues a prompt front view (HUD). 1712 can project. The prompt HUD 1712 may provide the same information to an occupant as in the 8-13 represented by z. B. a safe driving range 1714 , a route request 1716, which is a future location for the vehicle 1700 and maps a maneuvering time, and a steering request 1718 that z. B. maps the steering direction with time indicators displays. In addition, since the prompt HUD 1712 on the windshield 1710 is projected to give a normal view of the real world through the windshield 1710 to enable a real vehicle 1720 through the windscreen 1710 and the prompt HUD 1712 be seen. The prompt HUD 1712 may contain information regarding a safe driving range 1714 with the future position of the vehicle 1700 combine to give a clear indication of the best direction for controlling the vehicle 1700 or in cases where the computing device 115 is the vehicle 1700 controls, to where the computing device goes 115 the vehicle 1700 plans to provide to an occupant. This may be important in cases where an impact is imminent, e.g. To allow the occupant to see that the computing device 115 a safe path for the vehicle 1700 predicts while the lane change maneuver is being executed.

The 8th - 13 are representations of a prompt ad 800 . 900 . 1000 . 1100 . 1200 . 1300 , in which changes of the display are shown, the z. B. can occur while a lane change maneuver is performed. 8th is a representation of a prompt display 800 with a prompt area 802 a prompt area 804, a digital speedometer 806 , an analog speedometer 808, an entertainment system display 810 , a fuel gauge 812, a powertrain display 814 , an odometer display 816 and a time and temperature display 818 , While the prompt display 800 is displayed, can be a vehicle 110 in an autonomous or occupant assisting mode, wherein a computing device 115 the vehicle 110 for periods without input from an occupant can control or the vehicle 110 can be controlled by an occupant. In the prompt message 800 the prompts area 802 includes the message "PLEASE TAKE CONTROL," which instructs an occupant to control the vehicle 110 to begin if he does not already control the vehicle 110. This message is indicated by a steering wheel symbol 820 reinforced in the prompt area 804 is shown. The computing device 115 may prompt an occupant to control a vehicle 110 after determining that a lane change maneuver is needed to maintain a given speed. For example, an occupant may specify speed using an adaptive cruise control program in computing device 115 that attempts to maintain a constant vehicle speed ("cruise control").

9 is a representation of a prompt display 900 wherein the prompt display 902 includes the message "PLEASE OBSERVE STEERING INSTRUCTIONS" instructing the occupant to be in the prompt area 904 to follow the instructions displayed. The prompt area 904 includes a steering wheel symbol 906 that reminds an inmate that the computing device 115 has determined that an occupant is the vehicle 110 should control, and a safer-driving range indicator 908 that is a vehicle symbol 910 and an arrow symbol 912 includes a legend which describes the number of seconds remaining until the end of the maneuvering time t _m and the beginning of the braking time t _s , such. B. in connection with 2 discussed. The safer driving range display 908 includes indicators that instruct an occupant to the vehicle based on colored graphics 110 steer safely and comfortably through a lane change maneuver.

10 is a representation of a prompt display 1000 wherein the prompt area 1004 is the safer drive range display 1008 including a vehicle icon 1010. In this case, the safe driving range indicator will tell 1008 the time course after which an occupant should perform a lane change maneuver by the vehicle symbol 1010 in comparison to the safer driving range display 1008 is displayed larger and the arrow symbol 1012 is provided with a timing indicator (black bar) and a legend, the z. B. indicates that 5 seconds remain until the end of the maneuvering time t _m . 11 is an illustration of a prompt display 1100, where the prompt area 1104 a safer driving range display 1108 including a vehicle symbol 1110 compared to the safer driving range indicator 1108 even larger, and an arrow icon 1112 with two timing indicators (two black bars) and a legend indicating that 3 seconds remain until the end of the maneuvering time t _m , thus providing even greater perceived urgency when executing a lane change maneuver than from the prompt display 1000 is specified.

12 is a representation of a prompt display 1200 wherein the time remaining until the end of the maneuvering path is less than 3 seconds, and wherein the prompting area 1204 is the safer driving range display 1208 including a vehicle symbol 1210 compared to a safer driving range indicator 1208 is shown much larger, and a large arrow symbol 1212 , the Z. In a color such as red and may flash to indicate urgency. This prompt 1200 may represent a last prompt indication that would request an occupant input. If an inmate has not responded to the prompt displays 800, 900, 1000, 1100, 1200, the computing device 115 may cancel the request, e.g. For example, you may no longer be ready to receive occupant input and continue to be controlled in the current mode. The computing device 115 can wait until the next opportunity arises to carry out a lane change maneuver, as will be described below 15 described or in other cases z. B. take control and the vehicle 110 stop. 13 is a representation of a prompt display 1300 which is shown after the successful completion of the lane change maneuver or after the lane change maneuver is canceled. The prompt area 1304 includes a safe driving range 1308 without a vehicle symbol representing an empty lane ahead and a check mark symbol 1312 to identify a successful maneuver.

Again with respect to 7 can the steering wheel 704 further from the computing device 115 used to prompt an occupant to perform a lane change maneuver by giving a haptic output via the steering wheel 704 to prompt an occupant to perform a lane change maneuver, or to indicate an intention to perform a lane change maneuver. A haptic output refers to information that is output to an occupant via the sense of touch. A haptic output can be achieved by applying a force to an object that is being touched by an occupant, in this case a torque or torque acting on a steering wheel 704 of a vehicle 110 is exercised. A haptic output can be used in combination with visual prompts as discussed above in connection with the 8-13 discussed. For example, visual prompts may instruct an occupant to place his hands on the steering wheel to allow a haptic output to be sensed by the occupant. A haptic output can be on a steering wheel 704 z. B. by applying a rotational force or torque on the steering wheel 704 be applied via an electric motor. A haptic output may be a steering direction by applying a torque to the steering wheel 704 in a clockwise or counterclockwise direction, with clockwise torque indicating rightward steering and counterclockwise torque indicating leftward steering.

14 shows two diagrams 1400 . 1402 patterns of haptic output plotted as force in Newton versus time in seconds. The first diagram 1400 shows a first pattern 1404 from three pulses to 3.0 Newton, over a period of 1.0 second as torque or torque on a steering wheel 704 . 1704 be exercised. The second diagram 1402 shows a second pattern 1406 from three pulses to 1.5 Newton, over a period of 1.0 second as torque or torque on a steering wheel 704 . 1704 be exercised. The torque or torque can be applied to the steering wheel 704 . 1704 via an electrical actuator, z. As a motor or a solenoid provided, the or with the steering wheel 704 . 1704 is operatively connected and controlled by the computing device 115 is operated. The first pattern 1404 may be from inmates z. B. be perceived as more urgent than the second pattern 1406 , Inmates can perceive up to ten levels of urgency, as reflected by patterns of haptic output pulses.

Based on the pattern and intensity of the haptic output, one or more patterns of a plurality of patterns of haptic output pulses may be generated by occupants of the vehicle 110 are perceived as low urgency haptic outputs, and one or more patterns of haptic output pulses may be perceived by occupants of the vehicle 110 as high priority haptic issues. The perceived urgency of haptic issues may be e.g. B. be determined by psychophysical experiments using driving simulation. In the in 8-13 example shown may, for. For example, every prompt display 800 . 900 . 1000 . 1100 . 1200 . 1300 with a pattern of haptic output via a steering wheel 704 indicate the steering direction and the urgency with which to steer based on the remaining maneuvering time t _m , as related to 8-13 discussed. By combining the haptic output with the prompt displays 800 . 900 . 1000 . 1100 . 1200 . 1300 can z. For example, the estimated occupant response time for performing lane change maneuvers compared to the prompt displays 800 . 900 . 1000 . 1100 . 1200 . 1300 reduce alone.

18 is an illustration of a flowchart relating to the 1-17 is described, a process 1800 for updating an indication of a predicted route while a lane change maneuver is being performed. The process 1800 may be performed by a processor of the computing device 115 be implemented by, for example, information from sensors 116 used as input and instructions are executed and control signals via the controls 112 . 113 . 114 be sent. The process 1800 includes several steps that are taken in the order disclosed. The process 1800 also includes conversions involving fewer steps, or may include the steps taken in other orders.

The process 1800 starts at step 1802 in which a computing device 115 in a vehicle 110 may indicate a predicted route based on a planned lane change maneuver. The indication of the predicted path may be a safe driving range 908 . 1008 . 1108 include, as related to the 9 . 10 and 11 and the planned lane change maneuver may be on a virtual steerable path polynomial 516 . 518 as related to the 2 - 6 described. At step 1804 can the vehicle 502 begin to perform the lane change maneuver, as in connection with the 2-6 described. At step 1806 can the computing device 115 Determine if the trajectory of the vehicle 110 has changed from a predicted trajectory by inputting data from the sensors 116 as related to above 2 and comparing the input trajectory with the predicted trajectory. If the input trajectory matches the predicted trajectory, the controller goes to step 1808 over, where the computing device 115 can check if the lane change maneuver is completed. Once the lane change maneuver is complete, the process may 1800 end up. If the lane change maneuver is not completed, the computing device returns 115 to step 1806 back to revisit changes in the predicted path.

At step 1806 if the computing device 115 determines that the input trajectory does not match the predicted trajectory, as reflected by the steerable path polynomial 514, e.g. For example, the controller goes to step 1810 wherein the computing device 115 is an updated steerable path polynomial 512 and an updated virtual steerable path polynomial 522 which allows the vehicle 110 to transition to the virtual steerable path polynomial without delay in generating reliable results, as discussed above 2 explained. After step 1810 can at step 1812 the computing device 115 updates the display of the predicted path, e.g. B. can the safe driving range 908 . 1008 . 1108 . 1714 , as related to the 9 - 11 and 17 explained above, for. Based on the updated steerable path polynomial 512 and the updated virtual steerable path polynomial 522 to be updated. The predicted way as from safe driving area 908 . 1008 . 1108 . 1714 may also be updated to reflect changes in traffic on the adjacent lane, as discussed above 15 explained. After step 1812 the controller goes to step 1808 wherein the computing device 115 may check to see if the lane change maneuver is completed. When the lane change maneuver is completed, the process ends 1800 , If the lane change maneuver is not completed, the process returns 1800 to step 1806 back to revisit changes in the predicted path.

19 is an illustration of a flowchart relating to the 1-17 is described, a process 1900 for starting to execute a lane change maneuver based on receiving an intention of an occupant. The process 1900 can by a processor of the computing device 115 be implemented by, for example, information from sensors 116 used as input and instructions are executed and control signals via the controls 112 . 113 . 114 be sent. The process 1900 includes several steps that are taken in the order disclosed. The process 1900 also includes conversions involving fewer steps, or may include the steps taken in other orders.

The process 1900 starts at step 1902 in which a computing device 115 in the vehicle 110 may indicate a request that includes a predicted route from the safe driving area 908 . 1008 . 1108 for example, based on a planned lane change maneuver that is from a plurality of virtual steerable path polynomials 216 . 218 is reproduced, for. B. as related to 2 explained. At step 1904 For example, the computing device may determine the intention of the occupant via input torque or torque on a steering wheel 704 . 1704 or an occupant control interface 706 . 1706 in response to the request, as discussed above 2 explained. The intention of the occupant is not from the computing device 115 at step 1904 can receive the process 1904 to recheck. When the intention of the occupant is received, the process goes on 1900 to step 1906 over, where the computing device 115 performing a lane change maneuver by controlling the vehicle 110 along a virtual steerable path polynomial 216 . 218 as related to above 2 explained, can start.

Computing devices, such as those discussed herein, generally each include instructions that may be executed by one or more computing devices, such as those listed above, and executing blocks or steps of processes described above. For example, the process blocks discussed above may be implemented as computer-executable instructions. Computer-executable instructions may be compiled or interpreted by computer programs constructed using a variety of programming languages and / or techniques including, but not limited to, Java ™, C, C ++, Visual Basic, Java Script, Perl, among others. HTML, etc. In general, a processor (e.g., a microprocessor) receives instructions, e.g. A memory, a computer-readable medium, etc., and executes these instructions, thereby executing one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transferred to files using a variety of computer-readable media. A file in a computing device is generally a collection of data stored in a computer readable medium, such as a storage medium, random access memory, and so on.

A computer-readable medium includes any medium involved in providing data (e.g., instructions) that can be read by a computer. Such a medium may take many forms, including, but not limited to, non-volatile media, volatile media, etc. Non-volatile media include, for example, optical or magnetic disks and other persistent storage. Volatile media include dynamic random access memory (DRAM), which is typically a main memory. Common forms of computer-readable media include, for example, a floppy disk, a film storage disk, a hard disk, a magnetic tape, any other magnetic media, a CD-ROM, a DVD, any other optical media, punched cards, perforated tape, any other physical media with perforated patterns, RAM, PROM, EPROM, FLASH EEPROM, any other memory chip, or any other memory cartridge, or any other medium that can be read by a computer.

All terms used in the claims should have their general and ordinary meanings as understood by those skilled in the art, unless expressly stated otherwise. In particular, the use of the singular items such as "a", "an", "an", "the", "the", "the" etc. is to be construed as giving one or more of the listed items unless , a claim expressly contains an opposite restriction.

The term "exemplary" is used in this document to indicate an example; z. For example, a reference to an "exemplary device" should be read with reference to an example of a device.

The value or result modifying adverb "about" means that a shape, a structure, a measurement, a value, a determination, a calculation, etc., of a precisely described geometry, path, measurement, value, determination, calculation etc. may differ due to defects in materials, machining, manufacture, sensor measurements, calculations, machining time, communication time, etc.

In the drawings, the same reference numerals denote the same elements. Furthermore, some or all of these elements could be changed. With regard to the media, processes, systems, methods, etc. described herein, it should be understood that while the steps of such processes, etc., have been described as occurring in accordance with a particular sequence, such processes could be performed such that the described steps may be performed in a different manner Order to be performed as in the order described here. It will also be understood that certain steps may be performed concurrently, other steps added, or certain steps described herein omitted. In other words, the present descriptions of processes are provided for the purpose of illustrating particular embodiments and are in no way to be construed as limiting the claimed invention.

Claims (15)

Method, comprising: Displaying a predicted route based on a planned lane change maneuver; Executing the lane change maneuver; and while the lane change maneuver is being executed, updating the display of the predicted route based on the lane change maneuver. Method according to Claim 1 wherein displaying the predicted path based on the lane change maneuver includes displaying a predicted position of a vehicle at the end of a lane change maneuver. Method according to Claim 2 wherein updating the display of the predicted path includes updating the predicted position of the vehicle at the end of the maneuver based on the lane change maneuver. Method according to Claim 3 wherein updating the indication of the predicted path includes updating a safe driving range. Method according to Claim 1 wherein updating the indication of the predicted path is based on an input via a steering wheel by an occupant. Method according to Claim 1 wherein determining the lane change maneuver includes adjusting a vehicle trajectory to vehicle traffic on the adjacent lane. Method according to Claim 6 wherein adjusting the vehicle trajectory to the vehicle traffic on the adjacent lane includes adjusting one or more of the vehicle position, vehicle speed, and vehicle direction to vehicle traffic on the adjacent lane. Method according to Claim 6 wherein adjusting the vehicle trajectory to vehicle traffic on the adjacent lane includes determining vehicle position, vehicle speed and vehicle direction for one or more vehicles in vehicle traffic on the adjacent lane. Method according to Claim 1 wherein performing the lane change maneuver includes controlling a vehicle after determining the intention of the occupant based on an input via a steering wheel by an occupant. Method according to Claim 9 wherein determining the intention of the occupant includes determining a direction and a time. Method according to Claim 4 wherein updating the lane change maneuver includes determining a virtual steerable path polynomial. Method according to Claim 11 , wherein the virtual steerable path polynomial is based on Bezier curves. Method according to Claim 12 wherein the virtual steerable path polynomial is determined based on lateral acceleration constraints. Method according to Claim 1 wherein the predicted route display is updated several times while the lane change maneuver is being executed. A system comprising a computer programmed to perform the method of any one of Claims 1 - 14 perform.

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