DE102023105764A1 - System and method for infrastructure-supported assistance of at least one motor vehicle - Google Patents

Abstract

The invention relates to a system for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section, comprising: a detection device which is set up to detect a traffic situation present within the road section and at least one local condition of the road section, a determination device which is set up to determine infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section based on the detected traffic situation and based on the at least one detected local condition of the road section. The invention relates to a method, a computer program and a machine-readable storage medium.

Description

The invention relates to a method and a system for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section, a computer program and a machine-readable storage medium.

State of the art

The disclosure document EN 10 2017 009 726 A1 discloses a method for microscopic congestion resolution.

The disclosure document EN 10 2011 082 375 A1 discloses a method for relieving a driver of the burden of driving a vehicle.

The disclosure document EN 102011 009 106 A1 discloses a method for operating a driver assistance system of a motor vehicle that issues a recommendation related to an overtaking maneuver.

The patent specification US10,127,812 B2 discloses a system for monitoring a movement of a vehicle.

Disclosure of the invention

The object underlying the invention is to provide a concept for efficient infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section.

This object is achieved by means of the respective subject matter of the independent claims. Advantageous embodiments of the invention are the subject matter of respective dependent subclaims.

• eine Erfassungseinrichtung, welche eingerichtet ist, eine innerhalb des Straßenabschnitts vorliegende Verkehrssituation und zumindest eine örtliche Gegebenheit des Straßenabschnitts zu erfassen,
• eine Ermittlungseinrichtung, welche eingerichtet ist, Infrastrukturassistenzdaten zum infrastrukturgestützten Assistieren von zumindest einem Kraftfahrzeug bei seiner jeweiligen Fahrt durch den Straßenabschnitt basierend auf der erfassten Verkehrssituation und basierend auf der zumindest einen erfassten örtlichen Gegebenheit des Straßenabschnitts zu ermitteln.

According to a first aspect, a system is provided for infrastructure-based assistance of at least one motor vehicle during its respective journey through a road section, comprising:

• a detection device which is designed to detect a traffic situation within the road section and at least one local condition of the road section,
• a determination device which is configured to determine infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section based on the recorded traffic situation and based on the at least one recorded local condition of the road section.

According to a second aspect, a method is provided for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section, comprising the following steps: detecting a traffic situation present within the road section, detecting at least one local condition of the road section, determining infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section based on the detected traffic situation and based on the at least one detected local condition of the road section.

According to a third aspect, a computer program is provided which comprises instructions which, when the computer program is executed by a computer, for example by the system according to the first aspect, cause the computer to carry out a method according to the second aspect.

According to a fourth aspect, a machine-readable storage medium is provided on which the computer program according to the third aspect is stored.

The invention is based on and includes the knowledge that the above object is achieved by determining the infrastructure assistance data based on at least two pieces of information. One piece of information relates to the traffic situation that currently exists within the road section. The other piece of information relates to at least one local condition of the road section that currently exists. Particularly suitable information is therefore available for determining the infrastructure assistance data. This means that at least one motor vehicle can be efficiently assisted by the infrastructure, in this case the system, during its respective journey through the road section.

This therefore provides the technical advantage in particular that a concept is provided for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section.

In one embodiment of the system, it is provided that it comprises an electronic display device arranged on the road section, wherein the determination device is set up to use a hand as infrastructure assistance data to determine a specification for action and/or a recommendation for action, so that the infrastructure assistance data comprise a specification for action and/or a recommendation for action for the at least one motor vehicle, wherein the display device is configured to display the specification for action and/or the recommendation for action.

This results in the technical advantage that the determined action instructions and/or the determined action recommendation can be efficiently communicated to the at least one motor vehicle. A driver of the at least one motor vehicle is thus efficiently enabled to efficiently visually record the action instructions and/or the action recommendation. For example, a video camera of the at least one motor vehicle is efficiently enabled to visually record the action instructions and/or the action recommendation.

Based on the recommended action and/or the specified action, the driver and/or a driver assistance system of the at least one motor vehicle can, for example, control a lateral and/or longitudinal guidance of the motor vehicle.

In one embodiment of the system, it is provided that it is configured to wirelessly send one or more parts or all of the infrastructure assistance data to the at least one motor vehicle.

This results in the technical advantage that one or more parts or all of the infrastructure assistance data can be efficiently communicated to the motor vehicle. A driver assistance system of the motor vehicle is thus advantageously enabled, for example, to guide the motor vehicle at least partially automatically based on the infrastructure assistance data, i.e. to control the lateral and/or longitudinal guidance of the motor vehicle at least partially automatically.

In one embodiment of the system, it is provided that the determination device (105) is configured to determine individual infrastructure assistance data for the at least one motor vehicle as infrastructure assistance data, so that the determined infrastructure assistance data accordingly comprise individual infrastructure assistance data.

This provides the technical advantage, for example, that suitable data is determined for the individual assistance of a motor vehicle. This means that at least one motor vehicle can be assisted particularly efficiently.

According to one embodiment of the system, it is provided that the determination device is configured to determine the infrastructure assistance data based on at least one target variable in order to optimize traffic within the road section.

This provides the technical advantage that the infrastructure assistance data can be determined efficiently. In particular, this provides the technical advantage that the traffic currently present within the road section can be optimized in an efficient manner.

For example, the infrastructure assistance data are determined in such a way that the current traffic situation changes in the direction of at least one target value, in particular reaches this value.

In one embodiment of the system, it is provided that the at least one target variable is in each case an element selected from the following group of target variables: homogeneous traffic flow within a tolerance range, in a road section comprising an exit, increasing a respective longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate a lane change to the outermost, right-hand lane and thus to enable leaving the road via the exit, in a road section comprising an access road, increasing a respective longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate merging from the access road into the outermost, right-hand lane.

This provides the technical advantage, for example, that particularly suitable target variables can be provided.

A traffic flow that is homogeneous within a tolerance range is achieved, for example, by avoiding braking and/or acceleration processes of motor vehicles as far as possible and/or by homogenizing the respective speed of all road users, i.e. in particular of the motor vehicles, as far as possible. By “as far as possible” we mean that this should be achieved within the predetermined tolerance range. Avoiding braking and/or acceleration processes can be achieved, for example, by the infrastructure assistance data comprising control commands for at least partially automated control of a lateral and/or longitudinal guidance of the motor vehicle, whereby these control commands are sent wirelessly to the motor vehicle or vehicles, for example, in order to control them remotely. For example, there is remote control of the force vehicles in such a way that braking and/or acceleration processes are avoided as far as possible. This also applies to a homogenization of the respective speed of the road users. Here, too, a control command or control commands can be determined in an analogous manner as infrastructure assistance data and sent wirelessly to the vehicle or vehicles in order to control them remotely.

Increasing the respective longitudinal distance between motor vehicles driving in an outermost right lane has the particular technical advantage that it can make it easier to change lanes into the outermost right lane, thereby advantageously making it possible to leave the road via the exit in an efficient manner. The same applies analogously to merging from the entrance to the outermost right lane, which is also efficiently facilitated by an increased longitudinal distance between two motor vehicles driving in the outermost right lane.

Here too, in a manner analogous to the above statements in connection with the control commands, the motor vehicles driving in the rightmost lane can be remotely controlled in order to increase or increase the respective longitudinal distance.

Instead of or in addition to the control commands, for example, corresponding recommendations for action and/or instructions for action can be determined and displayed by the display device.

If, for example, the detection device detects that the instructions for action and/or the recommendations for action have not been followed, corresponding control commands are determined and sent remotely to the motor vehicle(s) that have not followed the recommendation for action and/or the instructions for action in order to implement the instructions for action and/or the recommendations for action.

In one embodiment of the system, it is provided that the determination device is configured to determine the infrastructure assistance data for a road section comprising a hard shoulder based on a premise that motor vehicle use of the hard shoulder is legitimate.

This results in the technical advantage that the infrastructure assistance data can be determined efficiently. According to this embodiment, it is therefore provided that the motor vehicles are permitted or allowed to use the hard shoulder. This circumstance is therefore taken into account according to this embodiment when determining the infrastructure assistance data. This means that there is, for example, greater scope for determining the action instructions and/or the action recommendation than without the legitimacy to use the hard shoulder.

In one embodiment of the system, it is provided that the determination device (105) is configured to check whether the at least one target value is achieved better by using the hard shoulder by at least one motor vehicle than without using the hard shoulder by at least one motor vehicle, wherein the determination device (105) is configured to determine the infrastructure assistance data based on a result of the check.

This results in the technical advantage that the infrastructure assistance data can be determined efficiently. In particular, this results in the technical advantage that at least one target value can be achieved efficiently.

As already explained above, the possible use of the hard shoulder increases the scope for maneuver for motor vehicles, so that, for example, maneuvers can be carried out which involve the use of the hard shoulder in order to achieve at least one target value efficiently and/or effectively.

In one embodiment of the system, it is provided that the at least one local condition is in each case an element selected from the following group of local conditions: lane guidance, number of lanes, lane width, lane length, gradient, gradient, curve radius, transverse slope, road condition of the road section, current and/or forecast weather at the road section.

This provides the technical advantage, for example, that particularly suitable local conditions can be taken into account when determining the infrastructure assistance data.

In one embodiment of the system, it is provided that the detection device (103) has at least one environment sensor, which is set up to detect at least one area of the road section and to output environment sensor data based on the detection, which represent the at least one detected area, wherein the detection device (103) is set up to detect the traffic situation and/or the at least one local condition of the road section based on the environmental sensor data.

This provides the technical advantage that the traffic situation and/or at least one local condition can be recorded efficiently.

In one embodiment of the system, it is provided that it is set up to receive motor vehicle data from at least one motor vehicle located within the road section, wherein the detection device is set up to detect the traffic situation and/or the at least one local condition of the road section based on the motor vehicle data.

This provides the technical advantage that the traffic situation and/or at least one local condition of the road section can be recorded efficiently.

Motor vehicle data includes, for example, speed data from at least one motor vehicle and/or position data from at least one motor vehicle and/or the desired destination of the motor vehicle. Based on the desired destination, for example, a desire to turn in or out or to change lanes by the motor vehicle can be derived. This means that based on the desired destination, it can be determined that the motor vehicle will or wants to turn in or turn out or will or wants to change lanes. Motor vehicle data includes, for example, a direction of travel of the motor vehicle.

In one embodiment of the system, it is provided that the detection device is configured to detect the traffic situation and/or the at least one local condition of the road section based on a digital map of the road section.

This provides the technical advantage that the traffic situation and/or at least one local condition of the road section can be recorded efficiently.

According to this embodiment, a digital map is therefore provided to record the traffic situation and/or at least one local condition. Such a digital map shows, for example, static and/or mobile objects. For example, such a digital map shows current and/or forecast weather on the road section. For example, the digital map shows one of the above or several or all of the above-mentioned examples of local conditions.

This means that the traffic situation and/or at least one local condition can be read from such a digital map. This can be provided in addition to or as an alternative to recording the local condition or conditions and/or the traffic situation by the at least one environment sensor.

In one embodiment of the method, it is provided that the infrastructure assistance data comprise an action specification and/or an action recommendation for the at least one motor vehicle, wherein the action specification and/or the action recommendation is displayed by means of the display device.

In one embodiment of the method, it is provided that one or more parts or all of the infrastructure assistance data are sent to the at least one motor vehicle.

In one embodiment of the method, it is provided that determining the infrastructure assistance data comprises determining individual infrastructure assistance data for the at least one motor vehicle, so that the determined infrastructure assistance data accordingly comprise individual infrastructure assistance data.

In one embodiment of the method, it is provided that the infrastructure assistance data are determined based on at least one target variable in order to optimize traffic within the road section.

In one embodiment of the method, it is provided that the at least one target variable is in each case an element selected from the following group of target variables: homogeneous traffic flow within a tolerance range, in a road section comprising an exit, increasing a longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate a lane change to the outermost, right-hand lane and thus to enable leaving the road via the exit, in a road section comprising an access road, increasing a respective longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate merging from the access road into the outermost, right-hand lane.

In one embodiment of the method, it is provided that in the case of a road section comprising a hard shoulder, the infrastructure Resistance data are determined based on a premise that motor vehicle use of the hard shoulder is legitimate.

In one embodiment of the method, it is provided that a check is carried out to determine whether the at least one target value is achieved better by using the hard shoulder by at least one motor vehicle than without using the hard shoulder by at least one motor vehicle, wherein the infrastructure assistance data are determined based on a result of the check.

In one embodiment of the method, it is provided that the at least one local condition is in each case an element selected from the following group of local conditions: lane guidance, number of lanes, lane width, lane length, gradient, gradient, curve radius, transverse slope, road condition of the road section.

In one embodiment of the method, it is provided that at least one area of the road section is detected by means of at least one environmental sensor, wherein environmental sensor data based on the detection are output by means of the at least one environmental sensor, which represent the at least one detected area, wherein the traffic situation and/or the at least one local condition of the road section is detected based on the environmental sensor data.

In one embodiment of the method, it is provided that motor vehicle data are received from at least one motor vehicle located within the road section, wherein the traffic situation and/or the at least one local condition of the road section is recorded based on the motor vehicle data.

In one embodiment of the method, it is provided that the traffic situation and/or at least one local condition of the road section is recorded based on a digital map of the road section.

In one embodiment of the method it is provided that this is a computer-implemented method.

In one embodiment of the method it is provided that it is carried out by means of the system.

In one embodiment, the system comprises a communication device. The communication device is configured, for example, to carry out the step(s) of receiving and/or the steps of sending.

The communication device comprises, for example, at least one wireless communication interface, in particular a WLAN interface, a Bluetooth interface or a mobile radio interface.

Sending and/or receiving within the meaning of the description includes, for example, sending and/or receiving via one or more communication networks.

A communication network in the sense of the description is, for example, a wireless communication network or a wired communication network. A wireless communication network is, for example, a cellular network or a WLAN network. A wired communication network is, for example, an Ethernet communication network.

Infrastructure assistance data within the meaning of the description include, for example, one or more of the following data elements: control command for at least partially automated control of a lateral and/or longitudinal guidance of a motor vehicle, remote control command for at least partially automated remote control of a lateral and/or longitudinal guidance of a motor vehicle, target trajectory for a motor vehicle, environmental data representing an environment of a motor vehicle, action specification, action recommendation.

Technical functionalities of the process result analogously from corresponding technical functionalities of the system and vice versa. This means in particular that process features result from corresponding system features and vice versa. Statements made in connection with the system apply analogously to the process and vice versa.

In one embodiment, the system is programmed to execute the computer program.

The abbreviation “at least one” means “one or more”.

An environmental sensor within the meaning of the description is, for example, one of the following environmental sensors: radar sensor, image sensor, in particular image sensor of a video camera, for example image sensor(s) of a stereo video camera, ultrasonic sensor, LiDAR sensor, magnetic field sensor and infrared sensor.

An environmental sensor is in particular designed to detect its surroundings, i.e. its environment, and to output environmental sensor data based on the detection, in particular environmental sensor raw data, which represent the detected environment.

The wording "at least partially automated guidance" includes one or more of the following cases: assisted guidance, partially automated guidance, highly automated guidance, fully automated guidance. The wording "at least partially automated" therefore includes one or more of the following cases: assisted, partially automated, highly automated, fully automated. At least partially automated guidance therefore includes in particular at least partially automated control of the lateral and/or longitudinal guidance of a motor vehicle.

Assisted driving means that a driver of the motor vehicle is constantly in charge of either the lateral or longitudinal control of the motor vehicle. The other driving task (i.e. controlling the longitudinal or lateral control of the motor vehicle) is carried out automatically. This means that when the motor vehicle is being assisted, either the lateral or longitudinal control is controlled automatically.

Partially automated driving means that in a specific situation (for example: driving on a motorway, driving in a parking lot, overtaking an object, driving in a lane defined by lane markings) and/or for a certain period of time, the longitudinal and lateral guidance of the motor vehicle is automatically controlled. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. However, the driver must permanently monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The driver must be ready to take full control of the motor vehicle at any time.

Highly automated guidance means that for a certain period of time in a specific situation (for example: driving on a motorway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings), the longitudinal and lateral guidance of the motor vehicle is automatically controlled. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. If necessary, a takeover request is automatically issued to the driver to take over control of the longitudinal and lateral guidance, in particular with a sufficient time reserve. The driver must therefore potentially be able to take over control of the longitudinal and lateral guidance. Limits of the automatic control of the lateral and longitudinal guidance are automatically recognized. With highly automated guidance, it is not possible to automatically bring about a minimal-risk state in every initial situation.

Fully automated guidance means that in a specific situation (for example: driving on a motorway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings), the longitudinal and lateral guidance of the motor vehicle are automatically controlled. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. Before the automatic control of the lateral and longitudinal guidance is terminated, the driver is automatically prompted to take over the driving task (controlling the lateral and longitudinal guidance of the motor vehicle), in particular with sufficient time in reserve. If the driver does not take over the driving task, the system automatically returns to a state with minimal risk. Limits of the automatic control of the lateral and longitudinal guidance are automatically detected. In all situations, it is possible to automatically return to a system state with minimal risk.

The embodiments and exemplary embodiments described in the description can be combined with one another, even if this is not explicitly described.

A journey of a motor vehicle through the road section is, for example, an at least partially automated journey of the motor vehicle through the road section.

A motor vehicle within the meaning of the description is, for example, a motor vehicle that is at least partially automated or is, for example, a manually operated motor vehicle.

The procedural steps are in particular infrastructure-side procedural steps, i.e. they are carried out on the infrastructure side or by the infrastructure, i.e. by the system.

The terms “assist” and “support” can be used synonymously.

• 1 ein System zum infrastrukturgestützten Assistieren von zumindest einem Kraftfahrzeug bei seiner jeweiligen Fahrt durch einen Straßenabschnitt,
• 2 ein Ablaufdiagramm eines Verfahrens zum infrastrukturgestützten Assistieren von zumindest einem Kraftfahrzeug bei seiner jeweiligen Fahrt durch einen Straßenabschnitt,
• 3 ein maschinenlesbares Speichermedium, und
• 4 einen Straßenabschnitt.

The invention is explained in more detail below using preferred embodiments.

• 1 a system for infrastructure-based assistance of at least one motor vehicle during its journey through a road section,
• 2 a flow chart of a method for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section,
• 3 a machine-readable storage medium, and
• 4 a section of road.

• eine Erfassungseinrichtung 103, welche eingerichtet ist, eine innerhalb des Straßenabschnitts vorliegende Verkehrssituation und zumindest eine örtliche Gegebenheit des Straßenabschnitts zu erfassen,
• eine Ermittlungseinrichtung 105, welche eingerichtet ist, Infrastrukturassistenzdaten zum infrastrukturgestützten Assistieren von zumindest einem Kraftfahrzeug bei seiner jeweiligen Fahrt durch den Straßenabschnitt basierend auf der erfassten Verkehrssituation und basierend auf der zumindest einen erfassten örtlichen Gegebenheit des Straßenabschnitts zu ermitteln.

1 shows a system 101 for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section, comprising:

• a detection device 103 which is designed to detect a traffic situation within the road section and at least one local condition of the road section,
• a determination device 105 which is configured to determine infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section based on the detected traffic situation and based on the at least one detected local condition of the road section.

The system 101 comprises, for example, a communication device which is configured to wirelessly transmit one or more parts or all of the infrastructure assistance data to the at least one motor vehicle.

For example, the system 101 comprises an electronic display device which is configured to display an action specification and/or a recommendation for action which were determined by means of the determination device 105 as infrastructure assistance data.

If the singular is used for the action instruction and/or the action recommendation, the plural should always be read along with it and vice versa.

A display device within the meaning of the description includes, for example, one or more electronic signs and/or screens and/or display boards.

These elements are spatially distributed along the road section.

A communication device within the meaning of the description is, for example, set up to receive motor vehicle data from at least one motor vehicle which is located within the road section.

• Erfassen 201 einer innerhalb des Straßenabschnitts vorliegenden Verkehrssituation,
• Erfassen 203 von zumindest einer örtlicher Gegebenheit des Straßenabschnitts, Ermitteln 205 von Infrastrukturassistenzdaten zum infrastrukturgestützten Assistieren von zumindest einem Kraftfahrzeug bei seiner jeweiligen Fahrt durch den Straßenabschnitt basierend auf der erfassten Verkehrssituation und basierend auf der zumindest einen erfassten örtlichen Gegebenheit des Straßenabschnitts.

2 shows a flow chart of a method for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section, comprising the following steps:

• Recording 201 of a traffic situation within the road section,
• Detecting 203 at least one local condition of the road section, determining 205 infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section based on the detected traffic situation and based on the at least one detected local condition of the road section.

Steps 201 and 203 can also be performed in any order or simultaneously.

3 shows a machine-readable storage medium 301 on which a computer program 303 is stored. The computer program 303 comprises instructions which, when the computer program 303 is executed by a computer, cause the computer to carry out a method according to the second aspect.

4 shows a road section 401 comprising a two-lane road 403. The road 403 thus comprises a first lane 405 and a second lane 407. A direction of travel for motor vehicles specified by the lanes 405, 407 is symbolically marked with an arrow with the reference number 409 and runs from right to left in relation to the plane of the paper. The first lane 405 is therefore the outermost, left lane and the second lane 407 is the outermost, right lane.

Furthermore, the road section 401 includes an entrance 411 and an exit 413.

A driveway in the sense of the description can also be referred to as an access road.

Motor vehicles (not shown) can access the rightmost lane 407 via the ramp 411 or access road. Via the exit 413, motor vehicles that are in the rightmost lane 407 can exit the road 403. A shared merging/exiting lane 415 is provided, which is located to the right of the rightmost lane 407. Behind the shared merging/exiting lane 415 there is a hard shoulder 417. The merging lane can also be referred to as an acceleration lane.

Furthermore, several video cameras 419 are provided, each comprising an image sensor (not shown). The video cameras 419 are spatially distributed along the road 403 and on the driveway 411. The video cameras 419 enable visual recording of the road section 401. The corresponding video data can be evaluated, for example, in order to record the traffic situation as it exists within the road section 401.

Instead of or in addition to the video cameras 419, other environmental sensors may also be provided, as already described above.

Furthermore, elements with the reference number 421 are provided, which symbolically stand for further environmental sensors, for example lidar sensors and/or radar sensors. According to the concept described here, it is provided that the traffic situation within the road section 401 is recorded using the video cameras 419. It is also provided that one or more local conditions, for example lane guidance, number of lanes, lane width, lane length, gradient, gradient, curve radius, cross slope, road condition of the road section 401, current and/or forecast weather at the road section 401, are recorded. Based on this information, infrastructure assistance data is determined for one or more motor vehicles that are located within the road section 401 in order to support them in their respective journey through the road section 401.

For example, it is provided that for a motor vehicle that wants to drive onto the rightmost lane 407 via the ramp 411 and using the common merging/exiting lane 415, motor vehicles that are driving on the rightmost lane 407 and are still in front of the ramp 411 are instructed to increase their respective longitudinal distance from the motor vehicle in front in order to make it easier for one motor vehicle to merge.

For example, a motor vehicle merging may be permitted to use the hard shoulder 417 in order to avoid, for example, braking and/or acceleration by motor vehicles driving in the rightmost lane 407.

In summary, the concept described here is based in particular on the fact that, for example, the system records the traffic within the road section in its entirety.

Recording traffic as a whole includes, for example, recording individual vehicle data, in particular over the entire stretch of road. Individual vehicle data includes, for example, one or more of the following information: direction, speed, current acceleration or deceleration, destination, type of vehicle (for example, passenger car (car), motorcycle (general motorcycle), truck (lorry), truck with or without trailer, which has an effect on acceleration or braking, i.e. deceleration, and/or lane changing.

Recording the traffic as a whole includes, for example, recording lanes and/or lane routes of the individual motor vehicle(s). A motor vehicle drives in a lane. As described, this is determined by its markings, independent of the motor vehicle. In addition, a motor vehicle is always on a route that describes the way from the start to the planned destination.

The detection of the traffic in its entirety takes place, for example, in a dual detection from the infrastructure equipped with the corresponding environmental sensor system comprising one or more environmental sensors and from the motor vehicles. In one embodiment, the detection of the traffic in its entirety takes place in a singular detection from the infrastructure equipped with the corresponding environmental sensor system comprising one or more environmental sensors or from the motor vehicles.

For example, the system knows the local conditions, such as: lane guidance, number of lanes, width and/or length of lanes, gradient(s), gradient, curve radius(s), cross slope, etc.

Additional relevant and time-dependent data is also determined, such as local weather, current road conditions (such as wet, dry, slippery, etc.).

With all this underlying information, the system is advantageously able to, for example, determine the necessary measures to achieve an overall optimum in a defi nised area (compared to the optimum for an individual motor vehicle) and to communicate these measures, for example, to road users.

The concept described here is particularly relevant when the traffic situation (truck "pack" formation in the first lane, events such as traffic jams, accidents, stalled vehicles, etc.) or short/medium-term changes to the infrastructure (day-time construction sites, long-term construction sites, natural events such as floods, mudslides, avalanches, etc.) result in a significant change from the ideal state of traffic or infrastructure, which represents a particular challenge for manual drivers or at least partially automated vehicles in controlling the vehicles.

The "first lane" mentioned above is the rightmost lane in the case of right-hand traffic, i.e. the outermost right lane. In the case of left-hand traffic, it is the leftmost lane, i.e. the outermost left lane. The first lane is therefore the lane that a motor vehicle first drives into when merging onto a motorway, for example. The first lane is also usually the lane in which most trucks drive.

The system described here records a traffic situation in its entirety, for example by combining motor vehicle and/or infrastructure environment sensors of individual motor vehicles and precise knowledge of the local conditions (for example number, location, length, gradient, width and radii of the lanes, weather and road conditions), whereby the system, also for mixed traffic (automated and networked motor vehicles as well as non-automated and non-networked motor vehicles), determines, for example, action instructions and/or recommendations for one or more motor vehicles and communicates these to the corresponding motor vehicles.

This allows the system to find an overall optimum, which would not be possible with an individual decision from the vehicle, but would always have to be vehicle-specific.

• Verkehrsfluss: Brems- und Beschleunigungsvorgänge sollten vermieden werden und die Geschwindigkeit von allen Verkehrsteilnehmern möglichst homogenisiert werden. Dies dient ebenfalls der Emissionsreduktion Optimierung Autobahnabfahrt: Erhöhung eines jeweiligen longitudinalen Abstands zwischen Kraftfahrzeuge auf der äußersten, rechten Fahrspur, um einen leichteren Spurwechsel und damit ein Verlassen der Autobahn zu ermöglichen.

“Overall optimum” means how the entire traffic can be optimized based on one or more specified target values. These target values can also vary over the course of the day. Examples of these target values are:

• Traffic flow: Braking and acceleration should be avoided and the speed of all road users should be as homogeneous as possible. This also serves to reduce emissions. Optimization of motorway exits: Increasing the respective longitudinal distance between vehicles in the outermost right lane to make it easier to change lanes and thus leave the motorway.

Optimization of motorway access: Also an increase in the longitudinal distances between vehicles in the far right lane to make merging easier. Additionally or alternatively, the system can legitimize extended use of the hard shoulder to extend the merging process or make it safer.

The system can, for example, provide a speed specification/recommendation as well as a specification/recommendation for the time gap/distance between vehicles. This means that both the flow of traffic (through speed) and the possibility of changing lanes (through time gap) can be influenced. Furthermore, a recommendation to change lanes can then be given to individual vehicles, for example using secure wireless communication.

For example, the system records and/or evaluates the traffic situation with regard to compliance with the recommended actions and/or instructions. This advantageously enables the system to adapt the recommended actions and/or instructions again in the event of deviations and can even, for example, make specifications for "fail-safe" operations, i.e. for "reliably safe operations".

For example, the system envisages the use of iterative and/or self-learning decision-making processes or decision algorithms for maneuver-based and route/lane-related recommendations and/or action instructions.

The instructions and/or recommendations for action can be used to influence a driving decision in an advantageous manner. This is regardless of whether the instructions and/or recommendations for action are carried out by the driver or by an at least partially automated driving function of the motor vehicle.

Depending on the degree of automation of a motor vehicle, for example, the instructions for action and/or recommendations for action and/or the control recommendation can be varied.

For example, a sensory detection of a hard shoulder using one or more infrastructure environment sensors is provided in order to be able to use this hard shoulder if necessary, i.e. if it is available and free, for a motor vehicle, in particular an at least partially automated motor vehicle, for a longer merging process.

For example, using appropriate recommendations for action and/or instructions for action and/or control commands, the merging of a motor vehicle, in particular an at least partially automated motor vehicle, can be moved behind a merging area and legitimized by using the hard shoulder. This means there is more time for changing lanes and the motor vehicle coming to a stop at the end of the acceleration lane can be advantageously and efficiently avoided, which can increase traffic safety.

The system can inform traffic collectively and/or individually, for example, using an electronic display device arranged along the road section. Motor vehicles not connected to the infrastructure can also be informed via such a display device.

A display device includes, for example, a variable sign which can display the following, for example: “Increase distance”, “Change lane”.

For example, individual communication or information via wireless communication is possible and provided. For example, an individual motor vehicle, such as an at least partially automated motor vehicle, can be instructed to form a gap at a specified distance from the motor vehicle in front. This is particularly advantageous if the motor vehicle is part of a platoon of several motor vehicles.

Thus, for example, an exchange and comparison of information with one or more responsible organizations (traffic control center, fleet center, etc.) can be advantageously provided in order to provide collective traffic measures and individual recommendations.

Using infrastructure assistance data, the system provides strategic route and lane information as well as time/location-critical information on specific driving maneuvers.

For example, the system also checks compliance with the recommendations for action and/or instructions for action and the implications that may arise from any non-compliance with the recommendations for action and/or instructions for action.

For example, the use of the hard shoulder, also known as the breakdown lane, is legitimized to extend the merging process in order to prevent vehicles from coming to a stop at the end of the acceleration lane.

For example, legitimization of the use of the hard shoulder and/or one or more existing breakdown bays and/or other parking areas for safe temporary parking by one or more motor vehicles, in particular at least partially automated motor vehicles, is provided.

For example, the system looks at the current traffic dynamic situation and learns over time.

For example, adaptation and learning of the respective local conditions of the road section can be carried out.

For example, an up-to-date and highly accurate map of the road section is provided to record the local conditions. For example, the local conditions can be recorded by the environmental sensors arranged on the road section. With such central recording, for example, no mutual positioning is necessary. The fact that no mutual positioning is necessary means that maps used by the infrastructure do not have to be compared in advance with map material used in motor vehicles, which is hardly possible and is very time-consuming and difficult, since the map suppliers can and usually are different.

QUOTES INCLUDED IN THE DESCRIPTION

This list of 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 accepts no liability for any errors or omissions.

Cited patent literature

• DE 102017009726 A1 [0002]
• DE 102011082375 A1 [0003]
• DE 102011009106 A1 [0004]
• US 10127812 B2 [0005]

Claims (15)

System (101) for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section (401), comprising: a detection device (103) which is set up to detect a traffic situation present within the road section (401) and at least one local condition of the road section (401), a determination device (105) which is set up to determine infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section (401) based on the detected traffic situation and based on the at least one detected local condition of the road section (401). System (101) after Claim 1 , comprising an electronic display device arranged on the road section (401), wherein the determination device (105) is set up to determine an action specification and/or an action recommendation as infrastructure assistance data, so that the infrastructure assistance data comprise an action specification and/or an action recommendation for the at least one motor vehicle, wherein the display device is set up to display the action specification and/or the action recommendation, System (101) after Claim 1 or 2 which is configured to wirelessly transmit one or more parts or all of the infrastructure assistance data to the at least one motor vehicle. System (101) according to one of the preceding claims, wherein the determination device (105) is configured to determine individual infrastructure assistance data for the at least one motor vehicle as infrastructure assistance data, so that the determined infrastructure assistance data accordingly comprise individual infrastructure assistance data. System (101) according to one of the preceding claims, wherein the determination device (105) is configured to determine the infrastructure assistance data based on at least one target variable in order to optimize traffic present within the road section (401). System (101) after Claim 5 , wherein the at least one target variable is in each case an element selected from the following group of target variables: homogeneous traffic flow within a tolerance range, in a road section (401) comprising an exit (413), increasing a respective longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate a lane change to the outermost, right-hand lane (407) and thus to enable leaving the road via the exit (413), in a road section (401) comprising an access road (411), increasing a respective longitudinal distance between motor vehicles driving in an outermost, right-hand lane in order to facilitate merging from the access road (411) into the outermost, right-hand lane (407). System (101) according to one of the preceding claims, wherein the determination device (105) is configured to determine the infrastructure assistance data for a road section (401) comprising a hard shoulder (417) based on a premise that motor vehicle use of the hard shoulder (417) is legitimate. System (101) after Claim 7 as far as related to Claim 5 or Claim 6 , wherein the determination device (105) is configured to check whether the at least one target value is achieved better by use of the hard shoulder (417) by at least one motor vehicle than without use of the hard shoulder (417) by at least one motor vehicle, wherein the determination device (105) is configured to determine the infrastructure assistance data based on a result of the check. System (101) according to one of the preceding claims, wherein the at least one local condition is an element selected from the following group of local conditions: lane guidance, number of lanes, lane width, lane length, gradient, gradient, curve radius, cross slope, road condition of the road section (401), current and/or forecast weather at the road section (401). System (101) according to one of the preceding claims, wherein the detection device (103) has at least one environment sensor which is configured to detect at least one area of the road section (401) and to output environment sensor data based on the detection, which represent the at least one detected area, wherein the detection device (103) is configured to detect the traffic situation and/or the at least one local condition of the road section (401) based on the environment sensor data. System (101) according to one of the preceding claims, which is designed to collect motor vehicle data from at least one motor vehicle located within the road section (401). received, wherein the detection device (103) is configured to detect the traffic situation and/or the at least one local condition of the road section (401) based on the motor vehicle data. System (101) according to one of the preceding claims, wherein the detection device (103) is configured to detect the traffic situation and/or the at least one local condition of the road section (401) based on a digital map of the road section (401). Method for infrastructure-supported assistance of at least one motor vehicle during its respective journey through a road section (401), comprising the following steps: Detecting (201) a traffic situation within the road section (401), Detecting (203) at least one local condition of the road section (401), Determining (205) infrastructure assistance data for infrastructure-supported assistance of at least one motor vehicle during its respective journey through the road section (401) based on the detected traffic situation and based on the at least one detected local condition of the road section (401). Computer program (303) comprising instructions which, when the computer program (303) is executed by a computer, cause the computer to carry out a method according to Claim 13 to execute. Machine-readable storage medium (301) on which the computer program (303) according to Claim 14 is stored.

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