DE102018002609B4 - Method and device for coordinating driving maneuvers between a vehicle and at least one Alius vehicle - Google Patents

Abstract

Method for coordinating driving maneuvers between a vehicle (A) and at least one Alius vehicle (B, C, D), with the following steps - determining (50) a planned travel path for the vehicle (A), - determining information about the surroundings of the vehicle (A ) on the basis of environmental sensors of the vehicle (52), - determination of an ideal trajectory (40A) for a predetermined time or distance range (60) along the travel path on the basis of the travel path and the environmental information, - determination of a hesitant trajectory ( 42A) along the same travel path (60), the hesitation trajectory (42A) having the same travel path and a shorter length compared to the ideal trajectory (40A) due to a time delay due to reduced travel speed, - transmission of the ideal trajectory (40A) ) and the Zöger trajectory (42A) to the Alii vehicles (62), - receiving (64) the ideal trajectory (40B, 40C, 40D) and the Zöger trajectory (42B, 42C, 42D) of the Alii vehicles (B. , C, D), - Determine whether there is a conflict situation when the vehicle (A) and the Alii vehicles (B, C, D) move according to their ideal trajectories (40A, 40B, 40C, 40D) (68 ), - upon determination (68) of a conflict situation, determining a conflict-free default trajectory set for all vehicles (A, B, C, D) based on a rule set that is identical for all vehicles (A, B, C, D) for each vehicle (A, B, C, D) is selected from the ideal trajectory or the Zöger trajectory (40, 42), - moving the vehicle (A) along the predetermined trajectory (70) intended for this, characterized that the rule set includes a rule according to which a vehicle with a kinking ideal trajectory or a driving path kinking within a predetermined time range has a priority on the hesitant trajectory.

Description

The invention relates to a method and a device for coordinating driving maneuvers between a vehicle and at least one Alius vehicle.

In the course of increasing automation of the control of motor vehicles, a cooperative maneuver coordination of neighboring vehicles is desirable so that the own vehicle not only has to react to the movements of other vehicles detected by means of environmental sensors, but rather neighboring vehicles exchange data using communication systems (V2V or V2X) and based on them each predetermined planned travel paths jointly coordinate the short-term movements or trajectories in a time horizon of a few seconds and then travel over the trajectories determined in this way.

From the DE 10 2012 021 282 A1 Such a method is known in which neighboring motor vehicles send desired trajectories to an arbitration device and this determines whether there is a conflict and, if this is the case, at least one of the trajectories of the vehicles involved is adapted. The arbitration device can be a central device or a component of one of the vehicles involved.

From the WO 2017/076593 A1 a similar method is known in which each vehicle provides two trajectories and exchanges them with neighboring vehicles. These are, on the one hand, a plan trajectory that describes a planned driving maneuver and a desired trajectory, which would be preferred over the plan trajectory and possible in terms of driving dynamics, but cannot be followed for various possible reasons, in particular because of an accompanying collision with another vehicle. The received trajectories are compared with their own trajectories and, in the event of a conflict, an adjustment is made using a cost function, taking into account the vehicles involved.

The DE 10 2007 058 538 A1 describes a method for avoiding collisions with an obstacle, with alternative avoidance trajectories being coordinated with other vehicles.

From the DE 10 2016 205 972 A1 a method for performing a cooperative driving maneuver between vehicles is known, according to which one's own driving behavior is adapted to the anticipated driving behavior of other vehicles. Vehicle-to-vehicle communication is used to exchange environmental data between the vehicles in a maneuver area.

The object of the invention is to provide a method for coordinating driving maneuvers between a vehicle and at least one Alius vehicle, which is characterized by a low coordination and thus calculation effort and which performs the coordination independently of cost aspects.

The invention results from the features of the independent claims. The dependent claims relate to advantageous developments and refinements. Further features, possible applications and advantages of the invention emerge from the following description and the explanation of exemplary embodiments of the invention which are shown in the figures.

• - Ermitteln eines geplanten Fahrpfades eines Fahrzeugs,
• - Ermitteln von Umgebungsinformationen des Fahrzeugs auf der Grundlage von Umgebungssensoren des Fahrzeugs,
• - Bestimmen einer Ideal-Trajektorie für einen vorgegebenen Zeit- oder Wegbereich entlang des Fahrpfades auf der Grundlage des Fahrpfades und der Umgebungsinformationen,
• - Bestimmen einer Zöger-Trajektorie entlang des gleichen Fahrpfades, wobei die Zöger-Trajektorie gegenüber der Ideal-Trajektorie den gleichen Fahrpfad und eine geringere Länge aufgrund einer zeitlichen Verzögerung durch verminderte Fahrgeschwindigkeit aufweist,
• - Übermitteln der Ideal-Trajektorie und der Zöger-Trajektorie an die Alii-Fahrzeuge,
• - Empfangen der Ideal-Trajektorie und der Zöger-Trajektorie der Alii-Fahrzeuge,
• - Ermitteln, ob eine Konfliktsituation vorliegt, wenn sich das Fahrzeug und die Alii-Fahrzeuge gemäß ihrer Ideal-Trajektorien bewegen,
• - bei Feststellung einer Konfliktsituation Bestimmen eines konfliktfreien Vorgabe-Trajektorien-Satzes für alle Fahrzeuge, die auf der Grundlage eines für alle Fahrzeuge identischen Regelsatzes für jedes Fahrzeug ausgewählt wird aus der Ideal-Trajektorie oder der Zöger-Trajektorie,
• - Bewegen des Fahrzeugs entlang der dafür bestimmten Vorgabe-Trajektorie, wobei der Regelsatz eine Regel umfasst, wonach ein Fahrzeug mit einer abknickenden Ideal-Trajektorie oder einem innerhalb eines vorgegebenen Zeitbereiches abknickenden Fahrpfad eine Priorität auf der Zöger-Trajektorie besitzt.

According to the invention, a method for coordinating driving maneuvers between a vehicle and at least one Alius vehicle is proposed with the following steps:

• - Determining a planned route of a vehicle,
• - Determination of environmental information of the vehicle on the basis of environmental sensors of the vehicle,
• - Determination of an ideal trajectory for a predetermined time or distance range along the driving path on the basis of the driving path and the information about the surroundings,
• - Determination of a Zöger trajectory along the same driving path, the Zöger trajectory having the same driving path and a shorter length compared to the ideal trajectory due to a time delay due to reduced driving speed,
• - Transmission of the ideal trajectory and the Zöger trajectory to the Alii vehicles,
• - Receiving the ideal trajectory and the Zöger trajectory of the Alii vehicles,
• - Determine whether there is a conflict situation when the vehicle and the Alii vehicles are moving according to their ideal trajectories,
• - If a conflict situation is determined, determination of a conflict-free default trajectory set for all vehicles, which is selected on the basis of a rule set that is identical for all vehicles for each vehicle from the ideal trajectory or the hesitant trajectory,
• - Moving the vehicle along the specified default trajectory, the rule set comprising a rule according to which a vehicle with a kinking ideal trajectory or a travel path kinking within a predetermined time range has a priority on the hesitant trajectory.

In connection with this invention, a trajectory is understood to mean a distance with a time or speed allocation over a period of a few seconds. This period of time can also be speed-dependent, in particular shorter at higher speeds than at lower speeds, preferably in the range of 3 to 8 seconds. The trajectory also takes into account the dimensions of the vehicle, since a check for collisions between the trajectories of different vehicles must also take into account the width and length of the vehicles with a safe side distance of a few decimeters. Finally, the vehicle dimensions required to avoid collisions must include a safety distance to the front.

The basic idea of the invention is to replace the two in the WO 2017/076593 A1 proposed to provide two trajectories that typically differ with regard to the route and to exchange them with neighboring vehicles, which differ only in terms of speed, but not in terms of the route. The Zöger trajectory has the same travel path and the same period of time as the ideal trajectory and describes a braking process to a reduced driving speed, whereby the length of the Zöger trajectory is several vehicle lengths shorter than that of the ideal trajectory.

The invention is based on the consideration that the speed should be reduced for safety reasons, which also corresponds to the manual driving behavior. The Zöger trajectory is intended to avoid collisions. Collisions occur when vehicles touch each other in their silhouette plus a safety frame. The safety frame is speed-dependent in the direction of travel.

The Zöger trajectory can be determined in various ways. For example, a speed reduction of 10-20% or a defined delay can be used as a basis, or a desired shortening of the delay trajectory compared to the ideal trajectory by a predetermined distance or number of vehicle lengths. A computation rule for determining the Zöger trajectory can be constant or a function of the speed, for example a speed reduction of 5% at 100 km / h and 10% at 50 km / h within the trajectory period. The period of the ideal and Zöger trajectories is about 2 to 10 seconds, preferably 4 to 6 seconds.

In any case, the delay should be chosen so that the Zöger trajectory is shorter by at least the length of the safety frame at the same point in time. Alternatively, the safety distance can be determined on the basis of the road traffic regulations, ie “half the speedometer” outside built-up areas and three car lengths within built-up areas.

All vehicles (i.e. the ego vehicle and all Alii vehicles) evaluate (each for himself) the received family of ideal and hesitant trajectories in a coordination situation and determine a conflict-free set of trajectories, which is then driven by the vehicles, i.e. each The vehicle drives the specified trajectory for itself.

The determination of the conflict-free default trajectory set takes place on the basis of a rule set that is identical for all vehicles by numerical analysis of the family of trajectories of all vehicles, taking into account the specified rules.

By giving priority to the Zöger trajectory, in the case of a kinking path, it is taken into account that a vehicle that wants to turn at a nearby junction or intersection is more likely to brake promptly anyway and thus by selecting the Zöger trajectory as the default Trajectory is not affected at all.

The movements of the Alii vehicles recorded by the vehicle sensors and communication systems are used to recognize / confirm the trajectories driven. The other vehicles are tracked via a temporary vehicle identification (vehicle ID). If the recorded movements are confirmed according to the expected conflict-free set of trajectories, the transmission of the trajectory pairs can be stopped.

The solution according to the invention is based on only one path and is therefore not very computationally intensive, also due to the numerical analysis in the coordination process. Compared to conventional systems, this results in a reduced computational effort, which leads to a faster provision of the default trajectory set with a larger number of vehicles considered and thus also to a shorter cycle time and the possibility of carrying out the coordination of the vehicles more frequently. This in turn leads to increased traffic safety, especially since the vehicles are in doubt get into a safer driving state through deceleration.

Clock rates of 10-100 Hz can be achieved. And in doubtful situations, the vehicles go into a safe driving condition. This solution is also compatible with other systems, for example with the previously known systems described in the introduction to the description.

According to one embodiment of the invention, the coordination process according to the invention between vehicles is only initiated when the vehicle sensors detect a conflict situation, in particular that other vehicles in the vicinity (position) and their direction of movement (heading) are detected in their own route, or traffic-relevant objects in the current lane or road network nodes, such as intersections, entrances / exits of any kind, are detected or extracted from electronic maps or a maneuver coordination message has been received from the vehicle environment.

Alternatively, the trajectory pairs can also be transmitted permanently.

Each vehicle decides for itself whether it participates in a vote and expresses its decision by sending out the pair of trajectories. The decision is based on the geographical situation analysis and in the first step accepts all vehicles for the vote that are in the street situation (in the example in the approach to an intersection). The final confirmation is made by the Alii vehicles by sending their trajectory pairs and these geographically belong in the situation.

A preferred development of the invention provides that the rule set includes a rule according to which a default trajectory set is determined which includes the largest number of ideal trajectories. In other words, if there are several solutions of default trajectory sets, the one that comprises the greatest number of ideal trajectories is selected. This ensures the least possible impairment from braking maneuvers for all vehicles involved.

A preferred development of the invention provides that for Alii vehicles which only emit one trajectory due to a malfunction, this is taken into account as the ideal trajectory of the Alius vehicle. This also makes it possible to use the method according to the invention when individual vehicles only send one trajectory due to any disturbances, be it with regard to transmission disturbances or system errors.

A preferred development of the invention provides that the rule set includes a rule according to which, if no conflict-free default trajectory set can be determined, a vehicle is determined that brakes for a predetermined short period and then the method is run through again. Since it cannot be ruled out that a conflict-free solution cannot be achieved when the two trajectories available for each vehicle are selected, ie a “deadlock” state occurs, a solution must be determined for this situation. For this purpose, a vehicle is selected according to this training, e.g. the slowest or fastest or one that does not have right of way or one that is soon turning, which is brought to decelerate in isolation and then in a new run based on the resulting state with new trajectories, the determination of a conflict-free specification Trajectory set is attempted.

A preferred development of the invention provides that information from a stored road map and / or information received via communication means is taken into account in order to determine the ideal trajectory of the vehicle.

A preferred development of the invention provides that the vehicle checks whether there is a coordination situation with at least one Alius vehicle and it does not participate in a coordination process if its trajectories are conflict-free. This ensures that a vehicle that is in spatial proximity to Alii vehicles but whose trajectories do not conflict with the trajectories of other vehicles does not take part in a coordination process for determining a conflict-free set of default trajectories.

• - eine Fahrsituationsanalyseeinrichtung zum Ermitteln eines geplanten Fahrpfades des Fahrzeugs sowie zum Ermitteln von Umgebungsinformationen des Fahrzeugs auf der Grundlage von Umgebungssensoren des Kraftfahrzeugs,
• - eine Trajektorienbestimmungseinrichtung zum Bestimmen einer Ideal-Trajektorie für einen vorgegebenen Zeit- oder Wegbereich entlang des Fahrpfades auf der Grundlage des Fahrpfades und der Umgebungsinformationen, ferner zum Bestimmen einer Zöger-Trajektorie entlang des gleichen Fahrpfades, wobei die Zöger-Trajektorie gegenüber der Ideal-Trajektorie den gleichen Fahrpfad und eine geringere Länge aufgrund einer zeitlichen Verzögerung durch verminderte Fahrgeschwindigkeit aufweist,

• - eine Kommunikationseinrichtung zur Kommunikation mit anderen Fahrzeugen in der Umgebung (Alii-Fahrzeuge), die ausgebildet ist zum Übermitteln der Ideal-Trajektorie und der Zöger-Trajektorie an die Alii-Fahrzeuge sowie zum Empfangen der Ideal-Trajektorie und der Zöger-Trajektorie der Alii-Fahrzeuge,
• - eine Trajektorienbewertungseinrichtung, die ausgebildet ist zu ermitteln, ob eine Konfliktsituation vorliegt, wenn sich das Fahrzeug und die Alii-Fahrzeuge gemäß ihrer Ideal-Trajektorien bewegen und ausgebildet ist, bei Feststellung einer Konfliktsituation zur Bestimmung eines konfliktfreien Vorgabe-Trajektorien-Satzes für alle Fahrzeuge, die auf der Grundlage eines für alle Fahrzeuge identischen Regelsatzes für jedes Fahrzeug ausgewählt wird aus der Ideal-Trajektorie oder der Zöger- Trajektorie,
• - eine Signalausgabeeinrichtung, welche an eine anschließbare Fahrzeugkontrolleinrichtung die für das Fahrzeug ermittelte Vorgabe-Trajektorie zu deren Abfahren ausgibt beziehungsweise dem Fahrzeugführer direkte Fahranweisungen ausgibt.

The object on which the invention is based is also achieved by a device for a motor vehicle for coordinating driving maneuvers between a vehicle and at least one Alius vehicle, comprising:

• - a driving situation analysis device for determining a planned travel path of the vehicle and for determining environmental information of the vehicle on the basis of environmental sensors of the motor vehicle,
• - A trajectory determination device for determining an ideal trajectory for a predetermined time or distance range along the travel path on the basis of the travel path and the environmental information, furthermore for determining a hesitation trajectory along the same travel path, the hesitation Compared to the ideal trajectory, the trajectory has the same driving path and a shorter length due to a time delay due to reduced driving speed,

• - A communication device for communication with other vehicles in the area (Alii vehicles), which is designed to transmit the ideal trajectory and the Zöger trajectory to the Alii vehicles and to receive the ideal trajectory and the Zöger trajectory of the Alii -Vehicles,
• - A trajectory evaluation device which is designed to determine whether a conflict situation exists when the vehicle and the Alii vehicles move according to their ideal trajectories and is designed to determine a conflict-free default trajectory set for all vehicles when a conflict situation is determined which is selected on the basis of a rule set that is identical for all vehicles for each vehicle from the ideal trajectory or the Zöger trajectory,
• a signal output device which outputs the specified trajectory determined for the vehicle to a connectable vehicle control device for driving it or outputs direct driving instructions to the vehicle driver.

Further advantages, features and details emerge from the following description in which at least one exemplary embodiment is described in detail - possibly with reference to the drawings. Identical, similar and / or functionally identical parts are provided with the same reference symbols.

• 1: ein Blockdiagramm der logischen Module der erfindungsgemäßen Vorrichtung;
• 2: ein Ablaufdiagramm des erfindungsgemäßen Verfahrens;
• 3. ein Ablaufdiagramm eines Teils des Verfahrens von 2;
• 4: eine schematische Darstellung eines Trajektorienpaares;
• 5: ein Anwendungsbeispiel einer Verkehrssituation an einer Kreuzung.

Show it:

• 1 : a block diagram of the logic modules of the device according to the invention;
• 2 : a flow chart of the method according to the invention;
• 3 . FIG. 3 is a flow diagram of part of the method of FIG 2 ;
• 4th : a schematic representation of a pair of trajectories;
• 5 : an application example of a traffic situation at an intersection.

In 1 are the logical modules of the voting device according to the invention 10 shown. This includes an environmental unit 12 made with an electronic road map 14th , a communication unit 16 for communication with other vehicles (V2V) or stationary locations (V2X), as well as a set of vehicle-side environmental sensors 18th communicates. To the environmental sensors 18th may include laser scanners, radars, cameras, and ultrasonic gauges.

The voting device further comprises 10 a driving situation analysis unit 20th whose function in 2 is explained in more detail. The driving situation analysis unit 20th controls a trajectory generation unit 22nd which determines an ideal trajectory and a Zöger trajectory for the vehicle. The trajectories generated are used by a trajectory evaluation unit 24 together with the means of the communication unit 16 via the surrounding unit 12 delivered trajectory pairs from Alii vehicles. That from the trajectory generation unit 22nd The pair of trajectories generated is also the surrounding unit 12 supplied, which this via the communication unit 16 transmitted to Alii vehicles.

The trajectory evaluation unit 24 evaluates the trajectory pairs of the ego vehicle and the Alii vehicles and generates a collision-free set of trajectories for each vehicle and sends it to a vehicle control unit 30th the default trajectory of the own vehicle, which the vehicle then automatically follows.

Alternatively, in vehicles with a lower level of automation, driver instructions can also be given via a suitable human-machine interface, for example an acoustic or visual output device or a haptic accelerator pedal.

A monitoring unit 26th detects movements of Alii vehicles based on received vehicle movement information and own observations using the environmental sensors 18th and evaluates them.

According to 2 is in the driving situation analysis unit 20th initially in one step 50 a travel path of one's own vehicle (ego vehicle) is determined. Depending on the HAF equipment level (HAF = highly automatic driving; Level 2 to 5), a strategic (navigation) path or a probable path is determined on the basis of the observation of the surroundings and movement history.

In step 52 the vehicle's surroundings are checked using the vehicle's own sensors 18th as well as via the communication unit 16 received information about Alii vehicles in the area.

In step 54 it is determined whether there is a need for coordination between the host vehicle and the Alii vehicles, based on the Data from Alii vehicles, data on obstacles, road junctions and received maneuver messages.

If it is determined that there is no need for reconciliation, go to 52 decreased in order to check again whether there is a need for coordination, taking into account updated environmental data.

On the other hand, it is in the step 54 If a need for coordination is determined by the ego vehicle, then this takes place in the maneuver decision unit 28 the determination of a maneuver decision and confirmation by sending according to 3 .

According to 3 be in one step 60 an ideal trajectory 40 as well as a Zöger trajectory 42 taking into account the current speed determined in 4th are shown. An ego priority is also determined therefrom, which, for example, in the case of a previous bending path, the priority on the hesitant trajectory 42 can lay.

In step 62 becomes the pair of trajectories 40 , 42 of the ego vehicle by means of the communication unit 16 sent to Alii vehicles in the area, confirming the ego vehicle's participation in the vote. The spatial position of the trajectory can be used to identify whether or in which coordination scenario (which group) the ego vehicle will participate. The spatial position of the trajectory can be used to identify whether or in which coordination scenario (which group) the ego vehicle will participate.

In step 64 the respective pairs of trajectories of Alii vehicles by means of the communication unit 16 receive.

In step 66 become the trajectory pairs 40 , 42 of the ego vehicle and the Alii vehicles are merged into a family of trajectories. The trajectory pairs are assigned to the individual Alii vehicles according to the anonymized vehicle IDs. The family of trajectories defines all those involved in this coordination scenario through spatial context, in other words only those trajectories that are tangent or that are spatially very close belong to it. So there is a geographical assignment of those involved in the scenario

In step 68 an attempt is made to determine a conflict-free set of default trajectories for all vehicles, with either the ideal trajectory or the Zöger trajectory being selected for each vehicle. A conflict-free set of default trajectories is determined by numerical analysis of the family of trajectories with priority of the ideal trajectories 40 . The same rules apply to all vehicles and therefore the set of trajectories is identical for all vehicles involved.

If a conflict-free default trajectory set can be determined, the vehicle will step 70 moves autonomously or by means of driving instructions according to the default trajectory determined for the ego vehicle. Since the Alii vehicles determine the same set of trajectories by means of the same rule set, each Alii vehicle can then follow the default trajectory determined for the respective vehicle.

If, however, no conflict-free default trajectory set can be determined, then in step 72 the ego vehicle with low priority and / or lowest actual speed of all vehicles in the coordination situation is decelerated and it becomes a step 60 a new set of trajectories 40 , 42 intended for the ego vehicle.

Coming back to 2 are in the monitoring unit 26th in step 80 the vehicle movements of the Alii vehicles through received V2X vehicle movement information (Cooperative Awareness Message) and, if necessary, through the environmental sensors 18th detected.

In step 82 the actual trajectories of the Alii vehicles are assigned and observed. The vehicle movement data received are assigned to the respective conflict-free default trajectory via the vehicle ID.

In step 84 a comparison is made with the conflict-free default trajectory set. If compliance with the specific default trajectories is established (J), your own maneuver (step 70 ) and the monitoring continued unchanged and thus to the step 80 returned. On the other hand, when a deviation is found (N), it becomes the maneuver decision unit 28 causes a new maneuver decision to be made, as in 3 was explained. When the default trajectory has been followed (E), the maneuver is ended (step 86 ).

In 5 an embodiment is shown, with a lane crossing 32 Drive towards the four vehicles A, B, C, D. Another vehicle E is at the intersection 32 . Since there is a need for coordination, a host vehicle A and Alii vehicles B, C, D, E each send an ideal trajectory 40A, 40B, 40C, 40D and a delay trajectory 42A, 42B, 42C, 42D to the other vehicles. As a result, in each vehicle A, B, C, D, E there is the set of trajectories shown, in which the ideal trajectories 40A, 40B, 40C, 40D collide. A collision occurs when the vehicle outlines added in a complete trajectory display, including the safety margin, touch. For reasons of clarity, only the line of the trajectory reference point is shown here. Since the trajectories 40E, 42E of the vehicle E do not collide with any of the other trajectories 40A, 40B, 40C, 40D, 42A, 42B, 42C, 42D, the vehicle E does not participate in the following process.

By in the crotch 68 ( 3 ) numerical analysis, taking into account a rule set, results in a collision-free default trajectory set, consisting of 40A (ideal trajectory for ego vehicle A), 40B (ideal trajectory for Alius vehicle B), 42C (Zöger trajectory for the Alius vehicle C) and 42D (Zöger trajectory for the Alius vehicle D). It should be noted that a combination 42A, 40B, 42C, 42D, that is to say with one ideal and three Zöger trajectories, would also be collision-free but would only contain one ideal trajectory.

Although the invention has been illustrated and explained in more detail by preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that there is a multitude of possible variations. It is also clear that embodiments cited by way of example really only represent examples which are not to be interpreted in any way as a limitation, for example, of the scope, the possible applications or the configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, with knowledge of the disclosed inventive concept without leaving the scope of protection which is defined by the claims and their legal equivalents, such as further explanations in the description.

List of reference symbols

10

Voting device

12

Surrounding unit

14th

electronic road map

16

Communication unit

18th

Environmental sensors

20th

Driving situation analysis unit

22nd

Trajectory generation unit

24

Trajectory evaluation unit

26th

Monitoring unit

28

Maneuver decision unit

30th

Vehicle control unit

32

Lane crossing

40

Ideal trajectory

42

Hesitant trajectory

50, 52, 54, 60, 62, 64, 66, 68, 70, 72, 80, 82, 84, 86

Procedural steps

Claims (11)

Method for coordinating driving maneuvers between a vehicle (A) and at least one Alius vehicle (B, C, D), with the following steps - determining (50) a planned travel path for the vehicle (A), - determining information about the surroundings of the vehicle (A ) on the basis of environmental sensors of the vehicle (52), - determination of an ideal trajectory (40A) for a predetermined time or distance range (60) along the travel path on the basis of the travel path and the environmental information, - determination of a hesitant trajectory ( 42A) along the same travel path (60), the hesitation trajectory (42A) having the same travel path and a shorter length compared to the ideal trajectory (40A) due to a time delay due to reduced travel speed, - transmission of the ideal trajectory (40A) ) and the Zöger trajectory (42A) to the Alii vehicles (62), - receiving (64) the ideal trajectory (40B, 40C, 40D) and the Zöger trajectory (42B, 42C, 42D) of the Alii vehicles uge (B, C, D), - Determine whether there is a conflict situation when the vehicle (A) and the Alii vehicles (B, C, D) according to their ideal trajectories (40A, 40B, 40C, 40D) move (68), - upon detection (68) of a conflict situation, determining a conflict-free default trajectory set for all vehicles (A, B, C, D), which is based on one for all vehicles (A, B, C, D ) an identical set of rules for each vehicle (A, B, C, D) is selected from the ideal trajectory or the Zöger trajectory (40, 42), - moving the vehicle (A) along the specified trajectory (70) , thereby characterized in that the rule set includes a rule according to which a vehicle with a kinking ideal trajectory or a driving path kinking within a predetermined time range has a priority on the hesitant trajectory. Procedure according to Claim 1 , characterized in that the rule set comprises a rule according to which a default trajectory set is determined which comprises the largest number of ideal trajectories. Method according to one of the preceding claims, characterized in that the rule set comprises a rule according to which, if no conflict-free default trajectory set can be determined, a vehicle is determined which brakes for a predetermined short period of time and then the method is run through again. Procedure according to Claim 3 , characterized in that the vehicle to be braked is determined to be that which has the lowest travel speed. Procedure according to Claim 3 or 4th , characterized in that a vehicle to be braked is determined which has a kinking ideal trajectory. Method according to one of the preceding claims, characterized in that information relating to the perception of the surroundings of the vehicle is taken into account in order to determine the ideal trajectory of the vehicle. Method according to one of the preceding claims, characterized in that information from a stored road map and / or information received via communication means are taken into account for determining the ideal trajectory of the vehicle. Method according to one of the preceding claims, characterized in that for Alii vehicles which only emit one trajectory due to a malfunction, this is taken into account as the ideal trajectory of the Alius vehicle. Method according to one of the preceding claims, characterized in that the vehicle checks whether there is a coordination situation with at least one Alius vehicle and does not participate in a coordination process if its trajectories are conflict-free. Device for a motor vehicle (A) for coordinating driving maneuvers between the vehicle (A) and at least one Alius vehicle (B, C, D), comprising: a driving situation analysis device (20) for determining a planned driving path of the vehicle (A) and for determining environmental information of the vehicle (A) on the basis of environmental sensors of the motor vehicle (A), - a trajectory determining device (22) for determining an ideal trajectory (40A) for a predetermined time or distance range along the travel path (A) on the Basis of the driving path and the environmental information, furthermore for determining a hesitant trajectory (42A) along the same driving path, the hesitant trajectory (42A) having the same driving path and a shorter length due to a time delay compared to the ideal trajectory (40A) has reduced driving speed, - a communication device (16) for communication with other vehicles (B, C, D) in the Environment (Alii vehicles) that is designed to transmit the ideal trajectory (40A) and the Zöger trajectory (42A) to the Alii vehicles (B, C, D) and to receive the ideal trajectory (40B, 40C) , 40D) and the Zöger trajectory (42B, 40C, 40D) of the Alii vehicles (B, C, D), - a trajectory evaluation device (24) which is designed to determine whether a conflict situation exists when the vehicle ( A) and move the Alii vehicles (B, C, D) according to their ideal trajectories (40A, 40B, 40C, 40D) and are designed to determine a conflict-free default trajectory set for all vehicles when a conflict situation is determined ( A, B, C, D), which is selected from the ideal trajectory (40) on the basis of a rule set that is identical for all vehicles (A, B, C, D) for each vehicle (A, B, C, D) or the hesitation trajectory (42), - a signal output device (30), which is connected to a connectable vehicle control device for the vehicle (A) erm ittelte default trajectory for their departure or outputs direct driving instructions to the vehicle driver, characterized in that the rule set includes a rule according to which a vehicle with a kinking ideal trajectory or a driving path kinking within a predetermined time range has a priority on the hesitation trajectory . Motor vehicle, comprising a number of environment sensors (18), a device (10) according to the preceding claim and a vehicle control device (30) for autonomous movement of the motor vehicle.

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