DE102020102328A1 - Method and assistance system for vehicle control and motor vehicle - Google Patents

Abstract

The invention relates to a method and an assistance system for controlling the vehicle during an intersection maneuver, and to a motor vehicle that is set up accordingly. In the process, traffic data describing the positions and movements of the vehicles involved are recorded. Based on the traffic data, a movement profile is computationally determined for the vehicles involved in the intersection maneuver with a minimized total energy expenditure for going through the intersection maneuver. According to the determined movement profile, at least one control signal is then automatically generated for at least one of the vehicles involved in the intersection maneuver.

Description

The present invention relates to a method for vehicle control during an intersection maneuver, a corresponding assistance system and a motor vehicle set up to carry out the method.

The transport of people and goods by road is clearly of particular importance these days. With the ever increasing volume of traffic, however, many problems and requirements of road traffic are increasingly coming to the fore. There are already a variety of approaches and assistance systems to counter these, but further improvements are still desirable.

For example, from the EP 2 881 829 B1 a method for automatically controlling a vehicle is known. In doing so, the risk of traffic in several positions at different points in time is determined. Based on the probabilities of the presence of other objects, traffic penalties are determined for different location and time coordinates in order to find a trajectory that accumulates the lowest possible total penalty. The trajectory for the vehicle connects a current position of the vehicle and a desired target position and the traffic fines are determined, also based on undesired conditions of the vehicle and traffic rules. This enables the vehicle to perform a maneuver, which is not, however, explicitly specified. Ultimately, the movements of other vehicles should be predicted in order to determine a safe trajectory for your own vehicle. However, depending on the respective traffic situation, this can disadvantageously lead to long waiting times or abrupt maneuvers.

The object of the present invention is to enable a further optimized traffic flow. According to the invention, this object is achieved by the subjects of the independent claims. Advantageous configurations and developments of the present invention are specified in the dependent claims, in the description and in the figures.

The method according to the invention is used for vehicle or traffic control during an intersection maneuver in which a first vehicle and at least one further vehicle are involved. A trajectory of the first vehicle crosses or intersects a trajectory of the at least one further vehicle. An intersection maneuver in the context of the present invention is or includes, for example, crossing a street or turning from a first street onto a second street on which vehicles are traveling. The at least one further vehicle can, for example, be part of a traffic flow from a large number of further vehicles. A typical application scenario can be, for example, that the first vehicle wants to turn from a first street onto a second street or want to cross the second street along the first street, with the at least one further vehicle driving along the second street. Such scenarios or situations can arise, for example, at intersections or junctions.

In a method step of the method according to the invention, it is detected, in particular automatically, that the intersection maneuver is imminent. This can be carried out, for example, by a correspondingly set up detection or recognition device. Such a device can be arranged inside the vehicle and / or outside the vehicle, for example as part of a system set up to carry out the method according to the invention, in particular the assistance system according to the invention. The fact that the intersection maneuver is imminent can be recognized or recorded, for example, on the basis of navigation data from one of the vehicles involved in the intersection maneuver, in particular the first vehicle. Additionally or alternatively, for example, sensor data recorded by means of a corresponding environmental sensor system can be processed in order to automatically recognize or record that the intersection maneuver is imminent. Such an environmental sensor system can, for example, be part of one or more of the vehicles involved in the intersection maneuver and include, for example, one or more cameras, radar, lidar and / or ultrasound devices or the like. Likewise, the environmental sensor system can be arranged wholly or partially external to the vehicle, for example as part of a local traffic infrastructure or road facility or traffic monitoring facility. To recognize or record that the intersection maneuver is imminent, corresponding data can be transmitted or exchanged between several or all of the vehicles involved and / or between one or more of the vehicles and one or more devices external to the vehicle. Such devices external to the vehicle can be or include, for example, the aforementioned environmental sensor system, but also, for example, a computing or data processing device, for example a central data center, a server or cloud server, a backend and / or the like. Corresponding data transmissions can take place wirelessly, for example via Car-2-Car, X-2-Car or Car-2-X data connections. Various transmission technologies such as WLAN or cellular radio or the like can be used here.

In a further method step of the method according to the invention, traffic data are recorded, in particular automatically, which describe at least positions and movements of the vehicles involved in the intersection maneuver, that is to say indicate or characterize them. In a manner analogous to that described for the acquisition of the intersection maneuver, the traffic data can be acquired or determined, for example, by means of a corresponding environment sensor system and / or based on navigation data of one or more of the vehicles involved in the intersection maneuver. If necessary, the movements or probable future movements of the vehicles involved in the intersection maneuver can be calculated from the data recorded in the process, that is to say, for example, extrapolated or estimated. Typically, this can be done reliably, since vehicles cannot move in any desired manner.

In a method step of the method according to the invention, at least one control signal for vehicle control of at least one of the vehicles involved in the intersection maneuver is automatically generated during the intersection maneuver. The at least one control signal can be generated, for example, by means of a predefined algorithm, which can be part of the respective system set up and used to carry out the method, for example. The intersection maneuver can be enabled, supported and / or carried out automatically or partially automatically by the at least one control signal. A specific control signal can be generated for several vehicles or different control signals can be generated for different vehicles. The at least one control signal can be designed or implemented in different ways, for example depending on the vehicles involved in the respective intersection maneuver, for example their degree of automation or available functions. For example, a respective vehicle can be controlled directly by the corresponding control signal, or the control signal can be or include, for example, an instruction or specification for a control device of the vehicle. For example, if the respective vehicle does not have autonomous driving functions or is currently being controlled, the respective control signal can also be used, for example, to output a message to a driver of the respective vehicle or to prompt him to use the vehicle to cope with or run through the intersection maneuver, i.e. during of the intersection maneuver, should lead or steer.

According to the invention, in a further method step of the method according to the invention, at least based on the traffic data, a movement profile for the vehicles involved in the intersection maneuver is determined computationally, in particular automatically, with minimized total energy expenditure for going through the intersection maneuver. This can in particular be an overall movement profile which specifies or includes individual or target movements for several or all of the vehicles involved in the respective intersection maneuver. As part of the movement profile, different movements or behaviors can be provided for automatically controllable vehicles involved in accordance with the respective control options. For vehicles involved that cannot be automatically controlled, their movement can, for example, be assumed or applied or extrapolated according to the traffic data. Interactions between the vehicles involved can be taken into account here, since it can be assumed, for example, that vehicles that are not controlled automatically, that is to say manually, will also adapt to the movements of the other vehicles in order to avoid collisions, for example. The movement profile determined here thus leads - at least within the scope of the respective control options - to a minimized overall expenditure for all vehicles involved in the intersection maneuver during the intersection maneuver. In a particularly simple case, only one of the vehicles involved can be actuated to implement or achieve this movement profile or this minimized total energy expenditure. Likewise, however, several or all of the vehicles involved in the intersection maneuver can be activated, which can advantageously result in a further minimized, that is to say further reduced, total energy expenditure as well as improved driving comfort for the occupants of the vehicles involved. In the latter case, the same or different individual or target movements can be provided for different vehicles.

To determine the movement profile for the vehicles involved, a corresponding model or a corresponding simulation program or a corresponding minimization or optimization algorithm can be specified, for example. For this purpose, at least the traffic data can be provided and used as input data. For example, different individual movements or different combinations of individual movements can then be modeled or simulated for the individual vehicles involved in the intersection maneuver and correspondingly different movement profiles can be evaluated with regard to their total energy expenditure or total energy requirement. In addition to the traffic data, if available, further data can be taken into account, i.e. used, such as respective vehicle-specific data or environmental data. Likewise, standard or default data, for example, can already be stored as a starting point be, for example with regard to a typical assumed mass for a vehicle, which can be used if no more precise or more up-to-date values are available on the basis of the traffic data and / or the other data. Overall, it can be automatically determined here how the individual vehicles involved in the intersection maneuver must move or behave in order to enable or run through the respective intersection maneuver with minimal overall energy expenditure for the entirety of the vehicles involved.

The movement profile can describe or indicate the movements or trajectories of the vehicles involved in terms of space and time.

In addition to the data mentioned, boundary conditions can be specified or taken into account, for example road traffic regulations or requirements, compliance with specified safety conditions, such as a respective minimum distance between two vehicles and / or the like.

In a further method step of the method according to the invention, the at least one control signal for at least one, preferably for several or all, of the vehicles involved in the crossing maneuver is automatically generated in accordance with the determined movement profile. Depending on the design or implementation of the method, the at least one control signal can be generated by the said computing device external to the vehicle and transmitted to the vehicles to be controlled accordingly. Likewise, for example, the movement profile could be determined by this computing device external to the vehicle and transmitted to the vehicles involved, which then independently generate appropriate control signals for themselves. It is also possible for the movement profile and / or the at least one control signal to be determined or generated by one, several or all of the vehicles involved. The vehicles involved can be networked with one another, i.e. form a vehicle network or a distributed calculation system. If the movement profile and / or the at least one control signal is determined or generated by one of the vehicles involved, the determined movement profile and / or control signals provided for other vehicles involved can be transmitted from the vehicle to the corresponding other vehicles involved. In the vehicles to be controlled or driven according to the movement profile, the corresponding respective generated control signal can then be applied or executed as a further step of the method according to the invention, so that one, several or all of the vehicles involved in the crossing maneuver are then actually controlled according to the movement profile in order to to go through the crossing maneuver with minimized total energy consumption.

As a result of the present invention, energy savings can be achieved in comparison to the previous mainly manually controlled traffic as well as in comparison to previous driver assistance systems, which in itself is a significant advantage. This also goes hand in hand with, for example, lower pollutant emissions and cost savings for the operation of the vehicles. In addition, it is possible here to undertake relatively small interventions or changes in the movements or movement states of several vehicles involved instead of a relatively larger or greater intervention in the movement of only one vehicle, for example only the first vehicle. As a result, overall improved driving comfort for the occupants of the vehicles involved, as well as an improved, overall smoother or more uniform traffic flow, can advantageously be achieved. Since the present invention can actively create a gap for the first vehicle through corresponding active control of vehicles of a traffic flow in such a traffic flow of relatively high vehicle density, waiting times or stops for the first vehicle and / or for the at least one further vehicle can also be achieved Compared to going through or resolving intersection maneuvers or intersection situations, which is common nowadays, can be avoided or reduced. Furthermore, further savings can advantageously be made possible by the present invention, since, for example, traffic lights can be dispensed with.

Likewise, the use of automatic vehicle convoys or groups of vehicles, in which the distance between two consecutive vehicles is smaller than the safety distance previously provided for manual vehicle guidance, can be improved and made more efficient, since such groups or convoys of a large number of vehicles automatically create a gap can be created for crossing or crossing vehicles. This not only avoids waiting times, but also avoids a permanent tearing apart of the column or the group. Furthermore, in particular by means of such groups or columns, that is to say ultimately due to the automatically controlled movement of the vehicles involved, slipstream driving of the vehicles involved can be used. Thus, slipstream effects can advantageously be used through reduced distances between the vehicles involved and thus the total energy requirement of the vehicles involved can be further reduced, at least during the crossing maneuver. This can be specified as an optimization option or aspect when determining the movement profile and be taken into account. For example, with the specific movement profile or with the at least one control signal, a portion or an effect of slipstream travel for the vehicles involved can be increased, for example by appropriately adapted lane occupancy or assignment and / or a corresponding follow-up request. With a follow-up request in this sense, one of the vehicles involved can be automatically instructed to follow another participating vehicle driving ahead in its slipstream. With the automatic or automated control of the vehicles, smaller distances between the vehicles can be set, advantageously without loss of safety, than was previously necessary with purely manually controlled vehicles, whereby a further improved energy saving can be achieved.

Vehicles involved in the respective intersection maneuver can be deemed to be those which are located at a predetermined distance or surroundings from a respective intersection position and / or around the first vehicle at the point in time at which the imminent intersection maneuver is detected. This distance or environment can, for example, be specified as a function of the situation, that is to say different at inner-city intersection areas than at intersections of country roads or the like. The distance or an extent can be, for example, between several tens of meters up to several hundred meters or even several kilometers. Likewise, the distance or the extent can be specified as a function of the speed or as a duration. In this case, for example, a vehicle can be classified as participating in the respective intersection maneuver if it is expected to reach the respective intersection position within a few seconds up to, for example, 1 minute or several minutes at the point in time at which the imminent intersection maneuver is detected.

The distance or the extent of the surroundings can also be automatically and dynamically adapted, for example as a function of an average speed of the vehicles in the area of the respective intersection position and / or in a predefined environment around the first vehicle. For such a dynamic adaptation of the distance or the environment, a rule that is dependent on the average speed of the other vehicles or a corresponding predefined model can be used. For example, greater distances can be used at greater average speeds, since at greater speeds of the other vehicles they can catch up with the respective intersection position from a greater distance while the first vehicle is still in their area. Correspondingly, given a lower average speed of the other vehicles, the corresponding distance or surroundings can be reduced or reduced. This can particularly preferably apply to average speeds that are greater than a predefined threshold value. This threshold value can indicate a transition to dense, slow-moving or slow-moving traffic or to a traffic jam situation. In the case of average speeds below this threshold value, a reverse adjustment of the distance or surroundings can then be provided as a function of the average speed of the other vehicles. In the case of average speeds below the threshold value, a greater distance or environment can be provided for lower speeds, up to which vehicles are classified as being involved in the intersection maneuver. This can particularly preferably be the case at least if at the same time a detected traffic or vehicle density in the area of the respective intersection position at which the intersection maneuver is being carried out is above a predetermined density threshold value. By adapting the distance as a function of the threshold value provided here, it can advantageously be taken into account that in the case of high traffic or vehicle density and correspondingly low speeds, the behavior of the other vehicles can be coupled up to a greater distance from the respective intersection position. This embodiment of the method can advantageously take into account that, depending on the situation, vehicles at different distances from the respective intersection position, i.e. the location of the respective intersection maneuver, can be relevant for this and thus for minimizing the total energy requirement for the intersection maneuver. The method according to the invention can thus be further optimized and, if necessary, the total energy requirement can be further reduced.

In a further advantageous embodiment of the present invention, the at least one control signal automatically puts at least one of the vehicles involved in the crossing maneuver into sailing mode in order to minimize a deposit and / or the amount of active braking interventions of the vehicles involved. In other words, the control signal causes or induces that one or more of the vehicles involved switch off their drive or interrupt a power flow from their drive motor to their driven axle or to their driven wheels and then - at least for a period of time specified by the control signal - move without drive rolling. Such sailing can advantageously be a particularly efficient and low-stress and low-wear movement and a bring about particularly uniform and especially comfortable gradual deceleration or slowing down of the respective vehicle for the respective vehicle occupants. By putting at least one of the participating vehicles into sailing mode in this way, a more even traffic flow with improved driving or passenger comfort can be achieved, for example in comparison to active braking by means of a braking device of the respective vehicle. In addition, the likelihood of a traffic jam or tailback occurring can thus be reduced if necessary. The latter can be the case, for example, because subsequent, manually controlled vehicles would actively brake when the brake lights of the respective vehicle came on, which, depending on the traffic density and the precision of the individual braking interventions, can lead to a traffic jam without any other reason. The targeted, that is to say controlled, switching of one or more of the participating vehicles into sailing mode provided here enables a gap in the traffic flow to be created in a particularly efficient manner and / or used by the first vehicle for the crossing maneuver.

Because the traffic data is automatically recorded in the method according to the invention, the positions and movements of the vehicles involved can advantageously be taken into account, which, due to their distance from the driver of the first vehicle himself, might not be recognizable or precisely assessable. This in turn makes it possible to control the movements of the vehicles involved over correspondingly larger stretches or distances, so that absolute changes in speed of the vehicles involved and thus a corresponding expenditure of energy can be minimized. The fact that setting one or more of the vehicles involved in sailing operation can be sufficient to safely run through the respective crossing maneuver and thus avoid active braking interventions can possibly only be made possible to a correspondingly sufficient extent by the method according to the invention.

A particular rate of energy loss of the vehicles during sailing, that is to say during sailing operation, can be determined particularly advantageously on the basis of the recorded data for the vehicles involved in the intersection maneuver. This rate is then used as a parameter or parameter value for determining or minimizing the total energy requirement. The rate of energy loss can be calculated or estimated on the basis of respective technical vehicle data, on the basis of environmental data and / or the like, for example by means of a predetermined model. It can also be possible, for example, that corresponding rates are stored in a predetermined database or data collection and can be identified and retrieved therefrom on the basis of the data. The rate of energy loss, in particular its loss of speed, when sailing can be dependent, for example, on a respective weight, a respective tire, a respective body shape and / or other properties of the respective vehicle as well as, for example, on local environmental conditions, such as an uphill or downhill gradient the road being traveled on, its road surface and / or road condition, local wind conditions and / or the like. The weight can be an empty weight or a mass of the respective vehicle or a total weight or a total mass of the respective vehicle including the respective occupants and / or a respective load. By taking into account the rate of energy loss during sailing, as provided here, the respective movement of the vehicles that may be sailing, that is to say that have been put into sailing mode, can be particularly precisely modeled or estimated. As a result, the crossing maneuver can in turn be made particularly reliable and the total energy requirement required for this can be further minimized. Experience has shown that, for example, older small cars can experience a significantly greater and faster loss of speed when sailing than modern, i.e. newer, higher-class vehicles or trucks. Any associated absolute energy loss can, however, again be significantly different, since, for example, the older small car can have significantly less mass, but also, for example, a less efficient drive train. This makes it clear that the actual behavior of different vehicles in different situations during sailing operation can be a non-trivial influencing factor for minimizing the total energy requirement in the respective traffic situation or during the respective intersection maneuver.

In a further advantageous embodiment of the present invention, respective vehicle data are recorded for the vehicles involved in the intersection maneuver, which data indicate the technical properties of the respective vehicle. The movement profile is then also determined based on this vehicle data. This vehicle data can be recorded as part of the traffic data or additionally or separately. The vehicle data can particularly advantageously specify a vehicle type, a type of drive, a weight, an acceleration capacity, a braking capacity, a degree of automation and / or an equipment with assistance systems for the respective vehicle. The vehicle data can therefore in particular indicate or include static, ie fixed or unchangeable data or properties of the respective vehicle. On the one hand, this can advantageously be a particularly simple one and enable objective consideration of the vehicle data. On the other hand, these vehicle data can then be recorded particularly easily if necessary. For example, such vehicle data can be present in the form of a predetermined database, that is to say stored. In this way, a data volume transmitted by the vehicles involved can advantageously be reduced. For example, only a corresponding identification or identification or identity can be recorded for each of the vehicles involved. Vehicle data assigned to this particular identification or identity can then be called up from the database without this having to be transmitted by the particular vehicle. Such a database can, for example, be stored in a corresponding data memory in each of the vehicles involved. Such a database can also be stored, for example, in the aforementioned, in particular central, computing device external to the vehicle. Additionally or alternatively, however, it can also be possible to acquire at least some of the vehicle data by means of a corresponding sensor system. For example, one of the vehicles involved, which is equipped with a corresponding environmental sensor system, can sense one or more of the other vehicles involved in order, for example, to detect its type, type, model, size, body shape and / or the like. This can be carried out automatically, for example, by a correspondingly set up data processing device of the respective capturing vehicle. For example, image data, radar data, lidar data, ultrasound data and / or the like can be processed or evaluated. This can advantageously also enable such vehicle data to be taken into account if, for example, no or no sufficiently fast data connection can be established between the vehicles involved and / or to the computing device external to the vehicle or its database. Such sensor data or corresponding processing results of sensor data can also serve as a basis for an estimate of at least some of the corresponding vehicle data, for example if the vehicle identification for one of the vehicles cannot be determined and / or there is no suitable entry in the corresponding database, for example.

By taking into account such vehicle data when determining the movement profile, the respective total energy expenditure can advantageously be determined more precisely and thus a more precise or more reliable minimization can be achieved, that is to say a corresponding optimization of the movement profile can be achieved.

In a further advantageous embodiment of the present invention, respective dynamic vehicle data are recorded for the vehicles involved in the intersection maneuver, which data influence energy expenditure and / or a movement behavior of the respective vehicle for various maneuvers. The movement profile is then also determined on this dynamic vehicle data. Such dynamic vehicle data can in particular be or include a current load, a current number of passengers, a current charge status of a respective traction battery and / or a current temperature of a drive component. A drive component in this sense can be, for example, the traction battery, a motor, an oil or other lubricant, a cooling water, a braking device and / or the like. The embodiment of the present invention proposed here is based on the knowledge that such dynamic or variable vehicle data can significantly influence or change the energy requirement and / or a behavior or a control option of the respective vehicle. Accordingly, by taking this dynamic or variable vehicle data into account to determine the energy-optimal movement profile, i.e. in particular in an optimization or minimization process, the ultimate total energy requirement for the intersection maneuver can be further reduced and, at the same time, safety can be improved when going through the intersection maneuver. The dynamic vehicle data can, for example, be determined or recorded in the same way as described for the other vehicle data or for the traffic data.

In a further advantageous embodiment of the present invention, anticipated braking distances or stopping distances are automatically determined for the vehicles involved in the intersection maneuver. The movement profile is then determined under the boundary condition that the vehicle or vehicles with the longest braking distance or the longest braking or stopping distances are preferred. The total energy consumption can then be determined and minimized taking into account this boundary condition or for the rest of the vehicles involved. The braking and stopping distances can be automatically calculated or estimated, for example, using the traffic data or - if available - using the described vehicle data. For this purpose, for example, a corresponding model, a corresponding rule can be specified or stored. Taking into account the length of the braking distances can advantageously enable a particularly safe execution of the crossing maneuver. In other words, the crossing maneuver can advantageously be optimized both in terms of the total energy requirement and in terms of safety. For example, it can be the one vehicle with the longest braking distance of all on the respective vehicle Crossing maneuvers involved vehicles are preferred. Likewise, for example, an absolute or relative proportion of the vehicles can be specified, which should be preferred here. This can be implemented, for example, as or combined with a predetermined prioritization sequence according to the length of the probable or potential maximum braking or stopping distances in accordance with the Pareto principle. Likewise, a braking distance threshold value can be specified, with preference being given to vehicles whose probable braking distance is longer than the specified braking distance threshold value. These different possibilities advantageously offer a high degree of flexibility and adaptability of the method according to the invention to different situations or requirements. The preference for a vehicle in this sense can mean, for example, that this vehicle is driven with priority or not driven, that is, remains as unaffected as possible during the intersection maneuver.

In an advantageous development of the present invention, in order to give preference to the vehicle or the vehicles with the longest braking distance, the movement profile is determined in such a way that this vehicle or these vehicles can drive through an area of the intersection maneuver as early as possible. This is intended to mean here that slowing down or decelerating these vehicles is avoided as far as possible. However, an additional acceleration of this vehicle or these vehicles cannot be provided either. The movement profile can thus be determined here in such a way that the preferred vehicle or vehicles can drive through the intersection maneuver or the area of the intersection maneuver, with controlled speed changes or speed changes forced by controlling one or more other participating vehicles being avoided or minimized. For example, the movement profile can thus be determined in such a way that the preferred vehicle or vehicles can turn or cross, for example, crossing a street, as early as possible. Likewise, according to the specific movement profile, it can be provided that vehicles which are approaching an intersection switch to any existing turning lane as early as possible. This can be the at least one first vehicle and / or the at least one preferred vehicle. If several vehicles want or should turn, according to the specific movement profile, they can form at least one group or a column on the turning lane, for example, and together reduce their speed on the turning lane in sailing mode until a given curve speed is reached or a curve speed also determined as part of the movement profile. so sail out. These vehicles can then in phases occupy or block the turning lane or the respective intersection for other vehicles driving across until the last vehicle in the group or convoy has completed the intersection maneuver - in this case the turning. Then the intersection can be released again for the other vehicles driving across. A preference for one or more vehicles in the sense proposed here can advantageously improve the overall efficiency of the intersection maneuver, as well as safety and a safely achievable vehicle density in the area of the intersection maneuver. The minimal control or influencing of the preferred vehicles provided here can be implemented particularly safely, for example, since this means that any necessary decelerations of other of the vehicles involved can be carried out particularly safely and reliably and with particularly little space due to their shorter braking distances.

In another advantageous development of the present invention, in order to give preference to the vehicle of both vehicles with the longest braking distance, the movement profile is determined in such a way that this vehicle or these vehicles are slowed down with priority. In other words, if any of the vehicles involved has to be slowed down at all in order to carry out or process the intersection maneuver, then this is first provided for a vehicle that is preferred in this sense before slowing down one of the other vehicles involved is considered. In this way, the remaining total braking distances of all vehicles involved can advantageously be reduced particularly effectively during the intersection maneuver, and thus safety when performing the intersection maneuver can be improved. This is the case because the vehicles preferred here can experience particularly strong reductions in their braking distances as a result of the prioritized deceleration, since these are significantly dependent on the speed. The other vehicles involved have greater or greater braking power, i.e. shorter braking distances, and can thus offer a greater safety buffer for unforeseen events or situations during the intersection maneuver.

In a further advantageous embodiment of the present invention, it is automatically recognized when, during the crossing maneuver, the first vehicle is to cross or cross a traffic route reserved for autonomous or automatically controlled vehicles. In this case, the at least one further vehicle can in particular be an autonomous or automatically controlled vehicle traveling on this traffic route. The first vehicle will then be approaching this The traffic route is automatically switched to an automatically controlled mode by the control signal and controlled in this automatic mode by the intersection maneuver. This can take place, for example, at a predetermined distance from the respective intersection, for example a start or a midpoint of the traffic route to be crossed. The automatic operation in this sense can be, for example, an autonomous or a remote-controlled operation of the first vehicle. After crossing or crossing the traffic route, the vehicle can then automatically be returned to its previous or original operation or operating mode that it had before approaching the traffic route. If necessary, the automatic control of the first vehicle can be canceled again after leaving the area of the intersection maneuver, that is to say, for example, at a predetermined distance from the end or midpoint of the traffic route. In automatic operation, i.e. during the intersection maneuver, the first vehicle can, for example, be incorporated into a network or a group of autonomous or automatically controlled vehicles moving along the reserved traffic route or operated as part of a corresponding autonomous or automatically controlled traffic flow to be controlled. The procedure proposed here enables a particularly safe coexistence of permanently fully autonomous or automatically controlled vehicles and at least temporarily manually controlled vehicles, even if not all autonomous or automatically controlled vehicles meet the requirements of SAE J3016 Level 5. In addition, the fully automatic control of all vehicles involved in the area of the intersection maneuver or during the intersection maneuver allows this to be carried out particularly safely, reliably, efficiently and quickly. For example, in this way, distances between two participating vehicles can turn out to be smaller than the safety distances previously provided for manual control of the vehicles, without having to accept reduced safety. Unnecessary slowdowns or other interventions that often result from manual control of vehicles can also be avoided or reduced. Overall, not only can this result in improved safety, but also a further reduced overall energy expenditure for going through the crossing maneuver.

The fact that a reserved traffic route is about to be crossed can be recognized or recorded in the same way as described, for example, automatically using navigation data, environmental data, traffic data and / or using corresponding signals, for example emitted by the autonomous or automatically controlled vehicles or a local infrastructure.

Another aspect of the present invention is an assistance system for controlling the vehicle during an intersection maneuver. The assistance system according to the invention has a communication device for wireless communication and a computing device connected to it, the assistance system being set up to automatically execute at least one variant of the method according to the invention. For this purpose, the assistance system, in particular its computing device, can have, for example, a computer-readable data memory and a processor device connected to it. A computer program can then be stored on the data memory which codes or represents the method steps of the method according to the invention or corresponding control commands and which can be automatically executed by means of the processor device for carrying out the method. Such a computer program and such a computer-readable data carrier can in turn be further aspects of the present invention of their own.

The assistance system can be a vehicle assistance system, that is to say designed for installation in a motor vehicle or as part of a motor vehicle. The assistance system can also include several components for distributed arrangement, for example in several motor vehicles and / or in one or more motor vehicles and external to the vehicle. The assistance system can also be designed as a system external to the vehicle. In the latter case, it can be or comprise, for example, one or more of the devices external to the vehicle described in connection with the method according to the invention. This can be or include, for example, the computing device external to the vehicle, the infrastructure external to the vehicle or sensors and / or the like.

A further aspect of the present invention is a motor vehicle which has a communication device for wireless communication with at least one data processing device external to the motor vehicle and a control device connected to the communication device for controlling at least one vehicle function of the motor vehicle. The motor vehicle is set up for, in particular automatically, executing at least one variant of the method according to the invention. In particular, the motor vehicle according to the invention can thus have an in-vehicle variant or an in-vehicle part of the assistance system according to the invention. Since the motor vehicle according to the invention can one of the described in connection with the method according to the invention, on the Vehicles involved in the intersection maneuver, in particular the first vehicle. Accordingly, the motor vehicle according to the invention can have one or more of the devices and / or properties mentioned in connection with the method according to the invention and / or in connection with the assistance system according to the invention.

Further features of the invention can emerge from the claims, the figures and the description of the figures. The features and feature combinations mentioned above in the description as well as the features and feature combinations shown below in the description of the figures and / or in the figures alone can be used not only in the respectively specified combination, but also in other combinations or alone, without the scope of the invention to leave.

• 1 einen beispielhaften schematischen Ablaufplan eines Verfahrens zur automatischen Fahrzeugsteuerung;
• 2 eine schematische Darstellung zur Veranschaulichung eines ersten Kreuzungsmanövers;
• 3 eine schematische Darstellung zur Veranschaulichung eines zweiten Kreuzungsmanövers;
• 4 eine schematische Darstellung zur Veranschaulichung eines dritten Kreuzungsmanövers;
• 5 eine schematische Darstellung zur Veranschaulichung eines vierten Kreuzungsmanövers zu einem ersten Zeitpunkt;
• 6 eine schematische Darstellung zur Veranschaulichung des vierten Kreuzungsmanövers zu einem zweiten Zeitpunkt; und
• 7 eine schematische Darstellung zur Veranschaulichung des vierten Kreuzungsmanövers zu einem dritten Zeitpunkt.

The drawings show in:

• 1 an exemplary schematic flow chart of a method for automatic vehicle control;
• 2 a schematic representation to illustrate a first intersection maneuver;
• 3 a schematic representation to illustrate a second intersection maneuver;
• 4th a schematic representation to illustrate a third intersection maneuver;
• 5 a schematic representation to illustrate a fourth intersection maneuver at a first point in time;
• 6th a schematic representation to illustrate the fourth intersection maneuver at a second point in time; and
• 7th a schematic representation to illustrate the fourth intersection maneuver at a third point in time.

Identical and functionally identical elements are each provided with the same reference symbols in the figures.

1 shows an exemplary schematic flow chart 10 a method for automatic vehicle control during an intersection maneuver with procedural steps S1-S9 which are explained in more detail below with reference to the other figures. The method can be carried out automatically by means of an assistance system which, according to its function, can be referred to as a turning and crossing assistant. In an intersection maneuver in the present sense, different variants or situations can occur, for example turning with oncoming traffic, turning with cross traffic, crossing a traffic route and possibly combinations thereof. Various of these variants are explained with reference to various of the figures.

In method step S1, the assistance system automatically recognizes that an intersection maneuver is imminent and what type of intersection maneuver it is. 2 shows an example of a schematic representation to illustrate a first intersection maneuver 12th . That first crossing maneuver 12th takes place in the area of a street 14th by a cross street 16 is crossed instead. It drives on the road 14th a first vehicle 18th , this one for a first time 20th and at a later second time 22nd during the first crossing maneuver 12th is shown. The first vehicle 18th turns off the road as part of the first crossing maneuver 14th on the cross street 16 away. A movement of the first vehicle 18th is indicated by a trajectory 24 illustrated.

In the street 14th drives at the first crossing maneuver 12th also another vehicle 26th that at least for the first time 20th in the opposite direction to the first vehicle 18th emotional. Also the other vehicle 26th is here for the first time 20th and later at the second time 22nd shown. And also a movement of the further vehicle 26th is illustrated here by its trajectory 28 . It can be clearly seen here that during the first crossing maneuver 12th the trajectory 24 of the first vehicle 18th and the trajectory 28 of the further vehicle 26th cross.

Both the first vehicle 18th as well as the rest of the vehicle 26th include a respective assistance system to support intersection maneuvers. As an example, the assistance system can include both respective vehicle-internal components 30th as well as components external to the vehicle 32 include. The components external to the vehicle 32 but can also be separate from the assistance system or, in turn, form the assistance system. In any case, in the present case there is wireless communication or data transmission between the vehicle-internal components 30th of the different vehicles and / or between the vehicle-internal components 30th and the components external to the vehicle 32 intended. The components external to the vehicle 32 can be or include, for example, a local traffic infrastructure, traffic monitoring or sensors and / or, for example, a central computing or data processing device.

The first intersection maneuver can be classified as imminent here, for example, when the first vehicle is at an intersection of the street 14th with the cross street 16 up to one here schematically indicated start threshold 25th has approximated. Likewise, when the first vehicle reaches this start threshold 18th For example, the described method can be started or initiated, for example by sending out a corresponding initiation signal by the first vehicle 18th and / or by the assistance system. By means of the initiation signal or in response to the initiation signal, a traffic infrastructure can, for example, already offer support for a particularly efficient and economical crossing maneuver, for example by switching traffic-controlling elements such as traffic lights or display boards that indicate a permissible maximum speed and / or the like.

In method step S2, traffic data, the positions and movements of the at the first intersection maneuver are automatically generated 12th Describe the vehicles involved, recorded. It can also initially be determined which of the vehicles in the area of the intersection is at the first intersection maneuver 12th involved. For example, all vehicles can be - at least potentially - at the first intersection maneuver 12th are classified within the range limits indicated here schematically 33 condition. A position of these area boundaries can be dynamically adapted or shifted, for example depending on an average speed and / or a density of vehicles in the area of the intersection, which is illustrated here by corresponding double arrows. At least traffic data for the first vehicle is therefore present 18th and further vehicle 26th recorded. This detection can take place directly through the assistance system or, for example, through an environmental sensor system connected to it. In the interplay with the acquisition of the traffic data of the vehicles involved in the process step S3 automatically, if necessary dynamically, the assistance system determines which vehicles are at the first intersection maneuver 12th involved. Provided more vehicles than the first crossing maneuver 12th relevant traffic data can then also be recorded for these. On the other hand, if vehicles previously classified as involved leave the area of the first intersection maneuver, in this case an intersection area of the street 14th with the cross street 16 , the already recorded traffic data of these vehicles can be discarded if necessary.

In the process step S4 the assistance system collects vehicle data relating to the vehicles involved.

In the process step S5 is based on the collected data for those at the first intersection maneuver 12th participating vehicles automatically determined a respective expected braking distance by the assistance system. On the basis of the braking distances determined, one or more vehicles are then automatically selected as preferred or preferred vehicles. In particular, the vehicle with the longest anticipated braking distance is selected.

In the process step S6 based on the recorded data and, if applicable, given boundary conditions, the assistance system automatically generates a movement profile for the first intersection maneuver that is optimized depending on the specification with regard to total energy expenditure or additionally with regard to one or more safety aspects or safety criteria 12th involved vehicles.

In the process step S7 control signals are generated for the vehicles involved in accordance with the determined optimized movement profile. If the corresponding control signal was not generated in or by this vehicle itself for a vehicle to be controlled accordingly, the corresponding control signal is then transmitted to the vehicle to be controlled accordingly.

In the process step S8 the vehicles involved are automatically controlled according to the control signals to the first intersection maneuver 12th to run, so to go through.

In the example of the first crossing maneuver 12th can, for example, the first vehicle through the control signal 18th at the first time 20th be put into a sailing mode in order to achieve the most even and energy-efficient slowdown possible, so that the first vehicle 18th at the second point in time 22nd Without stopping or actively braking, into the cross street 16 can turn because of the slowing down of the first vehicle 18th at this second point in time 22nd the other vehicle 26th the cross street 16 , i.e. the intersection, has already passed. However, other control variants would also be possible depending on the situation.

The other figures basically show similar traffic situations in which the first vehicle in each case 18th and at least one other vehicle 26th involved. For the sake of clarity, differences or new aspects are essentially explained, with the remaining basic details referring to the description 1 and 2 referenced. Even in the traffic situations that occur in 3 and in 4th can be the starting threshold 25th and / or the range limits 33 be provided, analogously as for 2 described. For the sake of clarity, however, the illustration has been omitted.

3 shows a schematic overview to illustrate a second crossing maneuver 34 . At the second crossing maneuver 34 should be the first vehicle 18th from the street 14th to the left on the cross street 16 turn. The other vehicle 26th should be here from the cross street 16 also to the left on the street 14th turn. In this case too, the trajectories cross each other 24 of the first vehicle 18th and the trajectory 28 of the further vehicle 26th . The automatic control or support of the second crossing maneuver provided here 34 is particularly advantageous because depending on the surrounding buildings or the specific road layout at the first point in time 26th the drivers of the vehicles involved 18th , 26th may not be able to see yet. Due to the automatically generated and possibly transmitted control signals for the vehicles involved, however, at this first point in time 20th the movements or speeds of the vehicles involved 18th , 26th controlled or influenced to the second crossing maneuver 34 As efficiently as possible, i.e. with the lowest possible total energy consumption for all vehicles involved 18th , 26th overall, to be able to perform. For example, here at the first time 20th the other vehicle 26th put into a sailing operation so that it is the road 14th only at the second point in time 22nd reached when the first vehicle 18th has already carried out his crossing or turning maneuver and thus the crossing for the further vehicle to turn 26th is free without further delay. Since a complete stop and subsequent acceleration is particularly energy-consuming, it can, if necessary, additionally at the first point in time 20th for example the first vehicle 18th be accelerated.

4th shows a schematic representation to illustrate a third intersection maneuver 36 . At the third crossing maneuver 36 should be the first vehicle 18th from the street 14th to the right on the cross street 16 turn. The other vehicle 26th drives along the cross street 16 towards the first vehicle 18th . Here, for example, the other vehicle 26th at the first time 20th put into sailing mode or slowed down without stopping completely. This allows the first vehicle 18th Carry out the planned turning maneuver without delay and without stopping. The automatic control can slow down the rest of the vehicle and thus lose energy 26th be minimized. In particular, this automatically controlled deceleration can turn out to be less than is typically the case with a purely manual control of the vehicles involved 18th , 26th possible or would be the case.

the 5-7 illustrate schematically a development of a fourth intersection maneuver 38 at three different times. In 5 is the fourth crossing maneuver at the first point in time 20th illustrated. The first vehicle is driving here 18th just down the street 14th . At the cross street 16 However, this is one for autonomous or automatically controlled additional vehicles 26th reserved traffic route. The other vehicles 26th , of which only a few are marked here for the sake of clarity, each likewise have a corresponding assistance system or corresponding vehicle-internal components 30th to participate in or carry out the procedure for automatic vehicle control explained here. One for the autonomous or automatically controlled other vehicles 26th reserved area including the cross street 16 is located here between a first range limit 40 and a second range limit 42 . To the in 5 first point in time shown 20th is the first vehicle 18th still outside this reserved area, but is approaching it. This can be automatically detected by the assistance system. As soon as the first vehicle 18th subsequently enters the reserved area, i.e. the first area limit 40 reached or run over, the first vehicle 18th automatically switched to an autonomous or automatically controlled driving mode by a corresponding control signal. This can be done, for example, in process step S8 respectively.

As schematically in 6th shown, the first vehicle traverses 18th in the further course of the fourth crossing maneuver 38 then in the autonomous or automatic driving mode and controlled by the control signals previously generated by the assistance system, the reserved area and thereby crosses the trajectories of the other vehicles 26th running along the cross street 16 move while taking the road 14th cross. Here, the control signals can be used to slow down and / or accelerate in an energy-efficient manner or to specifically steer one or more of the vehicles involved 18th , 26th the first vehicle 18th the flow of other vehicles 26th safely and with minimized energy expenditure and minimized delays as well as, for example, minimized safety distances between the vehicles involved 18th , 26th traverse.

At a later point in time, i.e. after the second point in time 22nd lying third point in time 44 has the first vehicle 18th as part of the fourth crossing maneuver 38 , as schematically in 7th shown, crosses the reserved area, i.e. the second area limit 42 run over. At this point the first vehicle will be 18th in the process step S9 automatically back into his previous operating state, which it was before entering the reserved area at the first point in time 20th had.

The multitude and density of other vehicles 26th as they did in the fourth crossing maneuver 38 are shown by way of example, illustrates the significant savings potential that is offered by the method described here. Conventionally, with such a traffic density at the intersection of the street 14th with the cross street 16 To avoid collisions, for example, a traffic light system must certainly be installed, which leads to significant time delays as well as to a significantly increased energy requirement for the vehicle passing through the intersection 18th , 26th would lead.

Overall, the examples described show how turning and crossing assistance can be implemented using a network between the vehicles involved 18th , 26th the turning process at intersections, for example, and the crossing of automated roads for all vehicles involved 18th , 26th can be as efficient as possible. To make this possible, for example position, speed, acceleration, braking and steering parameters depending on vehicle-specific parameters, such as load, tire pressure, mass, number of occupants and / or the like, can be transmitted to one another in the vehicle network and using a corresponding algorithm an optimized movement profile can be determined automatically. Accordingly, for example, one or more of the vehicles involved can 18th , 26th can be switched to sailing modes in a controlled manner.

List of reference symbols

10

Schedule

12th

first crossing maneuver

14th

road

16

Cross street

18th

first vehicle

20th

first point in time

22nd

second point in time

24

Trajectory (of the first vehicle 18)

25th

Starting threshold

26th

another vehicle

28

Trajectory (of further vehicle 26)

30th

in-vehicle components

32

components external to the vehicle

33

Range limits

34

second crossing maneuver

36

third crossing maneuver

38

fourth crossing maneuver

40

first range limit

42

second range limit

44

third point in time

S1 - S9

Procedural steps

QUOTES INCLUDED IN THE DESCRIPTION

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

Patent literature cited

• EP 2881829 B1 [0003]

Claims (10)

Method (10) for vehicle control during an intersection maneuver (12, 34, 36, 38) in which a first vehicle (18) and at least one further vehicle (26) are involved, with a trajectory (24) of the first vehicle (18) a trajectory (28) of the at least one further vehicle (26) crosses, with the method steps - detecting that the intersection maneuver (12, 34, 36, 38) is imminent, - detecting traffic data, the at least positions and movements of the at the intersection maneuver ( 12, 34, 36, 38) involved vehicles (18, 26), - automatic generation of at least one control signal for vehicle control of at least one of the vehicles (18, 26) involved in the intersection maneuver (12, 34, 36, 38) during the intersection maneuver (12, 34, 36, 38), characterized in that - based on the traffic data, computationally a movement profile for the vehicles (18, 26) involved in the intersection maneuver (12, 34, 36, 38) with minimized total energy consumption to pass through s intersection maneuver (12, 34, 36, 38) is determined, and - according to the determined movement profile, the at least one control signal for at least one of the vehicles (18, 26) participating in the intersection maneuver (12, 34, 36, 38) is generated automatically . Method (10) according to Claim 1 , characterized in that at least one of the vehicles (18, 26) involved in the crossing maneuver (12, 34, 36, 38) is automatically put into sailing mode by the at least one control signal in order to reduce the number and / or strength of active braking interventions involved vehicles (18, 26) to minimize. Method (10) according to one of the preceding claims, characterized in that for the vehicles (18, 26) involved in the intersection maneuver (12, 34, 36, 38), respective vehicle data are recorded which indicate the technical properties of the respective vehicle, in particular a Vehicle type, a type of drive, a weight, an acceleration capacity, a braking capacity, a degree of automation and / or an equipment with assistance systems, and the movement profile is also determined based on these vehicle data. Method (10) according to one of the preceding claims, characterized in that for the vehicles (18, 26) involved in the intersection maneuver (12, 34, 36, 38) respective dynamic vehicle data, in particular a current load, a number of passengers, a current state of charge a respective traction battery and / or a current temperature of a drive component, which influence energy expenditure and / or movement behavior of the respective vehicle (18, 26) for various maneuvers, and the movement profile is also determined based on this dynamic vehicle data. Method (10) according to one of the preceding claims, characterized in that for the vehicles (18, 26) involved in the intersection maneuver (12, 34, 36, 38) expected braking distances are automatically determined and the movement profile is determined under the boundary condition that Vehicle (18, 26) or the vehicles (18, 26) with the longest braking distance are preferred. Method (10) according to Claim 5 characterized in that, in order to give preference to the vehicle (18, 26) or the vehicles (18, 26) with the longest braking distance, the movement profile is determined in such a way that this vehicle (18, 26) or these vehicles (18, 26) as early as possible to drive through an area of the intersection maneuver (12, 34, 36, 38). Method (10) according to Claim 5 , characterized in that in order to give preference to the vehicle (18, 26) or the vehicles (18, 26) with the longest braking distance, the movement profile is determined in such a way that this vehicle (18, 26) or these vehicles (18, 26) is slowed down with priority become. Method (10) according to one of the preceding claims, characterized in that - it is automatically recognized if, during the crossing maneuver (12, 34, 36, 38) the first vehicle (18) is on a traffic route reserved for autonomous or automatically controlled vehicles (26) (16) is to cross, and - the first vehicle (18) is then automatically switched to automatically controlled operation by the control signal when it approaches this traffic route (16) and in this automatic operation by the crossing maneuver (12, 34, 36, 38) is controlled. Assistance system (30, 32) for controlling the vehicle during an intersection maneuver (12, 34, 36, 38), having a communication device (30, 32) for wireless communication and a computing device (30, 32) connected to it, the assistance system (30, 32 ) is set up to automatically carry out a method (10) according to one of the preceding claims. Motor vehicle (18, 26), having a communication device (30) for wireless communication with at least one data processing device (30, 32) external to the vehicle in relation to the motor vehicle (18, 26) and one with the Communication device (30) connected to the control device (30) for controlling at least one vehicle function of the motor vehicle (18, 26), the motor vehicle (18, 26) for executing a method (10) according to one of the Claims 1 until 8th is set up.

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