DE102019217428B4 - Method for operating a driver assistance system, driver assistance system and vehicle - Google Patents

Abstract

Method for operating a driver assistance system (1) for the assisted or automated execution of a driving maneuver, wherein before the execution of the driving maneuver, an approval of the driving maneuver and/or during the execution of the driving maneuver, the need to abort the driving maneuver is checked, characterized in that the approval of the driving maneuver and/or the need to abort the driving maneuver is checked as a function of swarm data, wherein curvature information of the route ahead of the vehicle (2) is determined by evaluating the swarm data, wherein the approval and/or the need to abort the driving maneuver is additionally checked as a function of the curvature information.

Description

The invention relates to a method for operating a driver assistance system for the automated execution of a driving maneuver and to a corresponding driver assistance system.

Autonomous driving systems are known from the prior art, which include a lane change control device that performs a lane change during autonomous driving of the vehicle. Such a system is, among other things, in US 2019 / 0 143 983 A1 described.

Also known is the DE 10 2012 222 301 A1 , which describes a method and system that monitor the behavior of surrounding vehicles to predict and respond to an impending road hazard, even in situations where the hazard has not been directly detected. Among other things, it is described that a navigation module can use the current position of the vehicle and road or map data to evaluate an upcoming road segment. It is further disclosed that such a road segment can be a sharp curve.

Also known is the DE 10 2011 117 382 A1 , which discloses a control technology related to lane keeping and lane changing. Described herein is a sensor that detects a lane in which the vehicle equipped with a lane keeping control system is traveling, for example, by detecting a lane marking.

It is thus known that before or in order to carry out a driving maneuver, in particular a lane change, an area in front of the vehicle is analyzed, for example by evaluating images captured with the help of a camera. The problem is that one dimension of the spatial area that can be evaluated in this way is limited, in particular because image capture devices such as cameras only have a limited detection range of, for example, 50 m to 60 m. It is possible that, based on the analysis of this limited spatial area in front of the vehicle, a lane change maneuver is authorized and then carried out, although this maneuver is not completed until the next bend along the vehicle's route. In this case, driving comfort can be reduced, especially if the vehicle is then driven to the outer edge of the bend by the lane change maneuver, in particular the superimposition of cornering with the lane change maneuver, which can be unpleasant for vehicle occupants. If, for example, the permissible steering torque is limited, it may also happen that the vehicle speed has to be reduced in order to negotiate the corner. Alternatively or cumulatively, a limitation of the permissible control torque may also result in a warning and/or the interruption of the generation or deactivation of the control torque. This, too, may be undesirable.

It's also possible that, due to an analysis of this limited space in front of the vehicle, a lane merger or lane narrowing isn't detected in time, and a maneuver isn't completed in time before this merger or narrowing occurs. This, too, is undesirable.

The DE 10 2012 023 498 A1 discloses a method for automatic and/or assisted vehicle guidance and a system for automatic and/or assisted vehicle guidance.

The DE 10 2014 014 120 A1 discloses a method for autonomously operating a vehicle, an assistance system for autonomously operating a vehicle and a vehicle with such an assistance system.

The DE 10 2015 223 480 A1 discloses a method and a corresponding device for planning and/or executing a movement trajectory for a vehicle.

The technical problem therefore arises of creating a method for operating a driver assistance system for the automated execution of a driving maneuver and a corresponding driver assistance system that increases driving comfort.

The solution to the technical problem is achieved by the subject matter having the features of the independent claims. Further advantageous embodiments of the invention are set forth in the subclaims.

A method is proposed for operating a driver assistance system for the assisted or automated execution of a driving maneuver. Within the meaning of this invention, the driving maneuver can be performed within the framework of assisted driving, partially automated driving, highly automated driving, fully automated driving, or autonomous driving.

As explained in more detail below, the driving maneuver can be a lane change maneuver. However, it is also conceivable that the proposed method can also be used for different driving maneuvers, for example for an overtaking maneuver.

Before the maneuver is executed, the authorization for the maneuver is checked. The result of this check can be that the planned maneuver is authorized or not authorized. If the maneuver is authorized, the driver assistance system can execute the planned maneuver. If the planned maneuver is not authorized, the driver assistance system will not execute the planned maneuver. Alternatively or cumulatively, the need to abort the maneuver is checked during the execution of the maneuver. The result of this check can be that the driver assistance system aborts the maneuver or continues to execute the maneuver.

According to the invention, the approval of the driving maneuver and/or the necessity of aborting it is checked depending on swarm data.

Swarm data can refer to data collected by a large number of vehicles, with this data encoding vehicle information and/or environmental information of the respective vehicles. The data can, for example, be generated by the vehicles while driving and then—as explained in more detail below—stored in a server device. Vehicle information can, in particular, be position information, speed information, or information about another driving dynamics variable. Environmental information can, in particular, be information about the vehicle's surroundings or about the course of the road, e.g., about lane markings. Environmental information can also be information about road boundaries, e.g., guardrails, or traffic signs.

Information about the surroundings of a vehicle can be captured/determined, for example, by a corresponding device for capturing and, if necessary, evaluating this information, which device is located in or on the respective vehicle. Such a device can, in particular, be an image capture device, e.g., a so-called front camera, a rear camera, a side camera, or another device different from these. Such a device can also be a radar detection device.

Furthermore, this swarm data can be transmitted to a central server, which then stores the information from all vehicles, or the data encoding it, as swarm data for retrieval by the proposed method, and makes it available, particularly for a predetermined period of time. Thus, swarm data contains information from vehicles that already generated it some time ago while traveling along the route.

In particular, the explained information can be stored in a manner associated with the position of the vehicle at the time the information is acquired. In other words, a position of the vehicle is acquired, the explained information is associated with this position, and the swarm data then encodes the position and the information associated with it. It is also possible for the swarm data to encode only position information of vehicles. This position information can be determined by a position-determining device in each of the vehicles, for example, a GNSS sensor. Swarm data can also encode trajectory information about vehicle trajectories. This can be determined, for example, from the position information of a vehicle.

Swarm data can thus provide a digital map in which, for example, in addition to the position information of the vehicle, information about the surrounding area is also stored.

Thus, the driver assistance system, in particular a control and evaluation device of the driver assistance system explained in more detail below, can retrieve the swarm data from the central server device to check whether the driving maneuver is authorized and/or whether it needs to be aborted. In particular, swarm data can be retrieved that contains information associated with positions along a route in the direction of travel in front of the vehicle, wherein the route has a predetermined length. This can improve the determination of the route ahead of the vehicle, since the swarm data can be used to obtain information about the positions and/or trajectories of vehicles in a spatial area ahead of the vehicle.

This swarm data can be determined based on the current vehicle position, which is determined, for example, by a positioning device such as a GNSS device. For example, the swarm data can be determined that is associated with the same position as the current vehicle position or with a position that deviates from the current vehicle position by no more than a predetermined amount.

Alternatively or cumulatively, this swarm data can also be determined depending on current environmental information of the vehicle. For example, the swarm data can be determined that contains/encodes the same environmental information as, or more than a predetermined degree of similar environmental information to, the current environmental information. Such environmental information can, for example, be information about a traffic sign, a lane, a road marking or delimiter, about a road surface or a surface adjacent to the road surface, about a surface transition, etc., in particular information about a relative position of these elements to the vehicle. The environmental information can, for example, be provided in the form of images.

In particular, it is possible to identify, depending on the current vehicle position, a first set of swarm data that is assigned to the same position as the current vehicle position or to a position that deviates from the current vehicle position by no more than a predetermined amount. Then, from this first set, for example, the swarm data that contains/encodes the same environmental information as the current environmental information or that is more than a predetermined amount similar to it can be determined. This advantageously allows swarm data relevant to the current vehicle position to be determined. In other words, the vehicle can be precisely located in the digital map provided by the swarm data.

Thus, in particular, swarm data can be retrieved in/for a spatial area in the direction of travel in front of the vehicle that is larger than the detection range of a device for detecting environmental information that is arranged in/on the vehicle with the driver assistance system. For example, the spatial area containing the positions for which swarm data is retrieved can have a length of 100 m or more along the route in the direction of travel in front of the vehicle.

It is also possible for swarm data to be retrieved in/for a spatial area in the direction of travel behind the vehicle that is larger than the detection range of a device for acquiring environmental information that is arranged in/on the vehicle with the driver assistance system. For example, the spatial area containing the positions for which swarm data is retrieved can have a length of 100 m or more along the path in the direction of travel behind the vehicle.

This can improve the determination of the position of objects, particularly other vehicles, behind the vehicle, since the swarm data can be used to obtain information about the positions and/or trajectories of vehicles in a spatial area behind the vehicle. This can improve the authorization and/or determination of the need for abort, as explained in more detail below, depending on at least one piece of environmental information, e.g., the authorization and/or determination of the need for abort, as explained based on the evaluation of rear radar data.

To check for clearance and/or the need to abort, this swarm data can be evaluated, particularly by the control and evaluation device described above. The evaluation can determine at least one property of the route or roadway ahead of the vehicle, particularly its curvature. This will be explained in more detail below.

Furthermore, depending on the property(ies) determined in this way, the driving maneuver can be authorized or denied. Alternatively or cumulatively, the need to abort can be determined or denied depending on these property(ies). By checking the authorization and/or the need to abort based on swarm data, an improved assessment of the route ahead of the vehicle with regard to its suitability for the planned or currently executed driving maneuver can advantageously be achieved, particularly because information can be evaluated over a larger spatial area than the detection range of the vehicle's own sensors. This can advantageously prevent or abort driving maneuvers that could lead to an undesirable reduction in driving comfort. For example, a lane change maneuver can be prevented or aborted if there is a bend ahead of the vehicle, particularly one that is too sharp, which - as explained above - could lead to an undesirable driving experience.

In a preferred embodiment, the driving maneuver is a lane change maneuver. In this case, it is advantageously possible to prevent a vehicle from changing into a radially outer lane of a curve due to the lane change maneuver, which—as explained above—does not undesirably reduce ride comfort.

In a further embodiment, at least one vehicle information about the vehicle vehicle with the driver assistance system. This can be determined by a corresponding device for determining vehicle information. This device for determining vehicle information can, in particular, be a detection device, e.g., a sensor. Vehicle information can, for example, be a vehicle position, vehicle speed, vehicle acceleration, or other driving dynamics or vehicle-related information.

Alternatively, but preferably cumulatively, at least one piece of environmental information is determined. This information refers to information about the environment of the vehicle with the driver assistance system. Such environmental information can also be determined by a corresponding determination device, which can also be a detection device, e.g., a sensor. Environmental information can, for example, be information about the number, location, and/or occupancy status of lanes, in particular information about the lane the vehicle is traveling in and/or the lanes adjacent to it.

Vehicle information can also be information about a road category, where a road category can be a motorway, a dual carriageway, a road outside built-up areas, a road within built-up areas, a federal highway, a regional or state road, a district road or a municipal road.

Further environmental information can, for example, be information about the presence, number, relative position and/or relative speed of other vehicles in a predetermined environment around the vehicle with the driver assistance system.

Environmental information can be generated, for example, by evaluating images generated by an image capture device arranged on/in the vehicle. Alternatively or cumulatively, environmental information can be generated by evaluating radar data, which is generated by at least one radar sensor arranged in/on the vehicle. Further alternatively or cumulatively, environmental information can be generated by evaluating ultrasound data, which is generated by an ultrasound sensor that can also be arranged in/on the vehicle. Of course, other types of data can also be evaluated to generate environmental information, for example, lidar data, which can then be generated using appropriate devices for determination/capture.

Furthermore, the approval and/or the necessity of aborting the process is additionally checked based on at least one piece of vehicle information and/or at least one piece of environmental information. For this purpose, the specific information can be evaluated.

For example, a lane change maneuver may not be authorized or aborted if the target lane is occupied by another vehicle. Alternatively or cumulatively, the maneuver may only be authorized if the vehicle is on a road of a predetermined category, such as a highway. Further alternatively or cumulatively, the maneuver may only be authorized if the vehicle speed exceeds a predetermined authorization speed.

In parallel with or following the check of the release and/or the necessity of aborting depending on at least one piece of vehicle and/or environment information, the release and/or the necessity of aborting can then be checked depending on swarm data.

The proposed evaluation of vehicle and/or environmental information advantageously results in improved operational safety when operating the driver assistance system, in particular when carrying out planned driving maneuvers.

Furthermore, according to the invention, curvature information of the route ahead of the vehicle along the direction of travel is determined. The route ahead of the vehicle can comprise one or more lanes. The curvature information is determined by evaluating the swarm data. Furthermore, the approval and/or the need for abort is additionally checked depending on the curvature information. For example, approval for the planned driving maneuver, in particular a lane change maneuver, can be granted if the curvature is smaller than a predetermined threshold. In this case, the need to abort an already performed driving maneuver can also be detected.

The curvature information can be determined in particular by evaluating trajectory information from vehicles that, as previously explained, generated the swarm data. This trajectory information can be evaluated, for example, by evaluating the positions of these vehicles at different points in time. In particular, swarm data can be used to determine the curvature information, which is assigned to a previously a specific spatial area along the route in the direction of travel in front of the vehicle is assigned to the driver assistance system, in particular a spatial area that encompasses a predetermined distance along the route in front of the vehicle. Of course, curvature information can also be determined alternatively or cumulatively depending on the previously explained vehicle information and/or environmental information, in particular by evaluating them.

Curvature information can be determined, in particular, in the form of a curve radius. This curve radius can be a radius value assigned to a circular arc or partial arc.

This advantageously results in a further improvement in operational safety during operation of the driver assistance system, since driving maneuvers, in particular lane change maneuvers, can be prevented or aborted if the curvature of the road ahead of the vehicle is too great.

In a preferred embodiment, the curvature information is determined only up to a predetermined distance along the route in front of the vehicle in the direction of travel. This distance can be greater than the maximum extent of a determination/detection range of devices arranged in/on the vehicle with the driver assistance system for determining environmental information. For example, if a camera can detect an area extending up to 70 m along the route in front of the vehicle, curvature information can be determined for an area longer than these 70 m along the route in front of the vehicle, for example, for an area up to 100 m or more.

In particular, this can be done by evaluating swarm data assigned to the positions along the predetermined route.

This advantageously results in a further improvement in operational safety during operation of the driver assistance system while simultaneously reducing the amount of data to be evaluated, which enables the proposed method to be carried out quickly.

In a further embodiment, a distance required or remaining to perform the driving maneuver is determined, wherein the authorization and/or the necessity of aborting the maneuver is additionally checked depending on the required or remaining distance. The distance can refer to a distance along the roadway or a route in the direction of travel in front of the vehicle. The required or remaining distance can be determined depending on vehicle and/or surroundings information, in particular depending on a vehicle speed. For example, authorization may not be granted or the necessity of aborting the maneuver may be detected if the curvature, in particular a maximum value of the curvature, within the required or remaining distance is greater than a predetermined threshold.

This advantageously results in a further improvement in operational safety during operation of the driver assistance system as well as a further improvement in driving comfort, in particular since a driving maneuver is not carried out or is aborted if an undesirable driving feeling would arise during the execution of the driving maneuver along the necessary or remaining distance.

In a further embodiment, the required or remaining distance is a distance to the beginning of a curve, in particular the next curve along the route ahead of the vehicle. A curve can refer to an area of the route or roadway ahead of the vehicle whose curve radius is smaller than a predetermined threshold.

This advantageously results in a further improvement in driving comfort, as it ensures that a driving maneuver is not carried out before or in such a curve, which could result in the effects on driving comfort explained above.

In an alternative embodiment, the necessary or remaining distance is determined as the difference between the distance to the beginning of a curve and a safety distance. This safety distance can also be referred to as a turning zone. This can designate an area in which a driving maneuver, in particular a lane change maneuver, should no longer be performed. The safety distance can be a fixed, predetermined value. Alternatively, the safety distance can also be determined depending on a driving situation and/or the surroundings, for example, depending on vehicle and/or surroundings information, and thus be an applicable safety distance. This advantageously results in a further improvement in driving comfort when operating the vehicle using the proposed driver assistance system.

In a further embodiment, the driving maneuver is authorized or no need to abort is detected if the curvature in the required or remaining distance is less than a threshold value. This threshold value can, in particular, be a constant, predetermined threshold value. As explained below, however, the threshold value can also be determined depending on at least one piece of vehicle information and/or at least one piece of environmental information and thus be a variable threshold value.

This advantageously results in a reliable improvement in driving comfort, particularly since no driving maneuvers are carried out in excessively curved sections of the track.

In a further embodiment, as already explained above, the threshold value is determined depending on at least one piece of vehicle information, for example, speed-dependent. Alternatively or cumulatively, the threshold value is determined depending on at least one piece of environmental information. For example, the threshold value can be determined depending on the precipitation intensity. In this case, the precipitation intensity can be an environmental information item. This environmental information can be determined, for example, depending on the output signals of a rain sensor and/or depending on the set wiper speed of the vehicle's windshield wipers using the driver assistance system.

In a further embodiment, lane information of the route ahead of the vehicle is determined based on the swarm data, wherein the approval and/or the need for abort is additionally checked based on the lane information. In particular, knowledge about a lane course, in particular a lane merging or a lane narrowing, in a predetermined spatial area along the route in the direction of travel ahead of the vehicle can be obtained from the swarm data, e.g., by evaluating the trajectories of vehicles that generated the swarm data. A driving maneuver, e.g., a lane change maneuver, cannot be approved or can be aborted if a lane merging or a lane narrowing occurs in the predetermined spatial area, in particular during a distance necessary or remaining to carry out the driving maneuver, especially if the target lane of the driving maneuver is a narrowing or ending lane. A driving maneuver, e.g., a lane change maneuver, can be authorized or not aborted if no lane merging or narrowing occurs within the predetermined spatial area, particularly during the distance required or remaining to execute the maneuver. This advantageously prevents or aborts driving maneuvers that could lead to an undesirable reduction in driving comfort.

Further proposed is a driver assistance system for the assisted or automated execution of a driving maneuver. The driver assistance system is configured such that a method according to one of the embodiments described in this disclosure can be carried out with the driver assistance system. This advantageously results in the driver assistance system being able to carry out such a method with the explained advantages.

The driver assistance system comprises at least one control and evaluation device. This can comprise at least one microcontroller or at least one integrated circuit, or can be configured as such. Furthermore, the at least one control and evaluation device checks whether the driving maneuver is authorized before the driving maneuver is executed and/or whether the driving maneuver needs to be aborted during the execution of the driving maneuver.

According to the invention, the driver assistance system comprises a communication interface for retrieving swarm data. This communication interface can be designed, in particular, for wireless data transmission. The swarm data can be retrieved via the communication interface, for example, from the previously explained storage device of a central server device. The communication interface can be connected to the at least one control and evaluation device via signals and/or data. Furthermore, the control and evaluation device checks the approval of the driving maneuver and/or the need to abort it based on the swarm data. This and corresponding advantages have already been explained above.

Furthermore, the driver assistance system can comprise at least one device for determining vehicle information and/or at least one device for determining environmental information. This and corresponding advantages have already been explained above.

A vehicle with a driver assistance system according to one of the embodiments explained in this disclosure is further described. Thus, a vehicle with improved ride comfort is advantageously provided.

• 1 ein schematisches Flussdiagramm eines erfindungsgemäßen Verfahrens,
• 2 ein schematisches Flussdiagramm eines erfindungsgemäßen Verfahrens in einer weiteren Ausführungsform,
• 3 eine schematische Draufsicht auf ein Fahrzeug auf einer Fahrbahn und
• 4 ein schematisches Blockschaltbild eines erfindungsgemäßen Fahrerassistenzsystems.

The invention is explained in more detail using exemplary embodiments. The figures show:

• 1 a schematic flow diagram of a method according to the invention,
• 2 a schematic flow diagram of a method according to the invention in a further embodiment,
• 3 a schematic plan view of a vehicle on a roadway and
• 4 a schematic block diagram of a driver assistance system according to the invention.

In the following, the same reference symbols designate elements with the same or similar technical features.

1 shows a schematic flow diagram of a method according to the invention for operating a driver assistance system 1 (see 4 ) for the assisted or automated execution of a driving maneuver, which may in particular be a lane change maneuver.

Before the driving maneuver is carried out, vehicle information is determined B1, in particular a vehicle speed and a vehicle position, for example in the form of GNSS data. Environmental information is also determined B2, for example by evaluating output signals from radar sensors, which are located in particular in the rear and/or front area of the vehicle 2 (see 3 ) and whose detection areas can cover an area in front of and/or behind the vehicle 2. Images captured by a vehicle camera 11, in particular a front camera, can also be evaluated to determine B2 environmental information.

Furthermore, swarm data is retrieved A1, in particular swarm data stored in a central server device. These can be retrieved based on the vehicle's position. This can mean that swarm data are retrieved that are assigned to one, but preferably several, position(s) located along the route in front of the vehicle in the direction of travel, in particular up to a predetermined distance along this route in front of the vehicle 2. As explained above, swarm data can be determined in particular depending on the current vehicle position and/or depending on current environmental information of the vehicle.

The information content of this swarm data has already been explained previously.

A P1 approval check is then performed depending on the specific vehicle information. For example, a first approval criterion may be met if, based on the position data of vehicle 2, a highway is detected as the road type of the road on which vehicle 2 is located. A further check criterion may be met if the vehicle speed is greater than a predetermined threshold. If one of these check criteria is not met, the planned driving maneuver cannot be approved.

The explanations given for the release of the driving maneuver can also be applied accordingly to the process of checking whether it is necessary to abort the maneuver.

A check P2 of the release is then carried out depending on environmental information. For example, a further test criterion can be met if the evaluation of the previously explained images from a vehicle camera 11 has detected the vehicle's own lane. A further test criterion can be met if the roadway on which the vehicle 2 is located is detected to be multi-lane. A further test criterion can be met if the width of a lane immediately adjacent to the vehicle's own lane is greater than a predetermined threshold value. A further test criterion can be met if a lane line type of the lane line between the vehicle's own lane and the target lane planned for the driving maneuver corresponds to a type for which a lane change is permitted, e.g., the "dashed" type.

Furthermore, particularly depending on the evaluation of radar and/or ultrasound data, a test criterion can be checked which is fulfilled if it is detected that a target area on the target lane is or becomes unoccupied.

Next, a test criterion (P3) is checked based on the retrieved swarm data. Curvature information in the form of a curve radius of the route ahead of the vehicle can be determined by evaluating the swarm data, particularly up to a predetermined distance along the route ahead of the vehicle. This curve radius can be determined in the form of a vector.

A test criterion can be met if the curve radius along the predetermined path is greater than or equal to a predetermined threshold value. If this is not met, the test criterion cannot be met. A further test P4 is performed to determine whether the curve radius is greater than or equal to a threshold value in a path necessary to perform the maneuver. Alternatively, it can be checked whether the curve venradius along a distance in front of the vehicle, which corresponds to the difference between the necessary distance to the beginning of a curve and a predetermined safety distance, is greater than or equal to the threshold value.

The threshold value can be determined depending on vehicle information, in particular a speed, and/or environmental information, for example, information about precipitation intensity. For example, the threshold value can decrease with increasing vehicle speed and/or decrease with increasing precipitation intensity. Alternatively, this threshold value can also be predetermined.

If all of the aforementioned test criteria are met, the planned maneuver can be approved. If at least one of the previously explained test criteria is not met, the planned maneuver cannot be approved.

2 shows a schematic flow diagram of a method according to the invention in a further embodiment. Here, input data B is determined for evaluating one or more test criteria. This input data is the previously explained swarm data as well as, if applicable, vehicle information and environmental information. Furthermore, a check P of test criteria is performed, with exemplary test criteria having been explained previously.

If all test criteria are met, the planned maneuver is approved. If this is not the case, approval is denied, and the planned maneuver is not carried out.

3 shows a schematic plan view of a roadway 3 with a first lane 4a and a second lane 4b adjacent to the first lane 4a, as well as a vehicle 2 executing a lane change maneuver from the first lane 4a to the second lane 4b. A solid line represents vehicle 2 at the beginning of the maneuver. Dashed lines represent vehicle 2 after the lane change maneuver has been completed.

Also shown is a detection area 5 of a vehicle camera 11 (see 4 ), which covers an area in front of the vehicle 2. Also shown is a curved area 6 of the roadway 3, wherein a curve start 7 is defined in a section of the roadway 3 in which a curve radius is smaller than a predetermined threshold value.

Also shown is a distance D from vehicle 2 at the start of the driving maneuver to the beginning of the curve 7. Also shown is a distance W necessary to carry out the lane change maneuver. Also shown is a safety distance TZ.

From the 3 In the embodiment shown, it can be seen that the vehicle camera 11 cannot detect that the roadway 3 has the curved section 6 along the stretch of road ahead of the vehicle. However, information about this curved section 6 can be extracted from swarm data which - as explained above - was generated by other vehicles. A dotted line symbolizes vehicle positions which were generated by other vehicles which have already traveled along the roadway 3 and which were transmitted to a central server device. By evaluating this position information, trajectory information about the trajectories traveled by these vehicles can be determined, wherein the curve radius is then determined by evaluating the trajectory information, in particular as the curve radius of one of the trajectories or an averaged trajectory.

By evaluating this swarm data, vehicle 2 can determine a curve radius of the route in front of the vehicle up to a maximum distance Dmax along the route in front of the vehicle.

It is further shown that the distance W required to carry out the lane change maneuver is smaller than the difference between the distance D to the beginning of the curve 7 minus the safety distance TZ.

Thus, a corresponding test criterion is met in the present embodiment, whereby the planned lane change maneuver can be released.

4 shows a schematic block diagram of a driver assistance system 1 according to the invention for the assisted or automated execution of a driving maneuver. The driver assistance system comprises a control and evaluation device 8 and a communication device 9 for retrieving swarm data from a central server device 10. This central server device 10 can be a vehicle-external device. It is further shown that the driver assistance system comprises a vehicle camera 11 for generating images of a detection area 5 arranged in front of the vehicle 2 (see 3 ) includes.

With the illustrated driver assistance system 1, a method described in this disclosure for the assisted or automated execution of a driving maneuver can be carried out in an advantageous manner.

List of reference symbols

1

Driver assistance system

2

vehicle

3

roadway

4a

first lane

4b

second lane

5

Detection range

6

Curve section

7

Start of curve

8

Control and evaluation device

9

Communication device

10

central server facility

A1

Evaluate

B

Determine

B1

Determine

B2

Determine

P

Check

P1

Check

P2

Check

P3

Check

P4

Check

W

Distance

D

Distance of the curve

Dmax

maximum distance

TZ

Safety distance

Claims (10)

Method for operating a driver assistance system (1) for the assisted or automated execution of a driving maneuver, wherein before the execution of the driving maneuver, an approval of the driving maneuver and/or during the execution of the driving maneuver, the need to abort the driving maneuver is checked, characterized in that the approval of the driving maneuver and/or the need to abort is checked as a function of swarm data, wherein curvature information of the route ahead of the vehicle (2) is determined by evaluating the swarm data, wherein the approval and/or the need to abort is additionally checked as a function of the curvature information. Procedure according to Claim 1 , characterized in that the driving maneuver is a lane change maneuver. Method according to one of the preceding claims, characterized in that at least one item of vehicle information and/or at least one item of environmental information is determined, wherein the release and/or the necessity of the abort is additionally checked as a function of the at least one item of vehicle information and/or the at least one item of environmental information. Method according to one of the preceding claims, characterized in that the curvature information is determined only up to a predetermined distance (Dmax) along the route lying in front of the vehicle (2). Method according to one of the preceding claims, characterized in that a distance (W) necessary or remaining for carrying out the driving maneuver is determined, wherein the release and/or the necessity of aborting is additionally checked as a function of the necessary or remaining distance (W). Procedure according to Claim 5 , characterized in that the necessary or remaining distance is a distance (D) up to the beginning of a curve (6) or that the necessary or remaining distance (W) is determined as the difference between the distance (D) up to the beginning of a curve (6) and a safety distance (TZ). Method according to one of the Claims 5 until 6 , characterized in that the driving maneuver is released or no need for abort is detected if the curvature in the necessary or remaining distance (W) is smaller than a threshold value. Procedure according to Claim 7 , characterized in that the threshold value is determined as a function of at least one item of vehicle information and/or at least one item of environmental information. Method according to one of the preceding claims, characterized in that lane information of the route in front of the vehicle (2) is determined as a function of the swarm data, wherein the release and/or the necessity of aborting is additionally checked as a function of the lane information. Driver assistance system for the assisted or automated execution of a driving maneuver, wherein the driver assistance system (1) comprises at least one control and evaluation device (8), wherein the at least one control and evaluation device (8) checks whether the driving maneuver is approved before the driving maneuver is carried out and/or whether the driving maneuver needs to be aborted during the driving maneuver is carried out, wherein the driver assistance system (1) comprises a communication interface for retrieving swarm data, characterized in that the control and evaluation device (8) checks whether the driving maneuver is approved and/or whether it needs to be aborted as a function of swarm data, wherein curvature information of the route ahead of the vehicle (2) is determined by evaluating the swarm data, wherein the approval and/or the need to abort is additionally checked as a function of the curvature information.