DE102023201699A1 - Method for determining an overlap value, method for checking an area of interest, method for checking a predetermined course of a lane, method for checking an object detection probability and control device - Google Patents

Abstract

A method for determining an overlap value representative of how far an area of interest (50) located at least partially on a first lane (34) in the direction of travel in front of a motor vehicle (20) overlaps a predetermined coverage area (70, 72, 82) is provided. The method comprises: receiving position data representative of a vehicle position of the motor vehicle (20); determining a reference point position of at least a first reference point (44) from a series of first reference points (44) along the first lane (34), the first reference points (44) being representative of a first course (40) of the first lane (34), depending on the position data using a lane lookup table in which the reference point positions are assigned to the first reference points (44); receiving ROI data representing the area of interest (50) extending in the direction of travel from the determined first reference point (44); and determining the overlap value depending on the given coverage area (70, 72, 82) and the ROI data.

Description

The invention relates to a method for determining an overlap value, a method for checking an area of interest, a method for checking a predetermined course of a lane, a method for checking an object detection probability, and a control device.

An automatic emergency braking system (Advanced Emergency Braking System (AEBS)), such as described in the unpublished patent application EN 102022212890.7 is used to avoid or mitigate collisions in an autonomous motor vehicle. The autonomous motor vehicle can, for example, be a transport vehicle, for example a passenger transport vehicle. For example, the autonomous motor vehicle can be a means of mass transportation. In this context, the autonomous motor vehicle can, for example, be referred to as a “Group Rapid Transport (GRT) vehicle”. The motor vehicle can, for example, be configured such that, with a few exceptions, it essentially drives in one lane of a roadway, whereby the roadway can be reserved for the autonomous motor vehicle and other similar motor vehicles, for example other GRTs. In this context, the roadway can be referred to as a “segregated lane”. The autonomous motor vehicle can accordingly be configured such that it does not drive on any lanes other than those reserved for these types of motor vehicles. The exceptions can include, for example, bus stops, parking spaces or charging stations.

In an AEBS method underlying the AEBS system, an area of interest, also known as a region of interest (ROI), can be determined, among other things. The area of interest can be determined in particular in such a way that it is located on the road in the direction of travel in front of the motor vehicle. Furthermore, the area of interest can be determined in such a way that it is highly likely that an object that is not in the area of interest does not pose a danger to the motor vehicle. To avoid a collision, it is then only necessary to check whether an object that could pose a danger is in the area of interest or not. Areas outside the area of interest, on the other hand, do not have to be checked for the presence of objects that could pose a danger. If there are one or more objects in the area of interest that could pose a danger to the motor vehicle, braking, in other words deceleration, for example an emergency brake, of the motor vehicle can be initiated in such a way that a collision between the motor vehicle and the object can be avoided or at least reduced.

For the AEBS method, it is therefore particularly important that the region of interest is determined accurately. The region of interest can normally be determined based on position, for example as in the unpublished patent application DE10 2022 212 875.3 described, the normal case being characterized by the fact that the autonomous motor vehicle knows which lane of the road it is driving on and/or that no special driving maneuver, such as turning or stopping, has been initiated by the autonomous motor vehicle. The position-based determination of the area of interest has the advantage that the area of interest can be determined in such a way that it follows the course of the road, in particular the corresponding lane, particularly precisely.

However, in the case of a particular driving maneuver, such as turning or stopping, the position-based determination of the region of interest may not produce a sufficiently good result. In this case, a speed-based determination of the region of interest, for example as in the unpublished patent application EN 102022212896.6 described will help to identify the area of interest accurately and appropriately.

To ensure that the region of interest is determined accurately and sufficiently, it would be desirable to have a method by which the region of interest and/or the method by which the region of interest is determined can be checked. Should this check result in the region of interest and/or the method for determining the region of interest being insufficient and/or inaccurate, the method can subsequently be adjusted and/or changed so that better results can subsequently be achieved.

If the area of interest is determined depending on the speed of the motor vehicle, the same or at least a similar procedure could be used to check whether a speed profile followed by the speed of the motor vehicle when driving on the corresponding lane is suitable for the corresponding lane or not.

Assuming that the area of interest is determined accurately and sufficiently, It would be desirable to have a method by means of which it can be checked whether the course of the lane on which the motor vehicle is driving is suitable for the desired speed profile or not.

If, when checking whether an object that may be a danger to the motor vehicle is located in the area of interest, a collision time period is determined that elapses until the motor vehicle collides with the object, it would be desirable to have a method by means of which it can be checked whether the determined collision time period is too long or appropriate, and accordingly whether a method for determining the collision time period, as for example in the unpublished patent application EN 10 2022 212 888.5 described, accurate and/or appropriate or not.

Furthermore, it would be desirable to have a test value and a method for determining the test value that can serve as a measure for checking the region of interest, the speed profile, the course of the lane and/or the collision time duration and by means of which the corresponding methods can be checked, this test value being referred to hereinafter as the overlap value.

It is therefore an object of the invention to provide a method for determining an overlap value, by means of which an area of interest, a speed profile, a course of a lane of a roadway and/or a collision time period that elapses until a motor vehicle collides with an object in the area of interest, and/or one or more of the methods for determining the area of interest, the speed profile, the course of the lane or the collision time period can be checked.

Furthermore, it is an object of the invention to provide a method for checking the region of interest which can be carried out simply and accurately and/or by means of which the speed profile of the motor vehicle can be checked and/or determined.

Furthermore, it is an object of the invention to provide a method for checking the course of the lane which can be carried out simply and accurately and/or which can help to adapt and/or determine the course.

Furthermore, it is an object of the invention to provide a method for checking the collision time duration which can be carried out simply and accurately and/or which can contribute to checking a method for checking the collision time duration.

Furthermore, it is an object of the invention to provide an analysis device which carries out one or more of the methods according to the invention.

These objects are achieved by the subject matter of the independent claims. Further embodiments of the invention emerge from the dependent claims and from the following description.

One aspect of the invention relates to a method for determining an overlap value that is representative of how far an area of interest that is at least partially located on a first lane in the direction of travel in front of a motor vehicle overlaps a predetermined coverage area. The method comprises: receiving position data that are representative of a vehicle position of the motor vehicle; determining a reference point position of at least a first reference point from a series of first reference points along the first lane, the first reference points being representative of a first course of the first lane, depending on the position data using a lane lookup table in which the reference point positions are assigned to the first reference points; receiving ROI data that represent the area of interest that extends from the determined first reference point in the direction of travel; and determining the overlap value depending on the predetermined coverage area and the ROI data.

One aspect of the invention relates to a method for checking the region of interest which is located at least partially on the first lane in the direction of travel in front of the motor vehicle. The method comprises: determining the overlap value as described above and/or below; determining whether a predetermined condition is met, depending on the overlap value; classifying the region of interest as insufficient if the predetermined condition is not met; and classifying the region of interest as sufficient if the predetermined condition is met.

One aspect of the invention relates to a method for checking the first course of the first lane on which the motor vehicle is located. The method comprises: determining the overlap value, as explained above and/or below; determining whether a predetermined condition is met, depending on the overlap value; classifying the first course as inadequate if the specified condition is not met; and classifying the first course as adequate if the specified condition is met.

One aspect of the invention relates to a method for checking the collision time duration that elapses until the motor vehicle collides with an object in the area of interest in the direction of travel in front of the motor vehicle, the method comprising: determining the overlap value as explained above and/or below; determining whether a predetermined condition is met, depending on the overlap value; classifying the collision time duration as too long if the predetermined condition is not met; and classifying the collision time duration as not too long if the predetermined condition is met.

One aspect of the invention relates to an analysis device comprising: a storage unit for storing the position data, the ROI data, the lane lookup table and one or more of the overlap values; and a processor configured to execute one or more of the methods mentioned above.

If the predefined coverage area is a first coverage area on the first lane and is covered by the motor vehicle at least briefly during its journey, the predefined condition can be, for example, that the overlap value is greater than a first threshold value. If the predefined coverage area is a second coverage area that corresponds to a second lane directly next to the first lane, the predefined condition can be, for example, that the overlap value is smaller than a second threshold value. The fact that the second lane is “directly” next to the first lane means, for example, that there is no further lane between the first and second lanes. If the predefined coverage area is a third coverage area in which infrastructure is located, directly next to a roadway that has the first lane, the predefined condition can be, for example, that the overlap value is smaller than a third threshold value.

The position data and/or the ROI data may be received by a unit that executes the method. The unit may, for example, be a processor of an analysis device that receives the position data from a storage unit of the analysis device or from a device external to the analysis device. The lane lookup table may, for example, be stored on the storage unit or the external device and received by the processor.

The vehicle position can, for example, refer to a position of a center point of a front of the motor vehicle, a center of a front axle of the motor vehicle or a center of gravity of the motor vehicle. The vehicle position can, for example, be specified by coordinates in a predetermined coordinate system or by longitude and latitude. The coordinates or longitude and latitude can be encoded in the position data. The vehicle position can, for example, be a current vehicle position of the motor vehicle. If the method is processed based on historical data or in the course of a simulation, the current position of the motor vehicle can refer to the position at which the motor vehicle was located when the corresponding data was recorded or at which the motor vehicle was located in the corresponding simulation at the corresponding time. In other words, in this context the term “current” is not to be understood as absolute, but relative, in particular relative to the execution of the method or simulation.

The first reference point can, for example, be the reference point whose reference point position is closest to the vehicle position. The reference point positions of the reference points can, for example, be specified by GPS coordinates in the lane lookup table. The reference point positions and optionally the reference points can be provided with indices in the lane lookup table and ordered accordingly. For example, the lane lookup table can have an index for each reference point and a reference point position of the reference point assigned to the index, for example within a row of the lane lookup table. An order of the indices can correspond to an order of the reference points on the lane in the real world. In addition, the lane lookup table can have lane orientations that are assigned to the corresponding reference points and that are representative of how the lane is oriented at the respective reference point. If necessary, the lane orientation can be specified, for example, as an absolute lane angle, for example in relation to one or more cardinal directions. Additionally or alternatively, the lane lookup table may include lane lengths associated with the corresponding reference points that are representative of how long the lane is starting from a starting point of the corresponding lane at the respective reference point.

The motor vehicle can, for example, have a separate lane lookup table for each lane in which the motor vehicle is moving, so that the motor vehicle can determine the area of interest in each lane based on its position. The corresponding lane lookup tables can be stored in the motor vehicle, for example in the memory unit of the motor vehicle's control unit, or made available to the motor vehicle via a communication connection, for example via the Internet.

The lane lookup tables can be created in advance depending on the real lanes by measuring the corresponding lanes and extracting the relevant measurement results and storing them in the corresponding lane lookup tables. Alternatively, the lane lookup tables can be created when planning the corresponding lane and checked using the procedure for checking the first course of the first lane. The lane lookup tables can also contain information about one or more curves, such as corresponding curvature data, for example in the form of the lane orientations associated with the corresponding reference points.

The area of interest can also be referred to as the "region of interest", or "ROI" for short. The area of interest can be the area of the road that the motor vehicle is likely to drive over in the near future. In this case, the area of interest is in the same lane of the road as the motor vehicle. The area of interest can be determined based on position or speed.

The fact that the area of interest is determined on a position-based basis means that the area of interest is essentially determined depending on the position data. This can mean in particular that other data can also be taken into account in the position-based determination of the area of interest, such as the lane of the road on which the motor vehicle is currently traveling, a shape of the motor vehicle and/or a width of the area of interest to be determined. The fact that the area of interest is determined on a position-based basis can, however, also mean that the area of interest is determined at least partially depending on the speed of the motor vehicle, with the speed in the position-based determination of the area of interest merely serving as a supplement, for example to restrict the area of interest determined depending on the position data, for example with regard to its length.

The fact that the region of interest is determined on a speed-based basis means that the region of interest is determined essentially depending on the speed data. In particular, this can mean that other data can also be taken into account in the speed-based determination of the region of interest, such as a yaw rate of the motor vehicle, the shape of the motor vehicle and/or the width of the region of interest to be determined.

The region of interest, in particular the ROI data, can be obtained, for example, according to one of the methods described in the unpublished patent applications EN 102022212875 .3 and EN 102022212896.6 described, are determined in a position-based or speed-based manner, respectively. Checking the region of interest can be used to check the method by which the region of interest was determined. If the region of interest is deemed inadequate, the method for determining the region of interest can also be deemed inadequate. If the region of interest is deemed adequate, the method for determining the region of interest can also be deemed adequate.

If the region of interest is determined in the course of a method for avoiding a collision between the motor vehicle and the object, for example in the course of the AEBS method mentioned in the introduction, and represents a central component of this method, checking the region of interest can be used to check the method for avoiding the collision. In other words, the method for avoiding the collision can be checked by checking whether the region of interest is insufficient or sufficient.

If the region of interest is determined depending on the speed of the motor vehicle, the method for checking the region of interest can be used to check whether the speed of the motor vehicle at its current position is too high or too low for the first course of the first lane. For example, if the region of interest is classified as insufficient, the speed can be classified as too high. In contrast, if the region of interest is classified as sufficient, the speed can be classified as not too high. In this context, a speed speed profile of the motor vehicle on the first lane can be determined, checked and/or adjusted, in particular by checking whether the speed of the motor vehicle is too high or too low at a representative number of vehicle positions along the first course of the first lane. The representative number of vehicle positions can, for example, correspond to a number of first reference points that describe the first course.

The method for checking the first course of the first lane can be used when planning the construction of the roadway, in particular the first lane, to check whether the first course, in particular a first planned course, of the first lane is suitable for the motor vehicle at the planned speeds, i.e. for the planned speed profile.

Checking the collision time duration can be used to check a method by which the collision time duration was determined. If the area of interest is classified as insufficient, the method for determining the collision time duration can also be classified as insufficient. If the area of interest is classified as sufficient, the method for determining the collision time duration can also be classified as sufficient. If different time durations are determined depending on different traffic situations, for example as in EN 10 2022 212 888.5 described, these different time periods and/or the methods for determining the corresponding time periods can be checked, for example one after the other.

The speed of the motor vehicle can, for example, be a current speed of the motor vehicle. If one or more of the methods are processed based on historical data or in the course of a corresponding simulation, the current speed of the motor vehicle can refer to the speed that the motor vehicle had when the corresponding data was recorded or that the motor vehicle had in the corresponding simulation at the corresponding time. In other words, in this context the term "current" is not to be understood as absolute, but rather relative, in particular relative to the execution of the corresponding method or simulation.

The speed may refer to the speed of a geometric center of the motor vehicle. The speed may be in the form of a speed vector whose direction is representative of a current direction of movement of the motor vehicle. Alternatively or additionally, the speed may be in the form of a lateral speed and a longitudinal speed of the center, where the current direction of movement can be determined from the lateral speed and the longitudinal speed. A longitudinal axis of the motor vehicle may pass through the center.

The motor vehicle may, for example, be an autonomous motor vehicle. The autonomous motor vehicle may, for example, be a transport vehicle, for example a passenger transport vehicle. For example, the motor vehicle may be a means of mass transportation. In this context, the motor vehicle may, for example, be referred to as a “Group Rapid Transport (GRT) vehicle”, or “GRT” for short. The motor vehicle may, for example, be configured such that, with a few exceptions, it essentially drives on the roadway, whereby the roadway may be reserved for the motor vehicle and other similar motor vehicles, for example other GRTs. In this context, the roadway may be referred to as a “segregated lane”. The motor vehicle may accordingly be configured such that it does not drive on any other lanes apart from the lanes reserved for these types of motor vehicles. The exceptions may, for example, include stops, parking spaces or charging stations.

The roadway can have the first lane for a first direction of travel and a second lane for a second direction of travel, which is, for example, opposite to the first direction of travel. The first and second lanes can form one roadway or be parts of the same roadway. The motor vehicle normally moves in one of the two lanes, whereby it is assumed below that the motor vehicle normally moves in the first lane and only deviates from the first lane in special cases. The motor vehicle or another similar motor vehicle can travel in the second lane in the same direction as in the first lane or in the opposite direction.

According to one embodiment, the method for determining the overlap value comprises: receiving speed data that are representative of a speed of the motor vehicle; determining a safety distance that the motor vehicle must have from an object in the area of interest in order to be able to brake in time before the object so that a collision of the motor vehicle with the object can be avoided, depending on the speed of the motor vehicle; and determining the overlap value, depending on the safety distance. The Safety distance extends, for example, from the motor vehicle forwards in the direction of travel, in particular starting from the vehicle position. A position and optionally a type of object can be encoded in object data, for example. The object data can be stored, for example, on the storage unit or the external device and received by the unit that processes the method, for example the processor. The object data can, for example, be as in the unpublished patent application EN 10 2022 212 874.5 described.

The speed data can be generated by a speed sensor arranged in the motor vehicle and stored in the form of historical data on the storage unit or the external device. Alternatively, the speed data can be specified and stored when planning the speed profile. The speed data can then be received by the processor. Alternatively, the speed data can be generated during a simulation.

According to one embodiment, the safety distance is determined by determining, depending on the speed data, a collision time period that elapses until the motor vehicle collides with the object, and by determining the safety distance depending on the collision time period and the speed of the motor vehicle.

According to one embodiment, the overlap value is determined as a function of the safety distance by determining a safety line which is spaced from the vehicle position by the safety distance and which is perpendicular to a center line of the area of interest which runs at least partially in the direction of travel, by determining an overlap width of a part of the coverage area which the safety line overlaps, and by determining the overlap value as a function of the determined overlap width.

According to one embodiment, the predetermined coverage area is on the first lane and is covered by the motor vehicle at least briefly when traveling. The predetermined coverage area can be referred to in this context as the first coverage area. The first coverage area can be the area on the first lane that the motor vehicle will cover when traveling on the first lane starting from the current position. Alternatively, the first coverage area can be the area on the first lane that the motor vehicle will cover in total when traveling on the first lane. The first coverage area can thus extend over the entire length of the first lane.

According to one embodiment, the overlap value is determined as a first ratio of the overlap width of the overlapped part of the coverage area to a width of the coverage area at an intersection of the safety line with an edge of the coverage area. The larger this first ratio, the greater the coverage of the first coverage area by the area of interest. A large first ratio is desirable because it means that the area of interest fits very well with the first coverage area and thus with the first lane on which the motor vehicle is located. In this context, the first ratio can be classified as sufficient if it is greater than the predetermined first threshold value. In other words, a large first ratio, in particular one that is greater than the first threshold value, means that the area of interest fits the first lane and/or has been determined appropriately or accurately. This helps to ensure that all objects in the first lane that may pose a danger to the motor vehicle are in the area of interest and can be recognized as a danger. Thus, if the first ratio is large, it can be concluded that the region of interest has been accurately determined, that the collision time and thus the safety distance have been accurately determined, that the course of the first lane is suitable for the speed of the motor vehicle and/or that the speed, generally the speed profile of the motor vehicle in the first lane, is suitable for the first course of the first lane.

According to one embodiment, the method for determining the overlap value comprises: receiving yaw data representative of a yaw angle of the motor vehicle when traveling on the first lane at successive points in time; determining a plurality of base areas that the motor vehicle will cover on the first lane at these points in time, depending on a width and a length of the motor vehicle and depending on the corresponding yaw angles, determining corner points of the base areas that do not lie in one or more of the other base areas; connecting the corner points of successive base areas by means of connecting lines; and specifying the determined base areas and connecting areas enclosed by the connecting lines and the determined base areas as the coverage area, in particular the first coverage area.

The yaw data may be generated by a gyroscope arranged in the motor vehicle and stored in the form of historical data on the storage unit or the external device. Subsequently, the yaw data may be received by the processor. Alternatively, the yaw data may be generated during a simulation.

According to one embodiment, the coverage area corresponds to the second lane directly adjacent to the first lane, the coverage area in this context being the second coverage area.

According to one embodiment, the overlap value is determined as a second ratio of the overlap width of the overlapped part of the coverage area to a width of the second lane. Since the second coverage area corresponds to the second lane, the width of the second coverage area corresponds to the width of the second lane. The smaller the second ratio, the smaller the coverage of the second coverage area by the area of interest. A small second ratio is desirable because it means that the area of interest covers the second coverage area and thus the second lane very little, ideally not at all. This helps to avoid an object, for example another motor vehicle located in the second lane, being located in the area of interest and being incorrectly classified as a danger to the motor vehicle in the first lane. Thus, with a small second ratio, it can be concluded that the area of interest was accurately determined, that a second course of the second lane is suitable for the speed of the motor vehicle and/or that the speed is suitable for the second course of the second lane. In this context, the second ratio can be classified as sufficient if it is smaller than a given second threshold.

According to one embodiment, the predetermined coverage area is directly next to the roadway that has the first lane and has an infrastructure. The predetermined coverage area in this context is the third coverage area. The roadway can have the second lane next to the first lane, in which case the third coverage area with the infrastructure is located on a side of the first lane facing away from the second lane. The infrastructure can be, for example, a traffic sign, a guard rail, a guide post, a street lamp, a tree or a traffic light.

According to one embodiment, the overlap value is determined as a third ratio of the overlap width of the overlapped part of the coverage area to a width of the motor vehicle. The smaller this third ratio, the smaller the coverage of the third coverage area by the area of interest. A small third ratio is desirable because it means that the area of interest covers very little, ideally not at all, the third coverage area in which the infrastructure is located. This helps to avoid the infrastructure being recognized as being in the area of interest and being falsely classified as a danger to the motor vehicle. Thus, with a small third ratio, it can be concluded that the area of interest has been accurately determined, that a location of the infrastructure is suitable for the speed of the motor vehicle and/or that the speed is suitable for the location of the infrastructure. In this context, the third ratio can be classified as sufficient if it is smaller than a predetermined third threshold.

It is to be understood that features of the method as described above and below may also be features of the analysis device and vice versa.

• 1 zeigt ein Ausführungsbeispiel eines Kraftfahrzeugs.
• 2 zeigt eine Draufsicht auf eine beispielhafte Fahrbahn, auf der das Kraftfahrzeug fährt, und auf einen interessierenden Bereich auf einer ersten Fahrspur der Fahrbahn vor dem Kraftfahrzeug.
• 3 zeigt mehrere beispielhafte Grundflächen, die nacheinander von dem Kraftfahrzeug bedeckt werden.
• 4 zeigt ein Beispiel eines ersten Abdeckungsbereichs, der anhand der Grundflächen gemäß 3 ermittelt wird.
• 5 zeigt eine Draufsicht auf die Fahrbahn, das Kraftfahrzeug, auf ein Beispiel eines interessierenden Bereichs auf der ersten Fahrspur vor dem Kraftfahrzeug und auf ein Beispiel eines ersten Abdeckungsbereichs.
• 6 zeigt eine Draufsicht auf die Fahrbahn, auf das Kraftfahrzeug, auf ein Beispiel eines interessierenden Bereichs vor dem Kraftfahrzeug und auf ein Beispiel eines zweiten Abdeckungsbereichs.
• 7 zeigt eine Draufsicht auf die Fahrbahn, auf das Kraftfahrzeug, auf ein Beispiel eines interessierenden Bereichs vor dem Kraftfahrzeug und auf ein Beispiel eines dritten Abdeckungsbereichs.
• 8 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Ermitteln eines Überlappungswerts, der repräsentativ dafür ist, wie weit einer der interessierenden Bereiche einen der vorgegebenen Abdeckungsbereiche überlappt.
• 9 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Ermitteln des ersten Abdeckungsbereichs.
• 10 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Überprüfen eines der interessierenden Bereiche.
• 11 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Überprüfen eines ersten Verlaufs der ersten Fahrspur.
• 12 zeigt ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Überprüfen einer Kollisionszeitdauer, die vergeht, bis das Kraftfahrzeug mit einem Objekt in einem der interessierenden Bereiche kollidiert.
• 13 zeigt ein Ausführungsbeispiel einer Analysevorrichtung mit einer Speichereinheit und einem Prozessor.

In the following, embodiments of the invention are described in detail with reference to the accompanying figures.

• 1 shows an embodiment of a motor vehicle.
• 2 shows a plan view of an exemplary roadway on which the motor vehicle is traveling and of an area of interest on a first lane of the roadway in front of the motor vehicle.
• 3 shows several exemplary areas that are successively covered by the motor vehicle.
• 4 shows an example of a first coverage area, which is determined based on the base areas according to 3 is determined.
• 5 shows a plan view of the roadway, the motor vehicle, an example of a region of interest in the first lane in front of the motor vehicle, and an example of a first coverage area.
• 6 shows a plan view of the roadway, of the motor vehicle, of an example of an area of interest in front of the motor vehicle and of an example of a second coverage area.
• 7 shows a plan view of the roadway, of the motor vehicle, of an example of an area of interest in front of the motor vehicle and of an example of a third coverage area.
• 8 shows a flowchart of an embodiment of a method for determining an overlap value that is representative of how far one of the regions of interest overlaps one of the predetermined coverage areas.
• 9 shows a flowchart of an embodiment of a method for determining the first coverage area.
• 10 shows a flowchart of an embodiment of a method for checking one of the regions of interest.
• 11 shows a flow chart of an embodiment of a method for checking a first course of the first lane.
• 12 shows a flow chart of an embodiment of a method for checking a collision time period that elapses until the motor vehicle collides with an object in one of the areas of interest.
• 13 shows an embodiment of an analysis device with a memory unit and a processor.

The reference symbols used in the figures and their meaning are listed in summary form in the list of reference symbols. In principle, identical or similar parts are provided with the same reference symbols.

1 shows an embodiment of a motor vehicle 20. The motor vehicle 20 can, for example, be an autonomous motor vehicle 20. The motor vehicle 20 has a passenger cabin 21 for accommodating one or more passengers (not shown), a door 22 for entering or exiting the passenger cabin 21, wheels 23 for moving the motor vehicle 20, a braking device 24 for braking, in other words decelerating, the motor vehicle 20, and a control unit 25 for operating the motor vehicle 20. The motor vehicle 20 can be configured such that both the wheels 23 on a front axle of the motor vehicle 20 and the wheels 23 on a rear axle of the motor vehicle 20 are steerable, in particular pivotable relative to the corresponding axle. The motor vehicle 20 can, for example, be an autonomous transport vehicle, for example an autonomous passenger transport vehicle. For example, the motor vehicle 20 can be an autonomous mass transit vehicle. In this context, the motor vehicle 20 can, for example, be referred to as a “Group Rapid Transport vehicle” (“GRT” for short).

The motor vehicle 20 can, for example, be configured so that, with a few exceptions in which special driving maneuvers are necessary or at least carried out, it essentially travels on a predetermined roadway 32 (see 2 ). The lane 32 can be reserved for the motor vehicle 20 and other similar motor vehicles 20, for example other GRTs. In this context, the lane 32 can be referred to as a "segregated lane". The motor vehicle 20 can accordingly be configured such that it does not drive on any lanes other than the lanes 32 reserved for this type of motor vehicle. The exceptions can include, for example, stops, parking spaces or charging stations.

The control unit 25 can, for example, comprise or form a vehicle control system of the motor vehicle 20. The control unit 25 has a first memory unit 26 for storing data and a first processor 27 for processing the data. The control unit 25 can be communicatively coupled to an external unit (not shown) for retrieving and/or receiving sensor data, position data, speed data and/or other data, for example via the Internet to a server on which the corresponding data is stored.

The control unit 25 may be configured to avoid or reduce a collision of the motor vehicle 20 traveling on the roadway 32 with an object 50 (see 4 ). In this context, the first storage unit 26 serves to store sensor data, in particular radar data and/or lidar data, position data, speed data and/or one or more time threshold values, and the first processor 27 is configured in this context to process a method for avoiding or reducing the collision of the motor vehicle 20 traveling on the roadway 32 with the object 50.

The control unit 25 may be configured to generate a control signal for braking the motor vehicle 20, wherein the control signal is representative of the braking of the motor vehicle 20. In particular, the control signal may be configured such that the braking device 24 initiates the braking of the motor vehicle 20 in response to receiving the control signal. The braking device 24 may be hardware that communicates with the control unit 22 and with mechanical and/or hydraulic brakes (not shown) of the motor vehicle 20. Alternatively, the Braking device 24 can be implemented as software and processed by the control unit 22.

2 shows a plan view of an exemplary roadway, in particular of the roadway 32 on which the motor vehicle 20 is traveling, and of an area of interest 50 on a first lane 34 of the roadway 32 in front of the motor vehicle 20. From 2 1 shows that the motor vehicle 20 has a width 30. The roadway 32 can, for example, have the first lane 34 and a second lane 36 adjacent to the first lane 34, which are separated from one another by a center line 35. For example, the first lane 34 can be provided for a first direction of travel of the motor vehicle 20, and the second lane 36 can be provided for a second direction of travel of the motor vehicle 20. Alternatively, each of the lanes 34, 36 can be traveled by the motor vehicle 20 in both directions. For example, the motor vehicle 20 can be a first motor vehicle 20 that can move in both directions on the first lane 34, and a second motor vehicle (not shown) can move in both directions on the second lane 36. Normally, the motor vehicle 20 moves on one of the two lanes 34, 36, whereby it is assumed below that the motor vehicle 20 normally moves forward in the first lane 34 in the direction of travel and only deviates from the first lane 34 in special cases. In particular, the motor vehicle 20 can move on the first lane 34 at a speed and direction corresponding to a speed vector 48.

Reference points 44, 46 can be representative of a course 40, 42 of the corresponding lane 34, 36. For example, first reference points 44 can be representative of a first course 40 of the first lane 34 and/or second reference points 46 can be representative of a second course 42 of the second lane 36. For example, the reference points 44, 46 can be positioned along a center of the corresponding lane 34, 36.

The reference points 44, 46 can be assigned reference point positions, for example in the form of GPS coordinates, for example in a lane lookup table. The reference point positions and optionally the reference points 44, 46 can be provided with indices in the lane lookup table and ordered accordingly. For example, the lane lookup table can have an index for each reference point 44, 46 and a reference point position of the reference point 44, 46 assigned to the index, for example within a row of the lane lookup table. An order of the indices can correspond to an order of the reference points 44, 46 on the corresponding lane 34, 36 in the real world, wherein the length of the corresponding lane 34, 36 up to the corresponding reference point 44, 46 increases from reference point 44, 46 to reference point 44, 46. The length of the corresponding lane 34, 36 up to the corresponding reference point 44, 46 can then also be specified as the number of reference points 44, 46, taking into account the distance between the reference points 44, 46.

The reference point positions can each be specified in a two-dimensional coordinate system in the form of an X and a Y coordinate, wherein the coordinates can be stored in the lane lookup table. In addition, for each of the reference points 44, 46, an orientation of the corresponding lane 34, 36, in other words a lane orientation, at the corresponding reference point 44, 46 can be specified in the lane lookup table as an angle and assigned to the corresponding reference point 44, 46. The coordinate system can be, for example, a proprietary coordinate system or a real-world coordinate system, wherein the vehicle position of the motor vehicle 20 and the reference point positions are either specified in the same coordinate system or are transferred to the same coordinate system.

The motor vehicle 20 can, for example, have a separate lane lookup table for each lane 34, 36 on which the motor vehicle 20 moves, so that the motor vehicle 20 can determine the area of interest 50 on a position-based basis in each lane 34, 36. The corresponding lane lookup tables can be stored in the motor vehicle 20, for example in the first memory unit 26 of the control unit 25, or made available to the motor vehicle 20 via a communication connection, for example via the Internet. The lane lookup tables can be created in advance depending on the real lanes 34, 36, for example by measuring the corresponding lanes 34, 36 and extracting the relevant measurement results and storing them in the corresponding lane lookup tables. The lane lookup tables can also have information about one or more curves, for example corresponding curvature data.

The control unit 22 can be configured to determine the region of interest 50, which is located in the direction of travel in front of the motor vehicle 20, for example in the first lane 34, in a position-based manner, for example according to the method described in the unpublished patent application EN 102022212875 .3 described methods for position-based determination of the object of interest Area 50. The area of interest 50 can also be referred to as a "region of interest" (ROI). The area of interest 50 can be the area of the roadway 32 that the motor vehicle 20 is likely to drive over in the near future. In this case, the area of interest 50 is located on the same lane 34, 36 of the roadway 32 as the motor vehicle 20. A length of the area of interest 50 can be fixed or determined depending on the speed of the motor vehicle 20.

The region of interest 50 can be determined, for example, depending on position data that are representative of a current vehicle position of the motor vehicle 20. The position data can be generated by a position sensor (not shown), for example a GPS receiver (not shown), of the motor vehicle 20, transmitted to the control unit 25 and received by the control unit 25. The position data can also be representative of an orientation of the motor vehicle 20, in other words a vehicle orientation. In particular, the position data can have orientation data that are representative of the vehicle orientation of the motor vehicle 20. The orientation data can be generated, for example, by means of an orientation sensor, a magnetic sensor, for example a compass, GPS, and/or by means of an inertial measurement unit (IMU) (not shown), transmitted to the control unit 25 and received by the control unit 25. The vehicle orientation can be specified, for example, as a yaw angle, for example as an absolute yaw angle. Thus, the orientation data may include one or more yaw angles of the motor vehicle along the first course 40 of the first lane 34. The absolute yaw angle may be specified, for example, with reference to one or more of the cardinal directions or in a proprietary reference system of the control unit 25 and/or the motor vehicle 20. In this context, the first storage unit 26 may be configured to store the position data and/or the lane lookup table.

The lane lookup table is assigned to the first lane 34 in this embodiment, with corresponding reference point positions being assigned to the first reference points 44 in the lane lookup table. In this context, the first processor 27 can be configured to execute the method for position-based determination of the region of interest 50. Optionally, at least one further lane lookup table can be stored on the first storage unit 26, in which corresponding reference point positions are assigned to the second reference points 46.

In this description, the vehicle position basically refers to a center of a front axle of the motor vehicle 20. In an alternative embodiment, the vehicle position can refer, for example, to a position of a center point of a front of the motor vehicle 20 or to a center of gravity of the motor vehicle 20. The vehicle position can be specified, for example, by coordinates in a predetermined coordinate system or by longitude and latitude. The coordinates or longitude and latitude can be encoded in the position data.

The control unit 25 may be configured to determine the region of interest 50 based on speed, for example according to the method described in the unpublished patent application EN 102022212896.6 described method for speed-based determination of the region of interest 50. In this context, the first storage unit 26 serves to store position data and/or speed data, and the first processor 27 is configured in this context to process the method for speed-based determination of the region of interest 50. The speed data can be generated by a speed sensor (not shown) arranged in the motor vehicle 20, transmitted to the control unit 25 and received by the control unit 25. Alternatively, the speed data can be retrieved from the first storage unit 26 of the motor vehicle 20. Alternatively, the speed data can be determined and/or specified when planning a speed profile for the motor vehicle 20 for the first lane 34 and stored. The speed data can be obtained from the first control unit 25 and/or from an analysis device 90 explained below (see 13 ) can be received.

The control unit 22 can be configured to determine a time period, in particular a collision time period, that elapses until the motor vehicle 20 collides with an object 38 in the region of interest 50 in the direction of travel in front of the motor vehicle 20, for example according to the method described in the unpublished patent application EN 102022212888.5 described method for determining this time period. The first processor 27 is configured in this context to process the method for determining the collision time period. The collision time period can be used, for example, depending on the speed of the motor vehicle 20 and the collision time period, to determine the length of the region of interest 50. Alternatively or additionally, the length of the region of interest 50 can be determined as a function of the speed using a length lookup table in which suitable lengths of the region of interest 50 are assigned to different speeds. The length of the region of interest 50 can extend, for example, from the vehicle position, for example the center of the front axle of the motor vehicle 20, to a longitudinal end of the region of interest 50.

Depending on the duration of the collision and depending on the speed of the motor vehicle 20, a safety distance 54 can be determined that extends from the vehicle position to the object 38. A safety line 56 extends perpendicular to a center line 58 of the region of interest 50 and is spaced along the center line 58 by the safety distance 54 from the vehicle position. The safety line 56 can be determined, for example, by the control unit 25 or by the analysis device 90 explained further below.

The collision time and thus the safety distance 54 and the safety line 56 can be determined, for example, depending on a traffic situation. A first traffic situation can, for example, relate to the fact that the motor vehicle 20 is approaching the object 50 and the object 50 is stationary. A second traffic situation can, for example, relate to the fact that the object 50 is a motor vehicle 20 coming towards the motor vehicle 20. A third traffic situation can, for example, relate to the fact that the object 50 is a vulnerable road user, also referred to as a “Vulnerable Road User (VRU)”, coming towards the motor vehicle 20. A fourth traffic situation can, for example, relate to the fact that the object 50 is a pedestrian crossing the roadway 32.

3 shows a plurality of exemplary base areas 60 which are covered one after the other by the motor vehicle 20, for example when the motor vehicle 20 is moving along the first lane 34. The base areas 60 are covered by the motor vehicle 20 in particular at successive points in time t, t+1, t+2, ... The base areas 60 can be determined depending on the width 30 and a length of the motor vehicle 20 and depending on the yaw angles which are representative of the vehicle orientations of the motor vehicle 20 at the corresponding points in time t, t+1, t+2, ... For example, widths of the base areas 60 can correspond to the width 30 of the motor vehicle 20 and lengths of the base areas 60 can correspond to the length of the motor vehicle 20. The base areas 60 have corner points 62 which are not located in one or more of the other base areas 60. If these corner points 62 of successive base areas 60 are connected by means of connecting lines 64, connecting areas 66 are created which are enclosed by the connecting lines 64 and the determined base areas 60.

The yaw angles of the motor vehicle 20 can be generated, for example, by means of a yaw rate sensor, a magnetic sensor, for example a compass, GPS, and/or by means of the inertial measuring unit, transmitted to the control unit 25 and received by the control unit 25 and/or the analysis device 90 explained further below. Alternatively, the yaw angles can be generated during the simulation.

4 shows an example of a first coverage area, which is determined based on the base areas 60 according to 3 can be determined. In particular, the first coverage area 70 can be determined by connecting the base surfaces 60 and the connecting surfaces 64. Optionally, the first coverage area 70 can be determined such that it extends along the entire length of the first lane 34 (see 5 ).

5 shows a plan view of the roadway 32, the motor vehicle 20, an example of one of the areas of interest 50 on the first lane 34 in front of the motor vehicle 20 and an example of the first coverage area 70. The first coverage area 70 can, for example, be defined as described above using the 3 and 4 and explained further below. The first coverage area 70 can, for example, lie entirely within the first lane 34 and/or extend over the entire length of the first lane 34. The safety line 56 of the region of interest 50 intersects an edge of the first coverage area 70, which in this example faces the center line 35 of the roadway 32, at an intersection point 68. The first coverage area 70 has a width 74 of the first coverage area 70. A portion of the first coverage area 70 overlapped by the safety line 56 has a first overlap width 76. The first overlap width 76 is measured perpendicular to the edge of the first coverage area 70 starting from the intersection point 68. A line representing the first overlap width 76 can be parallel to the safety line 56, but does not have to be parallel to the safety line 56.

6 shows a plan view of the roadway 32, the motor vehicle 20, an example of the region of interest 50 in front of the motor vehicle 20 and an example of a second coverage area 72. The second coverage area 72 can for example, correspond to the second lane 36 and/or be determined using one of the lane lookup tables in which the second course 42 of the second lane is specified by the second reference points 46 and their reference point positions. The second coverage area 70 can, for example, lie entirely in the second lane 36 and/or extend over the entire length of the second lane 36. The safety line 56 of the area of interest 50 intersects an edge of the second coverage area 72, which in this example faces the center line 35 of the roadway 32, at an intersection point 68. The second coverage area 72 has a width 78 of the second coverage area 72. The width 78 of the second coverage area 72 can, for example, correspond to a width of the second lane 36. A portion of the second coverage area 72 overlapped by the safety line 56 has a second overlap width 80. The second overlap width 80 is measured perpendicular to the edge of the second coverage area 72 from the intersection point 68. A line representing the second overlap width 80 may be parallel to the safety line 56, but need not be parallel to the safety line 56.

7 shows a plan view of the roadway 32, the motor vehicle 20, an example of the area of interest 50 in front of the motor vehicle 20 and an example of a third coverage area 82. The third coverage area 82 can be an area in which an infrastructure is located. The infrastructure can, for example, have a traffic sign, a guardrail, a guide post, a street lamp, a tree or a traffic light. The infrastructure and thus the third coverage area 82 can be determined in advance and stored in the analysis device 90, for example in the form of real-world coordinates. The safety line 56 of the area of interest 50 intersects an edge of the third coverage area 82, which in this example faces the center line 35 of the roadway 32, at an intersection point 68. A part of the third coverage area 82 overlapped by the safety line 56 has a third overlap width 84. The third overlap width 84 is measured parallel to the safety line 56.

8 shows a flow chart of an embodiment of a method for determining an overlap value that is representative of how far one of the above-explained regions of interest 50 overlaps one of the above-explained predetermined coverage regions 70, 72, 82.

In a step S2, position data can be received that are representative of the vehicle position of the motor vehicle 20. In this exemplary embodiment, the vehicle position refers to a position of a center of a front axle of the motor vehicle 20. The vehicle position can alternatively refer to a position of a center point of a front of the motor vehicle 20 or a center of gravity of the motor vehicle 20. The vehicle position can be specified, for example, by coordinates in a predetermined coordinate system or by longitude and latitude. The coordinates or longitude and latitude can be encoded in the position data. The vehicle position can, for example, be a current vehicle position of the motor vehicle 20. If the method is processed based on historical data or in the course of a simulation, the current position of the motor vehicle 20 can refer to the position at which the motor vehicle 20 was when the corresponding data was recorded or at which the motor vehicle 20 was in the corresponding simulation at the corresponding time. In other words, in this context the term “current” is not to be understood as absolute but as relative, in particular relative to the execution of the procedure or simulation.

In a step S4, a reference point position of at least one of the first reference points 44 along the first lane 34 can be determined depending on the position data using the corresponding lane lookup table in which the reference point positions are assigned to the first reference points.

The first reference point 44 can, for example, be the first reference point 44 whose reference point position is closest to the vehicle position. The reference point positions of the reference points 44, 46 can, for example, be specified by GPS coordinates in the lane lookup table. The reference point positions and optionally the reference points 44, 46 can be provided with indices in the lane lookup table and ordered accordingly. For example, the lane lookup table can have an index for each reference point 44, 46 and a reference point position of the reference point 44, 46 assigned to the index, for example within a row of the lane lookup table. An order of the indices can correspond to an order of the reference points 44, 46 on the corresponding lane 34, 36 in the real world. In addition, the lane lookup table may include lane orientations associated with the respective reference points 44, 46 and representative of how the respective lane 34, 36 is oriented at the respective reference point 44, 46. If appropriate, the lane orientation may be defined, for example, as absolute lane angle can be specified, for example in relation to one or more cardinal directions. Additionally or alternatively, the lane lookup table can have lane lengths that are assigned to the corresponding reference points 44, 46 and that are representative of how long the corresponding lane 34, 36 is starting from a starting point of the corresponding lane 34, 36 at the respective reference point 44, 46.

The motor vehicle 20 can, for example, have a separate lane lookup table for each lane 34, 36 on which the motor vehicle 20 moves, so that the motor vehicle 20 can determine the area of interest 50 based on position in each lane 34, 36. The corresponding lane lookup tables can be stored in the motor vehicle 20, for example in the first memory unit 26 of the control unit 25 of the motor vehicle 20, or made available to the motor vehicle 20 via a communication connection, for example via the Internet.

The lane lookup tables can be created in advance depending on the real lanes 34, 36 by measuring the corresponding lanes 34, 36 and extracting the relevant measurement results and storing them in the corresponding lane lookup tables. Alternatively, the lane lookup tables can be created during planning of the construction of the roadway 32, in particular the lanes 34, 36, and subsequently stored. The overlap value can then be used to check whether the roadway 32, in particular the lanes 34, 36, can be built as planned. The lane lookup tables can also contain information about one or more curves, for example corresponding curvature data, for example in the form of the lane orientations assigned to the corresponding reference points 44, 46.

In a step S6, ROI data can be received that represent the region of interest 50 that extends from the determined first reference point 44 in the direction of travel. The region of interest 50 can also be referred to as a "region of interest", or "ROI" for short. The region of interest 50 can be the region of the roadway 32 that the motor vehicle 20 is likely to drive over in the near future. In this case, the region of interest 50 is located in the same lane 34, 36 of the roadway 32 as the motor vehicle 20. The region of interest 50 can be determined based on position or speed.

The fact that the region of interest 50 is determined on a position-based basis means that the region of interest 50 is determined essentially as a function of the position data. This can mean in particular that other data can also be taken into account in the position-based determination of the region of interest 50, such as the lane 34, 36 of the roadway 32 on which the motor vehicle 20 is currently traveling, a shape of the motor vehicle 20 and/or a width of the region of interest 50 to be determined. The fact that the region of interest 50 is determined on a position-based basis can, however, also mean that the region of interest 50 is determined at least partially as a function of the speed of the motor vehicle 20, wherein the speed in the position-based determination of the region of interest 50 merely serves as a supplement, for example to restrict the region of interest 50 determined as a function of the position data, for example with regard to its length.

The fact that the region of interest 50 is determined based on speed means that the region of interest 50 is determined essentially depending on the speed data. This can mean in particular that other data can also be taken into account in the speed-based determination of the region of interest 50, such as a yaw rate of the motor vehicle 20, the shape of the motor vehicle 20 and/or the width of the region of interest 50 to be determined.

The region of interest 50, in particular the ROI data, can be obtained, for example, according to one of the methods described in the unpublished patent applications DE 10 2022 212 875.3 and EN 10 2022 212 896.6 described, are determined accordingly on a position-based or speed-based basis.

The position data and/or the ROI data can be received by a unit that executes the method. The unit can be, for example, a second processor 94 (see 13 ) of the analysis device 90, which receives the position data from a second storage unit 92 of the analysis device 90 or from a device external to the analysis device 90.

In an optional step S8, speed data can be received that are representative of the speed of the motor vehicle 20. The speed of the motor vehicle 20 can, for example, be a current speed of the motor vehicle 20. If one or more of the methods are processed based on historical data or in the course of a corresponding simulation, the current speed of the motor vehicle 20 can be the speed that the motor vehicle 20 had when the corresponding data was recorded or that the motor vehicle 20 had in the corresponding simulation at the corresponding time. In other words, in this context the term "current" is not to be understood as absolute, but rather relative, in particular relative to the execution of the corresponding method or simulation.

The speed may refer to the speed of a geometric center of the motor vehicle 20. The speed may be in the form of the speed vector 48, the direction of which is representative of a current direction of movement of the motor vehicle 20. Alternatively or additionally, the speed may be in the form of a lateral speed and a longitudinal speed of the center, wherein the current direction of movement can be determined from the lateral speed and the longitudinal speed. A longitudinal axis of the motor vehicle 20 may pass through the center.

The speed data can be generated by a speed sensor (not shown) arranged in the motor vehicle 20 and stored in the form of historical data on the first and/or second storage unit 26, 92 or the external device. The speed data can then be received by the first and/or second processor 27, 94. Alternatively, the speed data can be generated in the course of a simulation, for example by the analysis device 90.

In an optional step S10, which can be processed, for example, after the optional step S8 has been processed, the safety distance 54 that the motor vehicle 20 must have from the object 38 in the area of interest 50 in order to be able to brake in time before the object 38 so that the collision of the motor vehicle 20 with the object 38 can be determined depending on the speed of the motor vehicle 20. The safety distance 54 can be determined, for example, by determining the collision time that elapses until the motor vehicle 20 collides with the object 38 depending on the speed data, and by determining the safety distance 54 depending on the collision time and the speed of the motor vehicle 20. The safety distance 54 extends, for example, from the motor vehicle 20 forwards in the direction of travel, in particular starting from the vehicle position.

A position of the object 38 can be encoded in object data, for example. The object data can be stored, for example, on the second storage unit 92 or the external device and received by the unit that executes the method, for example the second processor 94. The object data can be encoded, for example, as described in the unpublished patent application EN 10 2022 212 874.5 described.

In a step S12, the overlap value can be determined depending on the corresponding predetermined coverage area 70, 72, 82 and the ROI data. The overlap value can, for example, be determined depending on the safety distance 54 if this was determined in the optional step S10. In particular, the overlap value can be determined depending on the safety distance 54 by determining the safety line 56, which is spaced apart from the vehicle position by the safety distance 54 and which is perpendicular to the center line 52 of the area of interest 50, which runs at least partially in the direction of travel, by determining the corresponding overlap width 76, 80, 84 of the part of the corresponding coverage area 70, 72, 80 that the safety line 56 overlaps, and by determining the overlap value depending on the determined overlap width 76, 80, 84.

wobei V1 das erste Verhältnis ist. Je größer dieses erste Verhältnis ist, desto größer ist die Abdeckung des ersten Abdeckungsbereichs 70 durch den interessierenden Bereich 50. Dabei ist ein großes erstes Verhältnis wünschenswert, da das bedeutet, dass der interessierende Bereich 50 sehr gut zu dem ersten Abdeckungsbereich 70 und damit zu der ersten Fahrspur 34, auf der sich das Kraftfahrzeug 20 befindet und auf der das Kraftfahrzeug 20 fährt, passt. In diesem Zusammenhang kann das erste Verhältnis als ausreichend klassifiziert werden, wenn es größer als der vorgegebene erste Schwellenwert ist. Der erste Schwellenwert kann beispielsweise größer oder gleich 70%, größer 80%, größer 90% oder größer als 95% sein. Alternativ oder zusätzlich kann ein Durchschnitt des ersten Verhältnisses als ausreichend klassifiziert werden, wenn er größer als der vorgegebene erste Schwellenwert ist. Der Durchschnitt kann beispielsweise ermittelt werden, indem der Überlappungswert, insbesondere das erste Verhältnis, für alle Fahrzeugpositionen entlang der ersten Fahrspur 34 ermittelt wird und der Durchschnitt aus diesen ersten Verhältnissen gebildet wird.If the coverage area is the first coverage area 70, the overlap value can be determined as the first ratio of the first overlap width 76 of the overlapped portion of the first coverage area 70 to the width 74 of the first coverage area 70 at the intersection point 68 of the safety line 56 with the edge of the first coverage area 70: $$V1=\frac{ersteUeberlappbreite}{BreiteersterAbdeckunGsbereich},$$

where V1 is the first ratio. The larger this first ratio, the greater the coverage of the first coverage area 70 by the area of interest 50. A large first ratio is desirable because this means that the area of interest 50 fits very well with the first coverage area 70 and thus with the first lane 34 on which the motor vehicle 20 is located and on which the motor vehicle 20 is traveling. In this context, the first ratio can be classified as sufficient if it is greater than the predetermined first threshold value. The first threshold value can be, for example, greater than or equal to 70%, greater than 80%, greater than 90% or greater than 95%. Alternatively or additionally, an average of the first ratio can be classified as sufficient if it is greater than the predetermined first threshold value. The average can be determined, for example, by calculating the overlap value, in particular the first ratio. ratio is determined for all vehicle positions along the first lane 34 and the average is formed from these first ratios.

To put it figuratively, a large first ratio, in particular one that is greater than the first threshold value, means that the region of interest 50 was determined to match the first lane 34, in particular at the current vehicle position. If the method is carried out for several, for example all or at least a representative number of vehicle positions along the first lane 34, the average of the first ratio, which is greater than the first threshold value, can mean that the region of interest 50 was determined to match the first lane 34, in particular along the entire first lane 34. This helps to ensure that all objects 38 on the first lane 34 that may pose a danger to the motor vehicle 20 are located in the region of interest 50 and can be recognized as a danger. Thus, with a large first ratio, it can be concluded that the region of interest 50 was accurately determined, that the safety distance 54 was accurately determined, that the first course 40 of the first lane 34 is suitable for the speed, generally the speed profile, of the motor vehicle 20 and/or that the speed, generally the speed profile of the motor vehicle 20 in the first lane 34, is suitable for the first course 40 of the first lane 34. A large first ratio can also mean that an object was detected with a high probability. The collision time is speed-dependent. If the first ratio is too small, this means that the driving speed is too high or that the ROI model does not describe the trajectory correctly.

wobei V2 das zweite Verhältnis ist. Da der zweite Abdeckungsbereich 72 der zweiten Fahrspur 36 entspricht, entspricht die Breite 78 des zweiten Abdeckungsbereichs 72 der Breite der zweiten Fahrspur 36. Je kleiner das zweite Verhältnis ist, desto kleiner ist die Abdeckung des zweiten Abdeckungsbereichs 72 durch den interessierenden Bereich 50. Dabei ist ein kleines zweites Verhältnis wünschenswert, da das bedeutet, dass der interessierende Bereich 50 den zweiten Abdeckungsbereich 72 und damit die zweite Fahrspur 36 nur sehr wenig, idealerweise gar nicht bedeckt. Dies trägt dazu bei, zu vermeiden, dass ein Objekt (nicht gezeigt), beispielsweise ein anderes Kraftfahrzeug (nicht gezeigt), das sich auf der zweiten Fahrspur 36 befindet, in dem interessierenden Bereich 50 liegt und fälschlicherweise als Gefahr für das Kraftfahrzeug 20 auf der ersten Fahrspur 34 eingestuft wird. Somit kann bei einem kleinen zweiten Verhältnis daraus geschlossen werden, dass der interessierende Bereich 50 akkurat ermittelt wurde, dass der zweite Verlauf 42 der zweiten Fahrspur 36 für die Geschwindigkeit, allgemein das Geschwindigkeitsprofil, des Kraftfahrzeugs 20 geeignet ist und/oder dass die Geschwindigkeit, allgemein das Geschwindigkeitsprofil, für den zweiten Verlauf 42 der zweiten Fahrspur 36 geeignet ist. In diesem Zusammenhang kann das zweite Verhältnis als ausreichend klassifiziert werden, wenn es kleiner als ein vorgegebener zweiter Schwellenwert ist. Der zweite Schwellenwert kann beispielsweise kleiner oder gleich 30%, kleiner 20%, kleiner 10% oder kleiner als 5% sein. Alternativ oder zusätzlich kann ein Durchschnitt des ersten Verhältnisses als ausreichend klassifiziert werden, wenn er kleiner als der vorgegebene zweite Schwellenwert ist. Der Durchschnitt kann beispielsweise ermittelt werden, indem das zweite Verhältnis für alle Fahrzeugpositionen, oder zumindest eine repräsentative Anzahl von Fahrzeugpositionen, entlang der ersten Fahrspur 34 ermittelt wird und der Durchschnitt aus diesen zweiten Verhältnissen gebildet wird. Die repräsentative Anzahl von Fahrzeugpositionen kann beispielsweise einer Anzahl der ersten Referenzpunkte 44 in der Fahrspurnachschlagetabelle entsprechen.If the coverage area is the second coverage area 72, which may correspond to the second lane 36 directly adjacent to the first lane 34, the overlap value may be determined as the second ratio of the overlap width 80 of the overlapped portion of the second coverage area 72 to the width of the second lane 36: $$\mathrm{<figure-callout\; id="2"\; label="V"\; filenames="DE102023201699A1\_0005.png"\; state="\{\{state\}\}">V</figure-callout>}2=\frac{zweiteUeberlappbreite}{BreitezweiteFahrspur}$$

where V2 is the second ratio. Since the second coverage area 72 corresponds to the second lane 36, the width 78 of the second coverage area 72 corresponds to the width of the second lane 36. The smaller the second ratio, the smaller the coverage of the second coverage area 72 by the region of interest 50. A small second ratio is desirable because it means that the region of interest 50 covers very little, and ideally not at all, of the second coverage area 72 and thus the second lane 36. This helps to avoid an object (not shown), such as another motor vehicle (not shown), located in the second lane 36, from being located in the region of interest 50 and being falsely classified as a threat to the motor vehicle 20 in the first lane 34. Thus, if the second ratio is small, it can be concluded that the region of interest 50 was accurately determined, that the second course 42 of the second lane 36 is suitable for the speed, generally the speed profile, of the motor vehicle 20 and/or that the speed, generally the speed profile, is suitable for the second course 42 of the second lane 36. In this context, the second ratio can be classified as sufficient if it is smaller than a predetermined second threshold value. The second threshold value can, for example, be less than or equal to 30%, less than 20%, less than 10% or less than 5%. Alternatively or additionally, an average of the first ratio can be classified as sufficient if it is smaller than the predetermined second threshold value. The average can, for example, be determined by determining the second ratio for all vehicle positions, or at least a representative number of vehicle positions, along the first lane 34 and forming the average of these second ratios. The representative number of vehicle positions may, for example, correspond to a number of the first reference points 44 in the lane lookup table.

wobei V3 das dritte Verhältnis ist. Je kleiner dieses dritte Verhältnis ist, desto kleiner ist die Abdeckung des dritten Abdeckungsbereichs 82 durch den interessierenden Bereich 50. Dabei ist ein kleines drittes Verhältnis wünschenswert, da das bedeutet, dass der interessierende Bereich 50 den dritten Abdeckungsbereich 82, in dem sich die Infrastruktur befindet, nur sehr wenig, idealerweise gar nicht bedeckt. Dies trägt dazu bei, zu vermeiden, dass die Infrastruktur als in dem interessierenden Bereich 50 liegend erkannt wird und fälschlicherweise als Gefahr für das Kraftfahrzeug 20 auf der ersten Fahrspur 34 eingestuft wird. Somit kann bei einem kleinen dritten Verhältnis daraus geschlossen werden, dass der interessierende Bereich 50 akkurat und/oder geeignet ermittelt wurde, dass ein Standort der Infrastruktur für die Geschwindigkeit, allgemein das Geschwindigkeitsprofil, des Kraftfahrzeugs 20 geeignet ist und/oder dass die Geschwindigkeit, allgemein das Geschwindigkeitsprofil, für den Standort der Infrastruktur geeignet ist. In diesem Zusammenhang kann das dritte Verhältnis als ausreichend klassifiziert werden, wenn es kleiner als ein vorgegebener dritter Schwellenwert ist. Der dritte Schwellenwert kann beispielsweise kleiner oder gleich 30%, kleiner 20%, kleiner 10% oder kleiner als 5% sein. Alternativ oder zusätzlich kann ein Durchschnitt des dritten Verhältnisses als ausreichend klassifiziert werden, wenn er kleiner als der vorgegebene dritte Schwellenwert ist. Der Durchschnitt kann beispielsweise ermittelt werden, indem das dritte Verhältnis für alle Fahrzeugpositionen, oder zumindest eine repräsentative Anzahl von Fahrzeugpositionen, entlang der ersten Fahrspur 34 ermittelt wird und der Durchschnitt aus diesen dritten Verhältnissen gebildet wird. Die repräsentative Anzahl von Fahrzeugpositionen kann beispielsweise einer Anzahl der ersten Referenzpunkte 44 in der Fahrspurnachschlagetabelle entsprechen.If the specified coverage area is the third coverage area 82 directly next to the roadway 32 in which the infrastructure is located, the overlap value can be determined as the third ratio of the third overlap width 84 of the overlapped part of the third coverage area 82 to the width 30 of the motor vehicle 20: $$V3=\frac{dritteUeberlappbreite}{BreiteKraeteahrzeuG}$$

where V3 is the third ratio. The smaller this third ratio, the smaller the coverage of the third coverage area 82 by the area of interest 50. A small third ratio is desirable because it means that the area of interest 50 covers very little, ideally not at all, the third coverage area 82 in which the infrastructure is located. This helps to avoid the infrastructure being recognized as being located in the area of interest 50 and being mistakenly identified as a danger to the motor vehicle 20 in the first lane 34. Thus, if the third ratio is small, it can be concluded that the region of interest 50 has been accurately and/or suitably determined, that a location of the infrastructure is suitable for the speed, generally the speed profile, of the motor vehicle 20 and/or that the speed, generally the speed profile, is suitable for the location of the infrastructure. In this context, the third ratio can be classified as sufficient if it is smaller than a predetermined third threshold. The third threshold can, for example, be less than or equal to 30%, less than 20%, less than 10% or less than 5%. Alternatively or additionally, an average of the third ratio can be classified as sufficient if it is smaller than the predetermined third threshold. The average can, for example, be determined by determining the third ratio for all vehicle positions, or at least a representative number of vehicle positions, along the first lane 34 and forming the average of these third ratios. The representative number of vehicle positions may, for example, correspond to a number of the first reference points 44 in the lane lookup table.

9 shows a flow chart of an embodiment of a method for determining the first coverage area 70. This method can be used, for example, in advance of the 8 explained method, whereby the resulting first coverage area 70 for the reference to 8 explained procedure can be specified.

In a step S20, yaw data can be received that is representative of a yaw angle of the motor vehicle 20 when traveling on the first lane 34 at successive times t, t+1, t+2, ... The yaw data can be generated by a gyroscope (not shown) arranged in the motor vehicle 20 and stored in the form of historical data on the first and/or second storage unit 26, 92 or the external device. The yaw data can then be received by the corresponding processor 27, 94. Alternatively, the yaw data can be generated in the course of a simulation.

In a step S22, the plurality of base areas 60 that the motor vehicle 20 will cover on the first lane 34 at the corresponding times t, t+1, t+2, ... can be determined, depending on the width 30 and the length of the motor vehicle 20 and depending on the corresponding yaw angles.

In a step S24, the corner points 62 of the base areas 60 that do not lie in one or more of the other base areas 60 can be determined.

In a step S26, the determined corner points 62 of successive base surfaces 60 can be connected by means of the connecting lines 64, whereby the connecting surfaces 66 enclosed by the connecting lines 64 and the determined base surfaces 60 can be determined.

In a step S28, the determined base areas 60 and the connecting areas 66 can be specified together as the coverage area, in particular the first coverage area 70.

10 shows a flowchart of an embodiment of a method for checking one of the regions of interest 50.

In a step S30, the overlap value, as described with reference to 8 explained, can be determined.

In a step S32, it can be determined depending on the overlap value whether a predetermined condition is met. If the predetermined coverage area is the first coverage area 70 on the first lane 34 and is covered by the motor vehicle 20 at least briefly during its journey, the predetermined condition can be, for example, that the overlap value, i.e. the first ratio, is greater than the first threshold value. If the predetermined coverage area is the second coverage area 72, which corresponds to the second lane 36 directly next to the first lane 34, the predetermined condition can be, for example, that the overlap value, i.e. the second ratio, is smaller than the second threshold value. If the predetermined coverage area is the third coverage area 82, in which the infrastructure is located, directly next to the roadway 32 that has the first lane 34, the predetermined condition can be, for example, that the overlap value, i.e. the third ratio, is smaller than the third threshold value.

Processing continues in a step S34 if the condition of step S32 is not met. Processing continues in a step S36 if the condition of step S32 is met.

In step S34, the region of interest 50 may be classified as insufficient.

In step S36, the region of interest 50 can be classified as sufficient.

Checking the region of interest 50 can be used to check the method by means of which the region of interest 50 was determined. If the region of interest 50 is classified as inadequate, the method for determining the region of interest 50 can also be classified as inadequate. If the region of interest 50 is classified as adequate, the method for determining the region of interest 50 can also be classified as adequate. If the region of interest 50 is determined in the course of a method for avoiding a collision between the motor vehicle 20 and the object 38, for example in the course of the AEBS method mentioned at the beginning, and represents a central component of this method, checking the region of interest 50 can be used to check the method for avoiding the collision. In other words, the method for avoiding the collision can be checked by checking whether the region of interest 50 is inadequate or sufficient. If the region of interest 50 is determined depending on the speed of the motor vehicle 20, the method for checking the region of interest 50 can be used to check whether the speed of the motor vehicle 20 at its current position is too high or too low for the first course 40 of the first lane 34. For example, if the region of interest 50 is classified as insufficient, the speed can be classified as too high. In contrast, if the region of interest 50 is classified as sufficient, the speed can be classified as not too high. In this context, a speed profile of the motor vehicle 20 on the first lane 34 can be determined, checked and/or adjusted, in particular by checking the region of interest 50 at all or at least a representative number of vehicle positions along the first lane 34.

11 shows a flow chart of an embodiment of a method for checking the first course 40 of the first lane 34.

In a step S40, the overlap value, for example as described with reference to 8 explained, can be determined.

In a step S42, depending on the overlap value, it can be determined whether the previously mentioned with reference to 10 explained predetermined condition is met. Processing is continued in a step S44 if the condition of step S42 is not met. Processing is continued in a step S46 if the condition of step S42 is met.

In step S44, the first curve 40, in particular at the current vehicle position at the current speed, can be classified as inadequate.

In step S46, the first curve 40, in particular at the current vehicle position at the current speed, can be classified as sufficient.

The method for checking the first path 40 may be performed for all or at least a representative number of vehicle positions along the first lane 34, whereby the entire first path 40 may be checked. The representative number of vehicle positions may, for example, correspond to the number of first reference points 44 in the lane lookup table.

12 shows a flow chart of an embodiment of a method for checking the collision time that elapses until the motor vehicle 20 collides with the object 38 in one of the regions of interest 50.

In a step S50, the overlap value, for example as described with reference to 8 explained, can be determined.

In a step S52, depending on the overlap value, it can be determined whether the previously mentioned with reference to 10 explained predetermined condition is met. Processing is continued in a step S54 if the condition of step S52 is not met. Processing is continued in a step S56 if the condition of step S52 is met.

In step S54, it can be determined whether the probability of detecting an object is high.

In step S56, the collision time period can be judged to be not too long.

13 shows an embodiment of an analysis device with a memory unit and a processor.

The analysis device 90 includes the second storage unit 92 for storing the position data, the ROI data, one or more of the lane lookup tables, and one or more of the overlap values. The analysis device 90 includes the second processor 94 configured to execute one or more of the above-mentioned methods.

In addition, it should be noted that "having" does not exclude other elements or steps and "a", "an" or "an" does not exclude a plurality. It should also be noted that features or steps that have been described with reference to one of the above embodiments can also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be regarded as a limitation.

Reference symbols

20

Motor vehicle

21

Passenger cabin

22

door

23

Wheels

24

Braking device

25

Control unit

26

first storage unit

27

first processor

30

Width of vehicle

32

roadway

34

first lane

35

Center line road

36

second lane

38

object

40

first course

42

second course

44

first reference points

46

second reference points

48

Velocity vector

50

area of interest

52

Centerline region of interest

54

Safety distance

56

Safety line

58

Centerline region of interest

60

Floor area

62

Corner point

64

Connecting line

66

Connection surface

68

Intersection

70

first coverage area

72

second coverage area

74

Width of first coverage area

76

first overlap width

78

Width of second coverage area

80

second overlap width

82

third coverage area

84

third overlap width

90

Analysis device

92

second storage unit

94

second processor

t

time

S2-S54

Steps two to fifty-four

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• EN 1020222128907 [0002]
• EN 1020222128753 [0004]
• DE 1020222128966 [0005, 0031, 0069, 0088]
• DE 1020222128885 [0009, 0035, 0070]
• EN 102022212875 [0031, 0065]
• EN 1020222128745 [0040, 0094]

Claims (15)

Method for determining an overlap value that is representative of how far an area of interest (50) that is at least partially located on a first lane (34) in the direction of travel in front of a motor vehicle (20) overlaps a predetermined coverage area (70, 72, 82), the method comprising: Receiving position data that are representative of a vehicle position of the motor vehicle (20); Determining a reference point position of at least a first reference point (44) from a series of first reference points (44) along the first lane (34), the first reference points (44) being representative of a first course (40) of the first lane (34), depending on the position data using a lane lookup table in which the reference point positions are assigned to the first reference points (44); Receiving ROI data that represent the area of interest (50) that extends from the determined first reference point (44) in the direction of travel; and determining the overlap value depending on the specified coverage area (70, 72, 82) and the ROI data. Procedure according to Claim 1 , comprising: receiving speed data representative of a speed of the motor vehicle (20); determining a safety distance (54) that the motor vehicle (20) must have from an object (38) in the area of interest (50) in order to be able to brake in time before the object (38) so that a collision of the motor vehicle (20) with the object (38) can be avoided, depending on the speed of the motor vehicle (20); and determining the overlap value, depending on the safety distance (54). Procedure according to Claim 2 , wherein the safety distance (54) is determined by determining, depending on the speed data, a collision time period that elapses until the motor vehicle (20) collides with the object (38), and by determining the safety distance (54) depending on the collision time period and the speed of the motor vehicle (20). Procedure according to one of the Claims 2 or 3 , wherein the overlap value is determined as a function of the safety distance (54) by determining a safety line (56) which is spaced from the vehicle position by the safety distance (54) and which is perpendicular to a center line (58) of the region of interest (50) which runs at least partially in the direction of travel, determining an overlap width (76, 80, 84) of a part of the coverage area (70, 72, 82) which the safety line (56) overlaps, and determining the overlap value as a function of the determined overlap width (76, 80, 84). Method according to one of the preceding claims, wherein the predetermined coverage area (70) is on the first lane (34) and is at least briefly covered by the motor vehicle (20) during its travel. Procedure according to the Claims 4 and 5 , wherein the overlap value is determined as a first ratio of the overlap width (76) of the overlapped part of the coverage area (70) to a width (74) of the coverage area (70) at an intersection point (68) of the safety line (56) with an edge of the coverage area (70). Procedure according to one of the Claims 5 or 6 , comprising: receiving yaw data representative of a yaw angle of the motor vehicle (20) when traveling on the first lane (34) at successive points in time (t, t+1, t+2, ...); determining a plurality of base areas (60) that the motor vehicle (20) will cover on the first lane (34) at these points in time (t, t+1, t+2, ...), depending on a width (30) and a length of the motor vehicle (20) and depending on the corresponding yaw angles; determining corner points (62) of the base areas (60) that are not located in one or more of the other base areas (60); connecting the corner points (62) of successive base areas (60) by means of connecting lines (64); and specifying the determined base areas (60) and connecting areas (66) enclosed by the connecting lines (64) and the determined base areas (60) as the coverage area (70). Procedure according to one of the Claims 1 until 4 , wherein the predetermined coverage area (72) corresponds to a second lane (36) directly adjacent to the first lane (34). Procedure according to the Claims 4 and 8 , wherein the overlap value is determined as a second ratio of the overlap width (80) of the overlapped part of the coverage area (72) to a width of the second lane (36). Procedure according to one of the Claims 1 until 4 , wherein the predetermined coverage area (82) is directly adjacent to a roadway (32) which is the first lane (34) and has an infrastructure. Procedure according to the Claims 4 and 10 , wherein the overlap value is determined as a third ratio of the overlap width (84) of the overlapped part of the coverage area (82) to a width (30) of the motor vehicle (20). Method for checking an area of interest (50) which is located at least partially on a first lane (34) in the direction of travel in front of a motor vehicle (20), the method comprising: Determining an overlap value according to one of the preceding claims; Determining whether a predetermined condition is met, depending on the overlap value; Classifying the area of interest (50) as inadequate if the predetermined condition is not met; and Classifying the area of interest (50) as adequate if the predetermined condition is met. Method for checking a first course (40) of a first lane (34) on which a motor vehicle (20) is located, the method comprising: determining an overlap value according to one of the Claims 1 until 11 ; Determining whether a predetermined condition is met depending on the overlap value; Classifying the first curve (40) as insufficient if the predetermined condition is not met; and Classifying the first curve (40) as sufficient if the predetermined condition is met. Method for checking an object detection probability in order to detect a motor vehicle (20) with an object (38) in an area of interest (50) in the direction of travel in front of the motor vehicle (20), the method comprising: determining an overlap value according to one of the Claims 3 until 11 , Determining whether a given condition is met depending on the overlap value; Classifying the object detection probability depending on the given condition. Analysis device (22) comprising: a storage unit (26) for storing position data, ROI data, at least one lane lookup table and one or more overlap values; and a processor (27) configured to execute one or more of the methods according to any one of the preceding claims.

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