SE540271C2 - Procedure for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes - Google Patents

Abstract

The present invention relates to a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, comprising the steps of: detecting (S1) the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive the vehicle; continuously determining (S2) the relative speed between the vehicles, comprising the step of: at determined relative speed indicating that said rear vehicle approaches the leading vehicle continuously determining (S3) when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in The present invention also relates to a system for risk assessment of lane change when driving a leading vehicle on a roadway with at least two adjacent lanes, and a motor vehicle comprising such a system. The present invention also relates to a computer program and a computer program product.

Description

PROCEDURE FOR RISKING ASSESSMENT OF LINES IN DRIVING A LEADING VEHICLE ON A ROAD AT LEAST TWO ADJACENT ROADS TECHNICAL FIELD The invention relates to a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the preamble of claim 1. The invention relates to a system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes. The invention further relates to a motor vehicle. The invention further relates to a computer program and a computer program product.

BACKGROUND When driving a vehicle on a roadway with at least two adjacent lanes, a lane change entails a risk in the event that a vehicle behind is approaching in the adjacent lane to which the change is to take place. From a traffic safety point of view, there is therefore a need to assess the risk of changing lanes in the event of a vehicle approaching from behind a leading vehicle.

For this purpose, a so-called blind-spot warning system is used according to a variant. Such a system warns or intervenes in other ways when the own vehicle is about to steer out into an adjacent lane where a vehicle approaching from behind the vehicle is or will be present at a near time. This is normally achieved by means of a rearward radar which detects vehicles in adjacent lanes, where it is assumed that the conductive vehicle and the vehicle approaching behind the conductive vehicle are driven substantially straight ahead along the route.

OBJECT OF THE INVENTION An object of the present invention is to provide a method and system for risk assessment of lane change when driving a leading vehicle on a roadway with at least two adjacent lanes which effectively ensures whether lane change is possible and thereby improves safety without generating unnecessary lane change warnings.

SUMMARY OF THE INVENTION These and other objects, which appear from the following description, are achieved by means of a method, a system, a motor vehicle, a computer program and a computer program product of the kind initially stated and which further have the features stated in the characterizing part of the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.

According to the invention, the objects are achieved with a method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, comprising the steps of: detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle; continuously determining the relative speed between the vehicles, including the steps of: at the determined relative speed indicating that said rear vehicle approaches the leading vehicle continuously determining when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle is driven. Furthermore, the method comprises determining, based on indications of the distance of a particular lane in which the conductive vehicle is driven, the distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine said risk zone running from said adjacent lane. said conductive vehicle a certain distance.

This improves safety in that a warning occurs when required and can be avoided in the event that the vehicle behind it is not determined to pose any risk in that it will not be in the action zone when changing lanes. Consequently, it is ensured in an effective manner whether lane change is possible, whereby safety is improved without unnecessary warnings being generated when changing lanes.

By thus establishing relevant risk zones, the risk of incorrect warning when there is no risk of lane change and no warning when there is a risk of lane change is minimized.

According to one embodiment, the method comprises the steps of: based on indications concerning the distance of a particular lane in which the vehicle is driven determine the distance of at least one adjacent lane based on continuously determined reference positions of the vehicle relative to said adjacent lane to determine said action zone along said lane vehicle a certain distance, and to take action in connection with the presence of objects in said action zone in connection with lane change. By thus establishing relevant action zones, the risk of incorrect warning is minimized when there is no risk of lane change. Consequently, the risk of incorrect warning when cornering with a trailer with a trailer, such as a truck with a trailer, is eliminated in that the action zone thus determined will not sense its own trailer.

According to one embodiment, the method comprises the step of taking into account in said risk assessment said relative speed when determining how fast a lane change of the conductive vehicle takes place. This further improves safety in the event of a warning in the event that it is determined that the leading vehicle when changing lanes will be in the action zone when the vehicle approaching from behind will be in the action zone and can be avoided when the vehicle behind is not determined to pose a risk in the that when changing lanes, it will not be in the action zone by determining that the vehicle behind has time to pass or does not make it to the action zone before the leading vehicle has made the lane change and is in the action zone.

According to one embodiment, the method comprises the step of taking into account information about the location of the conductive vehicle in its lane when determining how quickly a lane change of the conductive vehicle takes place. By thus taking into account, for example, location such as the position of the vehicle, the possibility of determining how fast the lane change will take is improved, whereby safety is further improved. A warning is issued in the event that it is determined that the leading vehicle will be in the action zone when changing lanes when the vehicle approaching from behind will be in the action zone and can be avoided when the vehicle behind is not determined to pose any risk that it will not change lanes. to be in the action zone by determining that the vehicle behind has time to pass or does not have time to reach the action zone before the leading vehicle has made the lane change and is in the action zone.

The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.

DESCRIPTION OF FIGURES The present invention will be better understood with reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of the present invention; Fig. 2 schematically illustrates a block diagram of a system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention; Fig. 3 schematically illustrates the driving of a leading vehicle on a roadway with at least two adjacent lanes, where reference positions relative to the vehicle adjacent lanes are determined; Figs. 4a and 4b schematically illustrate driving a conductive vehicle on a roadway with at least two adjacent lanes, where from behind the conductive vehicle approaching vehicles are detected according to an embodiment of the present invention; Fig. 5 schematically illustrates a block diagram of a method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention; and Fig. 6 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

Here, the term "adjacent lanes" refers to adjacent lanes for vehicles traveling in the same direction, ie lanes in the form of adjacent lanes where vehicles travel in the same direction commonly found on major roads such as highways, and to adjacent lanes for travel in the opposite direction , ie adjacent lanes where there is oncoming traffic in the adjacent lane and where overtaking can take place.

Accordingly, the term "roadway with at least two adjacent lanes" as used herein refers to any suitable roadway with adjacent lanes as defined above. The term "roadway with at least two adjacent lanes" may consequently include a major road such as a motorway with two or more adjacent lanes in the form of adjacent lanes for travel in the same direction, roadway with two adjacent lanes for travel in the opposite direction, i.e. adjacent lanes where there will be oncoming traffic in the adjacent lane and where overtaking can take place.

Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or a car. The vehicle comprises a system I for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the present invention.

Fig. 2 schematically illustrates a block diagram of a system I for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to an embodiment of the present invention.

System I includes an electronic control unit 100.

System I comprises means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle. The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a danger zone adjacent to the conductive vehicle may include any suitable sensor means.

The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle comprises, according to a variant, radar means. The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle according to a variant comprises camera means. The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle comprises according to a variant lidar means. The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle comprises, according to a variant, laser scanner means.

The means 110 for detecting the presence of a vehicle behind the conductive vehicle in a danger zone adjacent to the conductive vehicle includes sensor means for detecting on each side of the conductive vehicle to facilitate detection of the presence of a vehicle behind the conductive vehicle in a risk zone in connection to the leading vehicle in the lane to the right of the vehicle and in the lane to the left of the vehicle. The conductive vehicle includes the means 110 for detecting the presence of vehicles approaching from behind the conductive vehicle.

System I comprises means 100, 120 for taking the presence of a vehicle approaching from behind the leading vehicle in said risk zone as a basis for taking action when changing lanes.

System I includes means 120 for taking action when changing lanes when determining that a vehicle behind will be in an action zone in a lane adjacent to the conductive vehicle in which the conductive vehicle is driven.

The means 120 for taking action comprises, according to one embodiment, means 122 for warning of lane changes when it is determined that a vehicle behind will be in an action zone in a lane adjacent to the conductive vehicle in which the conductive vehicle is driven. The lane change warning means 122 may be any suitable warning means such as visual warning, audible warning and / or tactile warning. According to a variant, the visual warning means comprises a display unit and / or a flashing unit or equivalent. The audible warning means includes warning in the form of a voice message and / or warning in the form of an audible alarm. The tactile warning means includes the actuation of the steering wheel in the form of vibration / movement and / or the actuation of the vehicle seat in the form of vibration and / or the influence of the pedal such as the accelerator pedal or brake pedal.

The means 120 for taking action comprises, according to one embodiment, means 124 for preventing the conductive vehicle from changing lanes or making it more difficult for the conductive vehicle to change lanes when determining that a vehicle behind will be in an action zone adjacent to the conductive vehicle. lane in which the leading vehicle is driven. The means 124 for preventing / complicating lane changes include influencing the steering ability of the conductive vehicle as a steering angle in the direction of the adjacent lane in which there is a risk. The means 120 for taking action comprises, according to a variant, the electronic control unit 100.

System I comprises means 130 for continuously determining the relative speed between the vehicles, i.e. relative speed between the leading vehicle and the determined vehicle behind. The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind includes means for determining whether the detected vehicle is approaching the conductive vehicle, i.e. whether the detected vehicle has a higher relative speed than the conductive vehicle.

The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind comprises, according to a variant, comprising radar means. The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind includes, according to a variant, camera means. The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind includes, according to a variant, lidar means.

The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind includes, according to a variant, laser scanner means.

The means 130 for continuously determining the relative speed between the conductive vehicle and the vehicle behind is included according to a variant of the means 110 for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle.

System I includes means 140 for indicating at a determined relative speed that said rear vehicle is approaching the leading vehicle continuously determining when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle is driven. The means 140 for continuously determining when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle is driven comprises according to a variant the means for continuously determining relative speed vrei, ie. the difference in the speed of the leading vehicle and a vehicle behind, as well as means for determining the distance Stz to said vehicle behind. The time ttz at which a vehicle in the risk zone determined to approach the leading vehicle will be in the action zone is determined according to a variant by: ttz = Stz / vrel The means 120 for taking action is according to a variant arranged to be activated for taking action if ttz = Stz / vrel <tpred, where tpred is a suitable time which according to a variant is in the order of a few seconds, according to a variant in the interval 1 -5 seconds .

System I includes means 150 for determining how fast a lane change of the conductive vehicle takes place.

The means 150 for determining how fast a lane change of the leading vehicle takes place comprises means 152 for taking into account in the risk assessment of lane change the relative speed between the leading vehicle and the vehicle behind it when determining how fast a lane change of the leading vehicle takes place.

System I here comprises means 152 for taking into account the relative speed between the leading vehicle and the vehicle behind in the risk assessment of lane change when determining how fast a lane change of the leading vehicle takes place.

The means 152 for taking into account in the risk assessment of lane change the relative speed between the leading vehicle and the vehicle behind when determining how fast a lane change of the leading vehicle takes place comprises according to a variant the means for determining the relative speed.

The means 150 for determining how fast a lane change of the leading vehicle takes place comprises means 154 for taking into account information about the location of the leading vehicle in its lane when determining how fast a lane change of the leading vehicle takes place.

System I here comprises means 154 for taking into account information about the location of the conductive vehicle in its lane when determining how quickly a lane change of the conductive vehicle takes place. The means for taking into account information about the location of the leading vehicle in its lane includes means for determining the location of the leading vehicle in its lane. The means for determining the location of the conductive vehicle in its lane includes means for determining the position of the conductive vehicle in its lane, which may include any suitable sensor means such as camera means and / or position determining means including map data and GPS. The means for determining the position of the leading vehicle in its lane includes means for determining the intention to change lanes, which may include means for determining whether the direction indicator is activated and / or means for determining the steering angle. The means for determining the position of the conductive vehicle in its lane includes, according to a variant, means for determining the speed of the vehicle.

The means 150 for determining how fast a lane change of the conductive vehicle takes place comprises, according to a variant, means for determining the angle of road markings to adjacent lanes. The means 150 for determining how fast a lane change of the conductive vehicle takes place comprises, according to a variant, means for determining the derivative at the distance to road markings to adjacent lanes.

According to a variant, a polynomial Y (x) = m kx ax <2> + bx <3> is used, where Y (x) is lateral distance to road marking / adjacent lanes, m is the current value of distance to road marking / adjacent lanes, k is the angle to the road marking / adjacent lane, ie. the slope of m over longitudinal distance, ie. the distance derivative of m, and a is the square term of the polynomial Y (x) and b is the cubic term of the polynomial Y (x). and adjacent lanes will be crossed so that the leading vehicle is at a certain distance m_marg into the adjacent lane / action zone, where the distance m_marg is a distance into the adjacent lane / action zone where action should be taken. The time before the conductive vehicle will be in the action zone is hereby determined according to t1 = - (m m_marg) / (k * v) where v is the speed of the leading vehicle and where the side where m is positive is taken into account. This is only relevant when k is negative, which corresponds to the vehicle approaching the adjacent line / road marking to the adjacent lane / action zone, whereby t1 remains positive.

According to a variant, the limit is limited to a certain time, according to a variant a few seconds, so that no action in the form of a warning is to take place at the slightest sway / heeling of the leading vehicle. As mentioned, this can also be linked to the intention to change lanes, which can include whether the direction indicator is activated and / or a certain steering wheel turn, whereby action / warning only takes place at such an intention or if the time t1 is relatively small, for example less than one second. Measure in the form of, for example, a warning is arranged to take place if ttz <= t1.

System I comprises means 200a for determining, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle is driven, the distance of at least one adjacent lane based on continuously determined reference positions of the leading vehicle relative to said adjacent lane to determine a risk zone contiguous in said lane backwards from the leading vehicle a certain distance.

Accordingly, system I includes means 200 for determining a risk zone running in said adjacent lane backwards from the conductive vehicle a certain distance. The means 200 for determining a risk zone comprises the means 200a for determining the distance of said adjacent lanes.

System I comprises means 200a for determining, on the basis of indications concerning the distance of a particular lane in which the vehicle is driven, the distance of at least one adjacent lane based on continuously determined reference positions of the vehicle relative to said adjacent lane to determine an action zone running in said adjacent lane. fixed distance. The distance that the action zone runs along the vehicle corresponds mainly to the length of the vehicle or slightly exceeds this.

Accordingly, system I includes means 200 for determining a zone of action running in said adjacent lane along the vehicle a certain distance. The means 200 for determining an action zone comprises the means for determining the distance of said adjacent lanes.

The means 200a for determining the route for determining the risk zone and the means 200a for determining the route for determining the zone of action constitute according to this example the same means. Alternatively, the means for determining the route for determining the risk zone and the means for determining the route for determining the zone of action could consist of different means. According to this example, the means 200 for determining the risk zone and the means 200 for determining the action zone constitute the same means. Alternatively, the means for determining the risk zone and the means for determining the action zone could consist of different means.

The means for determining the distance 200a of said adjacent lane comprises means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent lane of the conductive vehicle.

System I here comprises means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes to the lane of the conductive vehicle.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 212 for continuously determining the reference positions at predetermined intervals.

According to one embodiment, the predetermined intervals are stretch intervals. Accordingly, according to this embodiment, the means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes comprises means 212a for continuously determining the reference positions with predetermined stretching intervals. The distance intervals consist according to a variant of predetermined distances / distances traveled by the conductive vehicle, where the respective distance / distance is the same / the same. The means 210 for determining the reference position is in this case arranged to continuously determine the reference position after each such distance / such distance.

According to one embodiment, the predetermined intervals are time intervals. Accordingly, according to this embodiment, the means 210 for continuously determining reference positions of the conductive vehicle relative adjacent lanes comprises means 212b for continuously determining the reference positions at predetermined time intervals. The time intervals consist of predetermined time intervals that the leading vehicle has traveled, where the respective time intervals are the same. The means 210 for determining the reference position is in this case arranged to continuously determine the reference position after each such time interval.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 214 for determining parameters regarding the travel of the conductive vehicle. Parameters regarding the travel of the leading vehicle include the turning angle speed and velocity of the leading vehicle.

Accordingly, the means 210 for determining the distance of said adjacent lane comprises means 214 for determining parameters relating to the travel of the conductive vehicle, which parameters include the turning angle speed and speed of the conductive vehicle.

Accordingly, the system I comprises means 200a for determining the distance of said adjacent lanes based on parameters relating to the travel of the leading vehicle, which parameters include the turning angular velocity and speed of the leading vehicle.

Turning angle velocity is used here as a basis for determining whether and to what extent the lane in which the leading vehicle is driven turns, whereby it is assumed that adjacent lanes have a corresponding curvature.

The means 214 for determining parameters regarding the travel of the conductive vehicle comprises means 214a for determining the yaw velocity of the conductive vehicle. The means 214a for determining the angular velocity comprises at least one gyro.

The means 214 for determining parameters regarding the travel of the conductive vehicle comprises means 214b for determining the speed of the conductive vehicle. The means 214b for determining the speed of the vehicle comprises a speedometer means of the vehicle.

The means 210 for continuously determining reference positions of the conductive vehicle relatively adjacent lanes comprises, according to a variant, navigation means 214c including position data for the current position of the vehicle, as well as map data including information about the curvature of the current route. The means 214 for determining parameters regarding the travel of the conductive vehicle comprises said navigation means 214c.

The navigation means 214c can be used as a complement to the means 214a to determine the turning angle speed for redundancy. Determining the angular velocity of the lane to determine whether the lane is turning can be affected by heeling of the conductive vehicle, where the information from the navigation means 214c concerning the curvature of the lane can be used to avoid incorrect assessments due to such heeling. The navigation means 214c can also be used instead of the means 214a to determine the turning angle speed.

Accordingly, according to a variant, the means 210a for determining the distance of said adjacent lanes comprises navigation means 214c including position data for the current position of the vehicle, as well as map data including information on the curvature of the current route.

System I includes means 214a for determining the yaw velocity of the conductive vehicle.

System I includes means 214b for determining the speed of the conductive vehicle.

System I includes said navigation means 214c.

The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent lanes includes means 216 for determining the distance relative to the conductive vehicle.

The means 216 for determining distance relative to the conductive vehicle includes means 216a for determining line markings of adjacent lanes. The means 216a for determining line markings of adjacent lanes includes sensor means such as camera means. The means 216 for determining distance relative to the conductive vehicle includes, according to a variant, sensor means. Said sensor means according to a variant include camera means.

The means 216 for determining distance relative to the conductive vehicle according to a variant includes means 216b for determining virtual line markings of adjacent lanes.

The means 216b for determining virtual line markings of adjacent lanes includes means for determining the lane width of lanes in which conductive vehicles travel and / or adjacent lanes.

According to a variant, the means for determining the lane width includes navigation means including map data with information about the lane width of the current route, type of route, and information about the current position of the vehicle. The means of navigation may be the means of navigation 214c.

The means for determining the lane width comprises according to a variant sensor means for determining the lane width of the lane in which the leading vehicle travels, where according to a variant the lane width of the adjacent lane is assumed to be the same as the lane in which the leading vehicle travels. The means for determining lane width comprises, according to a variant, pre-stored information concerning lane width, which information may be stored in the electronic control unit 100.

The electronic control unit 100 is signal connected to the means 110 for detecting the presence of a vehicle behind the conductive vehicle in a danger zone adjacent to the conductive vehicle via a link 11. The electronic control unit 100 is arranged via the link 11 to receive a signal from the means 110 representative vehicle data for the presence of a vehicle behind the leading vehicle in a risk zone adjacent to the leading vehicle.

The electronic control unit 100 is signal connected to the means 130 for continuously determining the relative speed between the conductive vehicle and the determined vehicle behind via a link 13. The electronic control unit 100 is arranged via the link 13 to receive a signal from the means 130 representing relative speed data between the leading vehicle and determined vehicle behind.

The electronic control unit 100 is signal-connected to the means 140 so that at a determined relative speed indicating that said rear vehicle approaches the conductive vehicle continuously determines when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the conductive vehicle is driven via a link 14. The electronic control unit 100 is arranged via the link 14 to receive a signal from the means 140 representing time data for the time when the vehicle behind will be in the action zone.

The electronic control unit 100 is signal connected to the means 150 for determining how fast a lane change of the conductive vehicle takes place via a link 15. The electronic control unit 100 is arranged via the link 15 to receive a signal from the means 150 for determining how fast a lane change of the leading vehicle is representative time data for the time when the leading vehicle will be in the action zone when changing lanes.

The electronic control unit 100 is signal connected to the means 200 for determining a risk zone running in adjacent lanes backwards from the conductive vehicle a certain distance via a link 20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 200 representing risk zone data for established risk zone continuously in adjacent lanes backwards from the leading vehicle.

The electronic control unit 100 is signal connected to the means 200a for determining the distance of said adjacent lane via a link 20a. The electronic control unit 100 is arranged via the link 20a to receive a signal from the means 200a representing stretching data for stretching of adjacent lanes for determining the risk zone backwards from the conductive vehicle.

The electronic control unit 100 is signal connected to the means 200 for determining an action zone running in said adjacent lane along the vehicle a certain distance substantially corresponding to the longitudinal extent of the vehicle via a link 20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 200 representing action zone data for the determined action zone continuously in adjacent lanes along the leading vehicle.

The electronic control unit 100 is signal connected to the means 200a for determining the distance of said adjacent lane via a link 20a. The electronic control unit 100 is arranged via the link 20a to receive a signal from the means 200a representing the stretching data for stretching of adjacent lanes for determining the action zone along the conductive vehicle.

The electronic control unit 100 is signal connected to the means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent lane of the conductive vehicle via a link 21. The electronic control unit 100 is arranged via the link 21 to receive a signal from the means 210 representing reference position data for reference positions for determining the distance of adjacent lanes for determining the risk zone to the rear from the leading vehicle.

The electronic control unit 100 is signal connected to the means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent lane of the conductive vehicle via a link 21. The electronic control unit 100 is arranged via the link 21 to receive a signal from the means 210 representing reference position data for reference positions for determining the distance of adjacent lanes for determining the zone of action along the leading vehicle.

The electronic control unit 100 is signal connected to the means 212 means for continuously determining the reference positions at predetermined intervals via a link 22. The electronic control unit 100 is arranged via the link 22 to receive a signal from the means 212 representing reference position data to continuously determine the reference positions with predetermined intervals, the interval may be stretch intervals determined by means 212a or time intervals determined by means 212b. In this case, reference position data for stretching intervals or time intervals is received via the link 22. According to a variant not shown, the electronic control unit 100 could receive reference position data for stretching intervals from the means 212a via a link and reference position data for time intervals from the means 212b via another link.

The electronic control unit 100 is signal connected to the means 214a for determining the turning angular velocity of the conductive vehicle via a link 24a. The electronic control unit 100 is arranged via the link 24a to receive a signal from the means 214a representing the angular velocity data for determining any curvature of the lane in which the conductive vehicle is traveling.

The electronic control unit 100 is signal connected to the means 214b for determining the speed of the conductive vehicle via a link 24b. The electronic control unit 100 is arranged via the link 24b to receive a signal from the means 214b representing speed data for the speed of the conductive vehicle.

The electronic control unit 100 is signal connected to the navigation means 214c via a link 24c. The electronic control unit 100 is arranged via the link 24c to receive a signal from the navigation means 214c representing map data for propagation of the lane in which the conductive vehicle travels, including any curvature of the lane.

The electronic control unit 100 is signal connected to the means 216a for determining line markings of adjacent lanes via a link 26a. The electronic control unit 100 is arranged via the link 26a to receive a signal from the means 216a representing distance data for distance to line markings of adjacent lanes.

The electronic controller 100 is signal connected to the means 216b for determining virtual line markings of adjacent lanes via a link 26b. The electronic control unit 100 is arranged via the link 26b to receive a signal from the means 216b representing distance data for distance to virtual line markings of adjacent lanes.

The electronic control unit 100 is signal-connected to the means 120 for taking action when changing lanes when determining that a vehicle behind will be in an action zone in a lane adjacent to the conductive vehicle in which the conductive vehicle is driven via a link 12. The electronic control unit 100 is arranged via the link 12 to send a signal to the means 120 representing action data including warning data for warning of lane change for the leading vehicle and / or obstacle data for preventing / hindering lane change of the leading vehicle.

The electronic control unit 100 is arranged to process said reference position data, yaw angle speed data, speed data, if applicable map data, distance data for line markings / virtual line markings for determining risk zone data for risk zone running in adjacent lanes backwards from the leading vehicle.

The electronic control unit 100 is arranged to process said reference position data, yaw angle speed data, speed data, where applicable map data, distance markings for line markings / virtual line markings for determining action zone data for action zone running in the adjacent lane along the leading lane.

The electronic control unit 100 is arranged to compare said risk zone data with said vehicle data for the presence of a vehicle behind the conductive vehicle in order to determine whether the vehicle is in said risk zone.

The electronic control unit 100 is arranged to process said data for relative speed between the conductive vehicle and determined rear vehicle to determine whether the rear vehicle is approaching the conductive vehicle. The electronic control unit 100 is arranged to, when determining that the vehicle behind in the danger zone is approaching, process said action zone data as well as time data for the time when the vehicle behind will be in the action zone.

The electronic control unit 100 is arranged to process said time data for the time when the conductive vehicle will be in the action zone at lane change and compare with the time data for the time when the vehicle behind will be in the action zone.

If it is determined by the electronic control unit 100 that the vehicle approaching from behind the conductive vehicle will be present in said action zone when changing lanes of the conductive vehicle, the electronic control unit is arranged to send action data including warning data for lane change warning for the leading vehicle and / or obstacle data to prevent / impede lane change of the conductive vehicle to the means 120.

The reference positions are determined by the means 210 in order to continuously determine the reference positions. The means 210 for continuously determining reference positions is determined according to one embodiment by the following equations: Dx (t) = Dx (t-ts) - cos (ts *?) * Ts * v (1) Dy (t) = Dy (t-ts) - sin (ts *?) * Ts * v (2) x-direction refers to positive values forward in the direction of the leading vehicle, y-direction refers to positive values to the left in the direction of the leading vehicle equations (1) and (2) above constitute: D distance [m] to line marking from a reference point of the conductive vehicle 1, where such a reference point of the conductive vehicle may be, for example, center point on rear axle, center point on front axle, center point on vehicle front or equivalent, v the leading vehicle speed [m / s],? the turning angle velocity (rad / s) of the conductive vehicle, and ts sampling time for updating reference positions.

When continuously determining the reference positions with predetermined distance intervals, a new reference position is created regularly after a predetermined distance.

When the reference positions are determined continuously with predetermined time intervals, a new reference position is created regularly after a predetermined time.

Fig. 3 schematically illustrates the driving of a conductive vehicle 1 on a roadway R1 with three adjacent lanes L1, L2, L3, where reference positions relative to the vehicle adjacent lanes are determined.

Fig. 3 illustrates a set of reference positions DLA1, DLB1; DLA2DLA2D DLA3, DLB3; DLA4, DLB4 determined by equations (1) and (2) above. Reference positions DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 according to Fig. 4 has been determined by means of a system I according to the present invention.

A suitable number of N reference positions DLA1, DLB1 is produced; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4i in the form of reference points DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4. Distance to line markings M1, M2 is determined here for the line marking M2 immediately to the left of the leading vehicle 1 and the next line marking M1 to the left, ie. the line markings M1, M2 defining adjacent lanes L2 to the lane L3 in which the leading vehicle 1 travels. This is done continuously, whereby the oldest reference positions are overwritten when the desired number of N reference positions has been determined. The reference positions DLA1, DLA2, DLA3, DLA4, DLB4 represent continuously determined distances to line markings M2 immediately to the left of the leading vehicle 1 and the reference positions DLB1, DLB2, DLB3, DLB4 line markings M1 to the left of the line markings M2. Hereby, by means of the reference positions DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 continuously a risk zone running in said adjacent lane backwards from the leading vehicle a certain distance, and an action zone running in said adjacent lane along said vehicle a certain distance as shown in Figs. 4a and 4b.

Fig. 4a schematically illustrates driving in the direction of the arrow P1 of a leading vehicle 1 on the roadway R1 according to Fig. 3 with three adjacent lanes L1, L2, L3 based on the continuously determined reference positions.

A vehicle 2 approaching from behind the conductive vehicle 1 is driven in the left lane L1 in the direction of the arrow P2 and is in a detection area A1 of a radar member with a certain range directed from the left side of the conductive vehicle and in its direction of travel substantially straight backwards.

A vehicle 3 approaching from behind the conductive vehicle 1 is driven in the lane L2 adjacent to the conductive vehicle 1 in the direction of the arrow P3.

Here, a risk zone Z1 is determined based on continuously determined reference positions, where the risk zone runs in the adjacent lane L2 to the left of the leading vehicle 1 backwards from the leading vehicle 1. Here, an action zone Z3 is determined based on continuously established reference positions, where the action zone runs in the adjacent driving zone. lane L2 to the left of the leading vehicle 1 along the leading vehicle 1.

By means of the system I according to the present invention it is determined that the vehicle 2 approaching from behind the conductive vehicle 1 is not in the determined risk zone Z1, no action is taken when changing lanes due to the vehicle 2 approaching from behind in the left lane L1.

By means of the system I according to the present invention, it is determined that the detected vehicle approaching from behind the conductive vehicle 1 is in the determined risk zone Z1 and will be in the action zone in case the conductive vehicle should change lanes to the adjacent lane L2. Lane changes are made due to the vehicle 3 approaching in the adjoining lane L2 from behind.

Fig. 4b schematically illustrates driving in the direction of the arrow P1 of a leading vehicle 1 on a roadway R1 with two adjacent lanes L1, L2.

A vehicle 2 approaching from behind the conductive vehicle 1 is driven in the right lane L2 in the direction of the arrow P2 and is at a distance backwards from the vehicle 1 in the lane L2.

A vehicle 3 approaching from behind the conductive vehicle 1 is driven in the lane L2 adjacent to the conductive vehicle 1 in the direction of the arrow P3 and is located along, ie. substantially at the height of, the leading vehicle 1.

Here, a risk zone Z2 is determined based on continuously established reference positions, where the risk zone runs in the adjacent lane L2 to the right of the leading vehicle 1 backwards from the leading vehicle 1. Here, an action zone Z4 is determined based on continuously established reference positions, where the action zone runs in the lane L2 to the right of the leading vehicle 1 along the leading vehicle 1.

By means of the system I according to the present invention, it is determined that the detected vehicle approaching from behind the conductive vehicle 1 is in the determined risk zone Z1 and will be in the action zone in case the conductive vehicle should change lanes to the adjacent lane L2. lane changes are made due to the vehicle 2 approaching in the adjoining lane L2 from behind.

By means of the system I according to the present invention, it is determined that the vehicle 3 is in the determined action zone Z4, whereby action is taken when changing lanes. The action zone Z3, Z4 according to Figs. 4a and 4b which run in the adjacent lane along the conductive vehicle 1 is arranged to be set to a distance Z3a, Z4a corresponding to the length of the vehicle 1 or slightly exceeding it.

The risk zone Z1, Z2 according to Figs. 4a and 4b which run in the adjacent lane backwards from the leading vehicle 1 can constitute an extension backwards from the action zone Z3, Z4 and run backwards a distance Z1b, Z2b, partially overlapping the action zone and then continue running backwards a distance or completely overlap the action zone and then continue continuously backwards a distance Z1 a, Z2a. The action zone Z3, Z4 could have a width that differs from the width of the risk zone Z1, Z2 where the action zone according to a variant is narrower than the risk zone Z1, Z2 running from the action zone Z3, Z4.

As can be seen from Figs. 4a and 4b, the distance Z1a, Z2a, Z1b, Z2b by which said risk zone is arranged to run backwards in said adjacent lane L2 from said conductive vehicle 1 is set to exceed the range A1a, A2a for the detection of said rear view. leading vehicle 1 approaching vehicle 2, 3.

Fig. 6 schematically shows a block diagram of a method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to an embodiment of the present invention.

According to one embodiment, the method for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a first step S1. In this step, the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle is detected.

According to one embodiment, the method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a second step S2. In this step, the relative speed of the vehicles is determined continuously.

According to one embodiment, the method for risk assessing lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes comprises a third step S3. In this step, it is determined at a determined relative speed indicating that said rear vehicle approaches the leading vehicle continuously when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle is driven.

Referring to Fig. 7, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 3 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, 1 I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.

A computer program P is provided which includes routines for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes according to the innovative procedure. Program P includes routines for detecting the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle. The program P includes routines for continuously determining the relative speed of the vehicles. Program P includes routines for, at a determined relative speed indicating that said rear vehicle approaching the leading vehicle, continuously determining when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle is driven. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.

When it is described that the data processing unit 510 performs a certain function, it is to be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links connected to the control units 200; 300 connected.

When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is arranged to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to detect the presence of a vehicle behind the conductive vehicle in a risk zone adjacent to the conductive vehicle. The received signals on the data port 599 can be used by the device 500 to continuously determine the relative speed of the vehicles. The received signals on the data port 599 may be used by the device 500 to, at a determined relative speed indicating that said rear vehicle approaching the leading vehicle, continuously determine when said rear vehicle will be in an action zone in a lane adjacent to the vehicle in which the leading vehicle performed.

Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.

The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims (11)

A method for risk assessment of lane change when driving a conductive vehicle (1) on a roadway (R1, R2) with at least two adjacent lanes (L1, L2, L3), comprising the steps of: detecting (S1) the presence of a conductive the vehicle (1) behind the vehicle (2) in a risk zone adjacent to the leading vehicle; continuously determining the relative speed between the vehicles (1, 2), comprising: at the determined relative speed indicating that said rear vehicle approaches the leading vehicle continuously determining when said rear vehicle (2) will be in an action zone (Z3, Z4) in a lane adjacent to the vehicle in which the conductive vehicle is driven, characterized by the steps of determining (S2) the distance of at least one adjacent lane based on continuously determined reference positions (DLA1) based on indications concerning the distance of a particular lane in which the conductive vehicle (1) is driven. , DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the conductive vehicle relative to said adjacent lane to determine said risk zone (Z1, Z2) running in said adjacent lane backwards from said conductive vehicle (1) a certain distance. A method according to claim 1, comprising the steps of: determining (S2) the distance of at least one adjacent lane based on continuously determined reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the vehicle relative to said adjacent lane to determine said action zone (Z3, Z4) running in said adjacent lane along said vehicle (1) a certain distance, and that in the presence of objects in said action zone (Z3 , Z4) take action in connection with lane change. A method according to any one of claims 1-2, comprising the step of taking into account in said risk assessment said relative speed when determining how fast a lane change of the conductive vehicle takes place. A method according to claim 3, comprising the step of taking into account information about the location of the conductive vehicle in its lane when determining how quickly a lane change of the conductive vehicle takes place. System (I) for risk assessment of lane change when driving a conductive vehicle (1) on a roadway (R1, R2) with at least two adjacent lanes (L1, L2, L3), comprising means (110) for detecting the presence of a vehicle (2) behind the conductive vehicle (1) in a risk zone adjacent to the conductive vehicle; means (130) for continuously determining the relative speed between the vehicles (1, 2), comprising means (140) for determining at said relative speed that said rear vehicle is approaching the leading vehicle continuously determining when said rear vehicle (2) will be located in an action zone (Z3, Z4) in a lane adjacent to the vehicle in which the conductive vehicle is predetermined by means (200a) for determining, on the basis of indications concerning the distance of a particular lane in which the conductive vehicle (1) adjacent lanes including means (210) for continuously determining reference positions (DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the conductive vehicle relative to said adjacent lanes for determining said risk zone (Z1, Z2) running adjacent lanes backwards from said conductive vehicle (1) a certain distance. A system according to claim 5, comprising means (200a) for determining, based on indications of the distance of a particular lane in which the vehicle (1) is driven, the distance of at least one adjacent lane including means (210) for continuously determined reference positions (DLAI, DLBI ; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4) of the vehicle relative to said adjacent lane to determine said action zone (Z3, Z4) running in said adjacent lane along said vehicle (1) a certain distance, and means (120) for in the event of the presence of objects in the said action zone, take action in connection with a lane change. A system according to any one of claims 5-6, comprising means (152) for taking into account in said risk assessment said relative speed when determining how fast a lane change of the conductive vehicle takes place. A system according to claim 7, comprising means (154) for taking into account information about the location of the conductive vehicle in its lane when determining how quickly a lane change of the conductive vehicle takes place. Motor vehicle comprising a system (I) according to any one of claims 5-8. Computer program (P) for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, said computer program (P) comprising program code which, when driven by an electronic control unit (100) or another computer ( 500) connected to the electronic control unit (100), the electronic control unit is capable of performing the steps according to claims 1-4. A computer program product comprising a digital storage medium which stores the computer program according to claim 10.