WO2020015888A1 - Method and control device for determining a trajectory for a lateral-dynamic driving manoeuvre for a vehicle - Google Patents

Abstract

The invention relates to a method for determining a trajectory (110) for a lateral-dynamic driving manoeuvre for a vehicle (100). The method comprises a dividing step, a determination step, an assessment step and a selection step. In the dividing step, a carriageway (115) is divided into at least one inner driving corridor and one outer driving corridor, wherein the inner driving corridor runs within the outer driving corridor. A starting point (140) of the lateral-dynamic driving manoeuvre and a target point (145) of the lateral-dynamic driving manoeuvre lie within the inner driving corridor. The inner driving corridor represents a comfort zone, and the outer driving corridor represents a boundary zone. In the determination step, a set (150) of paths with at least two potential paths (110, 155, 160) is determined between the starting point (140) and the target point (145). The set (150) of paths runs within the outer driving corridor. In the assessment step, the paths (110, 155, 160) are assessed using a cost functional, wherein the cost functional comprises at least two terms which represent different driving parameters. In the selection step, a path from the set (150) of paths is selected as the trajectory (110) using a result of the assessment step.

Description

 description

title

 Method and control device for determining a travel trajectory for a transverse dynamic driving maneuver for a vehicle

State of the art

The invention is based on a method or a control device according to the type of the independent claims. The present invention also relates to a computer program.

A vehicle with automated driving functions may need a forecast of its own future movement behavior. By means of the

Foresight, the vehicle can behave differently or

Weigh maneuver options against each other and check them for abstract goals such as freedom from collisions. The movement of the vehicle can be planned in advance so that a statement can be made as to where it is likely to be and at what point in time. This planning data can be used to control and regulate the actuators of the

Vehicle, for example a drive train, a brake and a steering, and redundant actuators can be used.

EP 3 208 786 A1 and WO 2017/165687 describe methods for planning a movement behavior of the vehicle when changing lanes or an obstacle to driving.

Disclosure of the invention

Against this background, the approach presented here provides a method for determining a travel trajectory for a transverse dynamic driving maneuver for a vehicle, also a control unit that uses this method, and finally a corresponding computer program according to the

Main claims presented. The measures listed in the dependent claims allow advantageous developments and improvements of the method and control device specified in the independent claim.

With the approach presented here, it is possible to determine a travel trajectory of a driving maneuver of a vehicle independently of a lane identification of a lane. For this purpose, a roadway can be divided into driving corridors and a bundle of paths with potential paths within the driving corridors can be determined. Based on various driving dynamics relevant

The paths of the bundle of paths can be evaluated, influencing variables with regard to driving behavior and external conditions of the vehicle, and then the travel trajectory can be selected based on the evaluation result. In this way, the travel trajectory can advantageously be determined quickly and efficiently. It is thus possible to consider the

to determine advantageous driving trajectories based on dynamic driving criteria. The indirect determination of the travel trajectory via a path bundle enables time-saving and inexpensive determination of the

Travel trajectory.

There will be a method of determining a travel trajectory for a

transverse dynamic driving maneuver for a vehicle presented. The method comprises at least a step of dividing, a step of determining, a step of evaluating and a step of selecting. In the dividing step, a roadway is divided into at least one outer driving corridor. In the determining step, a path bundle with at least two potential paths between a starting point and a target point of the lateral dynamic driving maneuver is determined. The bundle of paths runs within the outer corridor. In the evaluating step, the paths are evaluated using a cost function. The cost functional comprises at least two terms or at least three terms that are different

Represent driving parameters. In the step of selecting is under Using a result of the step of evaluating a path selected from the path bundle as the driving trajectory.

In the step of dividing the roadway into at least one inner

Driving corridor and the outer driving corridor can be divided. The inner corridor then runs inside the outer corridor. In this case, the target point of the lateral dynamic driving maneuver lies within the inner driving corridor. The inner driving corridor represents a comfort zone and the outer driving corridor a border zone. The starting point of the lateral dynamic driving maneuver can be outside the inner driving corridor. Alternatively, the starting point can also be within the inner corridor.

The vehicle can be a motor vehicle, for example a car, a bus, a commercial vehicle, or a transport vehicle for transporting goods or people. The vehicle can be designed as a vehicle with automated ferry operation, that is to say as a driverless vehicle, for example in the form of a self-driving motor vehicle. The vehicle can

Have sensor device with an environment detection device, and actuators such as a drive train, a brake and a steering. The driving trajectory can be understood to mean the time-dependent movement along a path or a movement path of the vehicle. A transverse dynamic driving maneuver can be, for example, cornering, cornering or changing lanes. The roadway can be understood as a street, for example. The driving corridor can be an area of the road. The driving corridor can correspond to a marked lane of the lane, or can comprise the lane, or can be an area within a lane, or the driving corridor can be independent of one

Marking of lanes corresponds to an area of the lane. The outer driving corridor can include the inner driving corridor. The border zone of the outer driving corridor can represent an area of the roadway, the outer boundaries of which cannot be crossed in order to avoid collisions, in particular with infrastructure elements. The comfort zone of the inner driving corridor can represent, for example, a preferred stay area of the vehicle, for example an area that is intended for

Comfort of vehicle occupants can contribute. The path bundle can include at least two or a plurality of potential paths. The cost functional can be a predetermined processing rule, for example in the form of an algorithm. The at least two terms that represent different driving parameters can be, for example, values that can be determined / sensed by devices of the vehicle or values that are estimated on the basis of the corridors or the planned path and that are an influencing variable that is relevant in relation to the driving dynamics of the vehicle

represent, for example, a current driving speed, a current road surface condition or a duration of the driving maneuver.

According to one embodiment, a reference line can be determined in the dividing step. This can, but does not have to, correspond to the center line of the inner corridor. The target point of the driving maneuver can be arranged on the reference line. The inner driving corridor can represent the comfort zone, that is, a preferred driving area of the vehicle.

The trajectory can advantageously be determined in such a way that it ends in the inner driving corridor on the reference line, which is advantageous with regard to a subsequent route and a determination of a further trajectory.

In the evaluating step, according to one embodiment, the

Functionally include a weighting of the at least two terms.

Advantageously, different driving parameters can be weighted differently in this way, for example in order to weight driving parameters relating to the safety of the trajectory more than others.

In addition, in the step of evaluating according to one embodiment, the at least two terms as driving parameters can be a jerk and additionally or alternatively an acceleration and additionally or alternatively one

Speed and additionally or alternatively represent a duration of the driving maneuver and additionally or alternatively a distance to surrounding objects and additionally or alternatively represent a duration of the stay in the driving corridors and additionally or alternatively a collision probability and additionally or alternatively represent driveability. The driving parameters mentioned can be detected by a sensor device of the vehicle and by this

provided or otherwise estimated, for example. In addition or alternatively, the driving parameters can be determined using a course of the paths. For example, the jerk and speed driving parameters may depend on the curvature of a path. The

Driving parameter duration can depend on a length and also the curvature of a path. Stored reference parameters can be used to determine the driving parameters. In this way, different criteria relevant to the driving dynamics can advantageously be used as a basis in the evaluation step, with several driving parameters

can be taken into account.

According to one embodiment, the method can include a step of standing at least one boundary condition at the end of the path of the paths and at least one movement direction condition as path conditions. In the determining step, the path bundle can be determined using the path conditions. The boundary condition at the end of the path can be

for example, a requirement for the path to be planned in the form of a smoothness at the target point, for example, as a boundary condition at the end of the path, a matching function value and a certain continuity in the transition to the reference line can be made as a requirement in at least one derivative. The direction of movement condition can be

for example, a requirement for a length of the path to be planned, which may be limited, for example, by a limit of a detection area or a range of a surroundings detection device of the vehicle. In this way, the fulfillment of certain requirements can advantageously be achieved

Requirements for the at least two potential paths of the path bundle can be achieved, which takes into account requirements, environmental conditions or vehicle conditions when determining the travel trajectory

allows.

According to one embodiment, the method can also include a step of recognizing a driving situation of the vehicle based on a driving function of the vehicle. The driving situation can be recognized as a path condition. In this step, the driving situation can be determined as

Deposit condition are used, a current or future driving situation can be taken into account when determining the path bundle. In particular if the vehicle has an automated driving function, this is advantageous in order to recognize a current state of the driving function, for example whether the driving function is switched on or off.

In addition, according to one embodiment, the method can have a step of checking the paths of the path bundle determined in the step of determining for physical driveability with regard to physical boundary conditions. Additionally or alternatively, a

Collision probability of the paths of the path bundle determined in the step of determining are checked. In the evaluating step, the paths can be evaluated depending on the result of the examination. Depending on the test result, individual paths can be excluded from an evaluation based on the cost function, which saves time. Checking the paths on

Driveability and collision probability can also increase driving safety.

In the dividing step, according to one embodiment, the inner

Driving corridor or the outer driving corridor represent a current lane of the vehicle and additionally or alternatively a future lane of the vehicle after a lane change as a transverse dynamic driving maneuver.

In addition, according to one embodiment, the method can have a step of setting a transverse position of the vehicle using the travel trajectory selected in the step of selecting. The result of the travel trajectory determined in the step of selecting can advantageously be used for planning or setting a transverse position.

This method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.

The approach presented here also creates a control device which is designed to carry out the steps of a variant of a method presented here

to carry out, control or implement appropriate facilities. Also through this embodiment variant of the invention in the form of a control unit the object on which the invention is based can be achieved quickly and efficiently.

For this purpose, the control unit can have at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface to a sensor or an actuator for reading sensor signals from the sensor or for outputting control signals to the actuator and / or at least one

Have communication interface for reading in or outputting data which are embedded in a communication protocol. The computing unit can be, for example, a signal processor, a microcontroller or the like, and the storage unit can be a flash memory, an EEPROM or a magnetic storage unit. The communication interface can be designed to read or output data wirelessly and / or line-bound, a communication interface that can input or output line-based data, for example electrically or optically insert this data from a corresponding data transmission line or output it into a corresponding data transmission line.

In the present case, a control device can be understood to mean an electrical device that processes sensor signals and outputs control and / or data signals as a function thereof. The control device can have an interface that can be designed in terms of hardware and / or software. In the case of hardware training, the interfaces can be part of a so-called system ASIC, for example, which functions in a wide variety of ways

Control unit includes. However, it is also possible that the interfaces are separate, integrated circuits or at least partially consist of discrete components. In the case of software training, the interfaces can be software modules that are present, for example, on a microcontroller in addition to other software modules.

In an advantageous embodiment, the control device controls a driving function of the vehicle. For this purpose, the control unit can, for example, use sensor signals such as a radar signal from a surroundings detection device of the vehicle and an electrical signal from an acceleration sensor Access vehicle. The control takes place via actuators like that

Drivetrain, brake and steering of the vehicle.

Also advantageous is a computer program product or computer program with program code, which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and / or controlling the steps of the method according to one of the above

described embodiments is used, in particular if the program product or program is executed on a computer or a device.

Embodiments of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows:

1 shows a schematic illustration of a vehicle with a control device for determining a travel trajectory for a transverse dynamic driving maneuver for the vehicle according to an exemplary embodiment;

2 shows a schematic illustration of a control device for determining a travel trajectory for a lateral dynamic driving maneuver for a vehicle according to an exemplary embodiment;

3 shows a schematic illustration of a roadway and a vehicle according to an exemplary embodiment;

4 shows a schematic illustration of a control device for determining a travel trajectory for a lateral dynamic driving maneuver for a vehicle according to an exemplary embodiment; and

5 shows a flowchart of a method for determining a

Travel trajectory for a transverse dynamic driving maneuver for a vehicle according to an embodiment. In the following description of advantageous exemplary embodiments of the present invention are described in the various figures

illustrated and similarly acting elements are the same or similar

Reference numerals are used, a repeated description of these elements being omitted.

1 shows a schematic illustration of a vehicle 100 with a control device 105 for determining a travel trajectory 110 for a vehicle

lateral dynamic driving maneuver for the vehicle 100 according to one

Embodiment. The vehicle 100 is shown by way of example on a roadway 115. In addition to the control device 105, the vehicle 100 includes, for example, a sensor device 120 as a device for detecting lanes and at least one actuator 125, for example a drive train and a steering system, as devices for influencing the vehicle speed and the direction of vehicle movement. According to what is shown here

Exemplary embodiment, the control device 105 is designed, one of the

Sensor device 120 provided read sensor signal 130 and output a control signal 135 to the actuator 125. The sensor signal 130 and the control signal 135 can represent a plurality of different sensors and sensor signals

provided different actuators or control devices

Control signals are understood.

The control unit 105 is designed to determine the travel trajectory 110 for the lateral dynamic driving maneuver of the vehicle 100 between one

Starting point 140 and a destination point 145 to determine a path bundle 150 with at least two potential paths 155, 160 and to select the travel trajectory 110 from the path bundle 150.

The control device 105 shown here can be used for path planning or trajectory planning for the vehicle 100, for example for planning one

lateral dynamic driving maneuvers of a vehicle with automated

Lateral guidance as a vehicle 100 on a road as a lane 115. When planning a driving task such as determining the travel trajectory, a division into four levels is possible: a navigation level, a level of the Behavior planning of the vehicle 100, a level of the movement control of the vehicle 100 and a level of the movement planning of the vehicle, with a speed or longitudinal planning and a path or lateral planning, as is done by means of the control unit 105 shown here.

2 shows a schematic illustration of a control unit 105 for

Determining a travel trajectory for a transverse dynamic driving maneuver for a vehicle according to an exemplary embodiment. The control device 105 comprises a dividing device 205, a determining device 210, a

Evaluation device 215 and a selection device 220. Die

Dividing device 205 is designed to divide the roadway into at least one outer driving corridor. As an example, an exemplary embodiment is described below in which the dividing device 205 is designed to divide the roadway into at least one inner driving corridor and one outer driving corridor. The inner corridor runs inside the outer one

Travel corridor. The starting point of the lateral dynamic driving maneuver and the target point of the lateral dynamic driving maneuver lie within the inner driving corridor. Alternatively, the starting point is outside of the inside

Travel corridor. If the roadway is only divided into an outer driving corridor, the starting point and destination are within the outer driving corridor. The inner driving corridor represents a comfort zone and the outer driving corridor a border zone. According to the embodiment shown here

Dividing device 205 designed to read in sensor signal 130 for dividing the road, for example via an interface to the sensor device shown in FIG. 1. For example, the division of the roadway is carried out using an image of the roadway transmitted via the sensor signal 130. In addition, the scheduling device 205 is designed to provide the result of the scheduling in the form of a scheduling signal 225 to the determination device 210. The determination device 210 is designed to use the one-part signal 225 to determine a path bundle with at least two potential paths between the starting point and the destination point. For example, the determination device 210 is designed to determine the path bundle using a determination rule, wherein for determining different paths, for example, different values for a maximum change in direction and / or maximum acceleration of the vehicle. Further flows according to one

Embodiment a course of at least the outer corridor in the

Determination of the path bundle with a. The path bundle is determined in such a way that it runs within the outer driving corridor. The determination device 210 is also designed to produce the result of the determination in the form of a

Provide path bundle signal 230 to the evaluation device 215. The path bundle signal 230 includes, for example, historical data of the individual paths. The evaluation device 215 is designed using the

Path bundle signal 230 and a cost function 235 to evaluate the paths. The cost functional 235 comprises at least two terms, for example at least three terms according to this exemplary embodiment, which represent different driving parameters. The evaluation device 215 is designed to provide the result of the evaluation in the form of an evaluation signal 240 to the selection device 220. The selection device 220 is designed to use the evaluation signal 240 to select a path from the path bundle as the travel trajectory and to provide the selection result in the form of the control signal 135.

According to one exemplary embodiment, the cost functional 235 comprises weighting the at least two terms. In this case, the evaluation device 215 is designed to evaluate the paths using the cost function 235 with weighting of the terms. The cost functional 235 may include a predetermined comparison rule, such as that shown here

Embodiment is pre-stored in the evaluation device 215. The at least two terms represent different driving parameters. According to one exemplary embodiment, the at least two terms represent a jerk occurring during the driving maneuver, which can be felt by an occupant, and additionally or alternatively an acceleration occurring during the driving maneuver and additionally or alternatively a speed driven during the driving maneuver and additionally or alternatively a duration of the driving maneuver and additionally or alternatively a distance to surrounding objects during the driving maneuver and additionally or alternatively a duration of the stay in the driving corridors during the driving maneuver and additionally or alternatively a collision probability during the driving maneuver and additionally or alternatively a driveability of the driving maneuver. The one for each path applicable values of the terms can be estimated on the basis of the sensor signal 130.

3 shows a schematic illustration of a roadway 115 and a vehicle 100 according to an exemplary embodiment. The vehicle 100 comprises the control unit 105. The vehicle 100 and the control unit 105 correspond or are similar to the vehicle and the control unit, from the figures mentioned above. The dividing device of the control unit 105 is corresponding

configured to divide the roadway 115 into at least one inner driving corridor 305 and one outer driving corridor 310. The inner driving corridor 305 runs inside the outer driving corridor 310. The starting point of the lateral dynamic driving maneuver and the target point of the lateral dynamic driving maneuver are, for example, inside the inner driving corridor 305. The inner driving corridor 305 represents a comfort zone and the outer driving corridor 310, more precisely an outside of the inner driving corridor 305 lying area of the outer corridor 310, a border zone.

The roadway 115 is, for example, a street, at least one of which

Section is represented by at least two nested corridors 305, 310. The inner corridor 305 represents a preferred one

The area of stay of the vehicle 100 and thus the comfort zone. The outer driving corridor 310, by virtue of its extension, marks a border, when crossing it there is an increased probability of collision for the vehicle 100, and thus represents the border zone.

According to the exemplary embodiment shown here, the dividing device of the control device 105 is also designed to draw a reference line 315

determine which can run arbitrarily within the outer driving corridor 110 and / or the inner driving corridor 305. For example only, the reference line 315 runs along the center line of the inner driving corridor 305.

The target point is arranged on the reference line 315 as an example.

In addition, the inner driving corridor 305 or the outer driving corridor 310 represents a current lane of the vehicle 100 and additionally or alternatively a future lane of the vehicle 100 after changing lanes as a transverse dynamic driving maneuver. This is advantageous since it is thus possible to divide the roadway 115 and that

Determining the planned path, the travel trajectory 110, using the

Control unit 105 can also be carried out in areas without marked lanes. In addition, an escalation cascade can be represented by nesting the driving corridors 305, 310. Furthermore, it is also possible in this way to define areas within a lane as a preferred location, that is to say as an inner driving corridor 305, which enables, for example, curve cutting.

4 shows a schematic illustration of a control unit 105 for

Determining a travel trajectory for a transverse dynamic driving maneuver for a vehicle according to an exemplary embodiment. The control device 105 shown here is similar to the control device from one of the above-mentioned figures and accordingly comprises the dividing device 205, the determination device 210, the evaluation device 215 and the selection device 220. In addition, according to the exemplary embodiment shown here, the control device 105 comprises an actuating device 405, a detection device 410 , a testing device 415 and an adjusting device 420 or at least one of the named

Facilities 405, 410, 415, 420.

According to one exemplary embodiment, the actuating device 405 is designed to have at least one boundary condition at the end of the path and at least one

To determine the direction of movement condition as path conditions and to provide the determined path conditions in the form of a path condition signal 425 to the determination device 210. The boundary condition at the end of the path and the path condition are determined, for example, using specifications for possible geometric courses of potential paths. The

Determination device 210 is designed to determine the path bundle using the path conditions of the path condition signal 425.

According to the exemplary embodiment shown here, the recognition device 410 is designed to recognize a driving situation of the vehicle on the basis of a driving function of the vehicle, the driving situation being set as a path condition. The driving function can be automated or manual, for example Represent function mode. Correspondingly, the recognition device 410 is designed to provide the recognized driving situation in the form of a driving situation signal 430 to the actuating device 405, and the actuating device 405 is designed to transmit the path condition signal 425 using the

Provide driving situation signal 430 to the determination device 210.

An example of use of the control device 105 for determining the travel trajectory for the lateral dynamic driving maneuver for the vehicle is described below: The control device 105 is designed according to the exemplary embodiment shown here for planning a lateral dynamic

Driving maneuvers, i.e. for determining the travel trajectory, using the

Detection device 410 to analyze the driving situation. Conditions for the driving maneuver to be planned are then determined by means of the adjusting device 405, and a bundle of paths is determined using the determining device 210. The determined paths of the path bundle are then evaluated by means of the evaluation device 215 using the cost function 235 using a number of criteria relevant to driving dynamics, the at least two terms of the cost function 235. Finally, the most suitable path is selected by means of the selection device 220. The path

represents the travel trajectory and thus the driving maneuver to be planned. The driving situation is therefore first analyzed based on the current state of the automated driving function by means of the detection device 410. The driving situation is analyzed, for example, as to whether an automated driving function of the vehicle, such as automated lateral guidance, is switched on or off, available or in standby mode , Alternatively, the current state of the vehicle is predicted temporally and additionally or alternatively locally in the future by means of the recognition device 410, and this prediction is set as a boundary condition. The result is provided by the recognition device 410 to the actuating device 405. The actuating device 405 is designed to determine path conditions in order to place boundary conditions at the end of the path to be planned. According to one embodiment, the path ends on the reference line, so the target point of the trajectory lies on the

Reference line which is located within the by means of the dividing device 205

certain inner corridor. As a constraint, too

End condition, requirements at the end of the path Smoothness in the transition to the reference line, continuity in at least one derivative is required. The required smoothness not only ensures the physical driveability of the path, but also contributes to it

Vehicle occupants' sense of comfort. In addition, the actuating device 405 according to the exemplary embodiment shown here is designed to determine at least one direction of movement condition as a path condition. For example, conditions can be set for the length of the path. In addition, the condition of the direction of movement can be used to ensure that the boundaries of the outer driving corridor are not crossed, as a result

Collisions with infrastructure elements, for example, can be avoided. By means of conditions on the path length, in particular the range of environmental sensors installed in the vehicle can be taken into account. The

Determination device 210 is designed to identify the potential paths of the

To determine the path bundle taking into account the path conditions. For this purpose, the determination device 210 can be designed, for example, to vary parameters of the path, for example the path conditions, for determining the at least two potential paths of the path bundle during the calculation. The path bundle can be more dense in certain areas of one state space than in others. The state space is first roughly scanned and then scanned more closely in favorable areas. The determination of the path bundle by means of the determination device 210 saves time compared to an iterative calculation of possible paths and thus reduces the costs of the overall system. It also makes it easier to achieve reproducible computing times. The procedure described also ensures that there is always a driving trajectory, even if this is possibly not optimal in terms of driving dynamics. This is a decisive contribution to the robustness of the described method, which can be carried out using an exemplary embodiment of the control unit 105 shown here.

According to the exemplary embodiment shown here, the control device 105 also includes the test device 415. The test device 415 is designed using that provided by the determination device 210

Path bundle signal 230 to check the determined path bundle for driveability and additionally or alternatively for a collision probability. In addition, the test device 415 is designed, the test result in the form of a Provide test signal 435 to the evaluation device 215. The

Evaluation device 215 is designed to evaluate the paths using test signal 435 and thus depending on the result of the test. For this purpose, the paths of the path bundle are checked, for example, for a collision with surrounding static and dynamic objects and / or drivability, using a planned vehicle speed over time or the path as well as a probable or predicted movement of surrounding dynamic objects. Both driveability and collision checking using tester 415 can be probabilistic, i.e. there is a scalar each that represents the probability of driveability or a collision. Optionally, individual paths are excluded from the further evaluation by means of the evaluation device 215 on the basis of the result in order to save computing time, as a result of which the number of paths to be considered further is reduced.

From the evaluation device 215 using the

Paths rated cost functionally will be according to the one shown here

Exemplary embodiment by means of the selection device 220 the path as

Travel trajectory selected, which minimizes or minimizes the cost functional 235, while observing the restrictions determined by means of the actuating device 405.

the smallest value for the within the bundle of planned paths

Has cost functional 235. In this way, that path is always selected that is optimal within the path bundle determined by the determination device 210 with regard to the criteria evaluated by the evaluation device 215. The travel trajectory selected by means of the selection device 220 is provided in the form of the control signal 135.

According to the exemplary embodiment shown here, the control device 105 additionally comprises the setting device 420. The setting device 420 is designed to set a transverse position of the vehicle using the control signal 135. In addition, the setting device 420 is designed to provide a setting signal 440 for setting the transverse position, for example to one or more actuators of the vehicle. For this purpose, the path and speed planning can be carried out alternately, for example, or the path and speed planning can be combined. Alternatively, one each Bundles of possible paths and a bundle of possible speed profiles can be determined. The bundles form the basis for testing for collision and driveability using the testing device 415 and for evaluating using the cost function 235 using the evaluating device 215, and for making a selection using the selection device 220.

An exemplary embodiment of the control device 105 shown here can be used in particular in connection with a vehicle with automated driving functions, which include automated lateral guidance, such as one

Lane Keeping Assist, a traffic jam assistant, a traffic jam pilot or a motorway pilot.

FIG. 5 shows a flowchart of a method 500 for determining a travel trajectory for a lateral dynamic driving maneuver for a vehicle according to an exemplary embodiment. The method 500 has at least a step 505 of division, a step 510 of determination, a step 515 of evaluation and a step 520 of selection. In step 505 of the division, a roadway is divided into at least one outer driving corridor.

If the roadway is divided into at least one inner driving corridor and one outer driving corridor, the inner driving corridor can run inside the outer driving corridor. A starting point of the lateral dynamic driving maneuver is optional and a target point of the lateral dynamic driving maneuver is, for example, within the inner driving corridor if an inner driving corridor is present. An exception to this arises if the automated driving function is activated while the system is outside. The inner driving corridor represents a comfort zone and the outer driving corridor a border zone.

In step 510 of the determination, a path bundle with at least two potential paths between the starting point and the destination point is determined. The bundle of paths runs within the outer corridor. In step 515 of evaluating, the paths are evaluated using a cost function. The cost functional includes at least two terms that are different Represent driving parameters. In step 520 of selection, using a result of step 515 of evaluating, a path is selected from the path bundle as the travel trajectory.

According to one exemplary embodiment, a reference line is determined in step 505 of the division, for example the center line of the inner one

Corridor can represent. The target point can then be on this

Reference line can be arranged. Optionally, in step 505 of dividing, the inner driving corridor or the outer driving corridor represents a current lane of the vehicle and additionally or alternatively a future lane of the vehicle after a lane change as a transverse dynamic driving maneuver.

In step 515 of the evaluation, the cost functional comprises, according to one exemplary embodiment, a weighting of the at least two terms. In addition, the at least two terms as driving parameters in step 515 of the evaluation optionally represent a jerk and / or an acceleration and / or a speed and / or a duration of the driving maneuver and / or a distance from surrounding objects and / or a duration of the stay in the vehicle Driving corridors and / or a collision probability and / or a

Drivability.

According to one exemplary embodiment, the method 500 also includes a step 525 of standing at least one boundary condition at the end of the path and at least one movement direction condition as path conditions. In this case, in step 510 of determining, the path bundle is determined using the path conditions. The step 525 of standing is accordingly optionally carried out before the step 510 of determining.

In addition, according to one exemplary embodiment, the method 500 comprises a step 530 of recognizing a driving situation of the vehicle on the basis of a driving function of the vehicle. The driving situation is recognized as a path condition. Accordingly, step 530 of the recognition is optionally carried out before step 525 of standing. Furthermore, according to an exemplary embodiment, the method 500 comprises a step 535 of checking, which is optionally carried out after the step 510 of determining and before step 515 of the evaluation. In step 535 of the checking, the paths of the path bundle determined in step 510 are checked for driveability and additionally or alternatively for a probability of collision. in the

In step 515, the paths are then evaluated based on the result of checking step 535.

According to an exemplary embodiment, the method 500 also comprises a step 540 of setting. In step 540 of setting, a transverse position of the vehicle is determined using that in step 520 of selecting

selected travel trajectory, accordingly, step 540 is optionally carried out after step 520. If an exemplary embodiment comprises a “and / or” link between a first feature and a second feature, this is to be read in such a way that the embodiment according to one embodiment has both the first feature and the second feature and according to a further embodiment either only that has the first feature or only the second feature.

Claims

Expectations 1. Method (500) for determining a travel trajectory (110) for a  Transverse dynamic driving maneuver for a vehicle (100), the method (500) comprising the following steps: Dividing (505) a roadway (115) into at least one outer driving corridor (310); Determining (510) a bundle of paths (150) with at least two potential paths (110, 155, 160) between a starting point (140) and a target point (145) of the lateral dynamic driving maneuver, the  Path bundle (150) runs within the outer driving corridor (310); Evaluating (515) the paths (110, 155, 160) using a cost function (235), the cost function (235) comprising at least two terms that represent different driving parameters; and Selecting (520) a path from the path bundle (150) as the  Trip trajectory (110) using a result of the judging step (515). 2. The method (500) according to claim 1, wherein the cost functional (235) comprises at least three terms that represent different driving parameters. 3. The method (500) according to one of the preceding claims, in which in the step (505) of dividing the roadway (115) is divided into at least one inner driving corridor (305) and the outer driving corridor (310), the inner driving corridor (305 ) runs inside the outer corridor (310), the inner corridor (305) a comfort zone and the outer driving corridor (310) one  Represents the border zone, and the target point (145) of the  transverse dynamic driving maneuver lies within the inner driving corridor (305). 4. The method (500) according to claim 3, wherein the starting point (140)  lies outside the inner corridor (305). 5. The method (500) according to one of the preceding claims, in which in the step (505) of dividing a reference line (315) is determined, the target point (145) being arranged on the reference line (315). 6. The method (500) according to claim 5, wherein in step (505) the  Divide the reference line (315) as the center line of the inner one  Driving corridor (305) is determined. 7. The method (500) according to one of the preceding claims, in which in step (515) of the evaluation the cost functional (235) comprises a weighting of the at least two terms. 8. The method (500) according to one of the preceding claims, in which in step (515) of the evaluation the at least two terms as driving parameters are a jerk and / or an acceleration and / or a speed and / or a duration of the driving maneuver and / or Distance to surrounding objects and / or a duration of stay in the driving corridors and / or a  Represent collision probability and / or driveability. 9. The method (500) according to one of the preceding claims, with a step (525) of standing at least one boundary condition at the end of the path of the paths (110, 155, 160) and at least one Direction of movement condition as path conditions, wherein in step (510) of determining the path bundle (150) is determined using the path conditions. 10. The method (500) according to claim 9, comprising a step (530) of recognizing a driving situation of the vehicle (100) on the basis of a driving function of the vehicle (100), the driving situation being recognized as a path condition. 11. The method (500) according to one of the preceding claims, with a step (535) of checking the paths (110, 155, 160) of the path bundle (150) determined in the step of determining (510) for physical driveability and / or a collision probability , in step (515) of the evaluation the paths (110, 155, 160) are evaluated depending on the result of the testing. 12. The method (500) according to claim 3, wherein in the step (505) of dividing the inner driving corridor (305) or the outer driving corridor (310) a current lane of the vehicle (100) and / or a future lane of the vehicle (100 ) is represented as a lateral dynamic maneuver after a lane change. 13. The method (500) according to one of the preceding claims, comprising a step (540) of setting a transverse position of the vehicle (100) using the travel trajectory (110) selected in step (520) of the selection. 14. Control device (105) which is set up to carry out the steps of  Execute and / or control the method (500) according to one of the preceding claims in corresponding units (205, 210, 215, 220). 15. Computer program which is set up to execute and / or to control the method (500) according to one of the preceding claims 1 to 13.