EP3671690A1 - Method, computer program product, central control unit and control system for controlling at least partially automated vehicles in a hazardous area, in particular intersections of roads in road traffic - Google Patents

Abstract

To at least partially automated vehicles (FZ ₁ ... FZ _n) in a lane danger zone (FGB), in particular intersections (KZ, KZ ') of lanes in road traffic To control that these can pass the lane danger zone in a flowing flow of traffic without stopping / starting interruptions, such as those caused by signaling systems, preferably traffic lights, it is proposed that a) every vehicle (FZi, FZ2, FZ11, FZ14 , FZ15, FZ18, FZ22, FZ31) of the vehicles (FZ ₁ ... FZ _n) when approaching the road danger zone (FGB, KZ, KZ ') a vehicle control authority for vehicle control of dynamic driving tasks to pass through, b) with the vehicle control power transfer by the vehicles (FZ ₁ ... FZ _n) from a central control entity ( STGE, STER, CPP, PZ, SP, PGM) a digital lane-danger zone twin (FGBZ) is generated by means of the given Vehicle control powers Vehicle movements of the vehicle (FZi, FZ2, FZ11, FZ14, FZ15, FZ18, FZ22, FZ31) for passing through the lane danger zone (FGB, KZ, KZ ') are controlled automatically, dynamically, vehicle-coordinated and - collision-free.

Description

The invention relates to a method for controlling at least partially automated vehicles in a lane danger zone, in particular intersections of lanes in road traffic, according to the preamble of claim 1, a computer program product for controlling at least partially automated vehicles in a lane hazard zone, in particular Intersections of roadways in road traffic, according to the preamble of claim 6, a central control unit for controlling at least partially automated vehicles in a lane danger area, in particular intersections of roadways in road traffic, according to the preamble of claim 10 and a control system for controlling at least partially automated vehicles in one Roadway danger zone, in particular intersections of roadways in road traffic, according to the preamble of claim 16.

A hazard area in road traffic is an area where a hazard exists, which is defined as the possibility that a person, a thing, an animal, or even a natural livelihood encounters at least one of the sources of time and space as a potential source of damage. This is usually the case in the lane area, which is why one speaks of a lane danger area. Based on these definitions, a typical, if not the only, lane danger area in road traffic is the area where one or more lanes meet - the lane intersection or, in short, the intersection.

In or at intersections, there may be conflicts of interest among road users who want to cross the intersection at the same time come. So there is a need for regulation. For this reason, intersections are currently protected by traffic signs, eg signaling signs in the form of traffic lights, or by traffic rules.

FIGURE 1 shows in a schematic diagram the current situation in the regulation of a lane traffic, eg road traffic, in lane danger areas FGB in the form of a "double-T" crossing KZ * or "T" crossing KZ **. The principle diagram shows a number of m motorized vehicles FZ ₁ ... FZ _m with, for example, m = 37, which move as road users with other road users, such as cyclists and pedestrians, on the road and the road danger areas or intersections FGB , KZ *, KZ ** must happen. In order to control the flow of traffic in these lane danger areas or intersections FGB, KZ *, KZ **, there are a variety of current traffic control measures, such as the traffic light systems already mentioned above, traffic signs, zebra crossing for pedestrians, crossing strips for pedestrians / cyclists, etc., of which in the FIGURE 1 all are shown except for the traffic signs.

Thus, at the "Doppel-T" intersection KZ * all road users who move in the "NORD-> SÜD- or SÜD-> NORD" direction can pass the intersection KZ * because the traffic lights for these road users have the green signal sign show, while all road users who move in "WEST-> OST- or OST-> WEST" direction cannot pass the KZ * intersection, e.g. have to wait at or in front of the traffic lights because the traffic lights show the red signal for these road users.

The situation is different at the "T" crossing KZ **. There, the road users who move in the "WEST-> OST- or OST->WEST" direction or in the NORTH direction are due to the traffic lights with a green signal sign or no signal sign (applies to vehicles FZ ₃₅ , FZ ₃₆ , are traveling in the NORTH direction) authorized to pass the intersection or to move on, whereas the road users who are traveling in the "SOUTH" direction have to wait at or in front of the traffic light system because the traffic light systems show the red signal for these road users.

As for the automation of motorized vehicles FZ ₁ ... FZ ₃₇ in the schematic diagram, which, for example, as shown, are on the road as passenger cars and lorries with different vehicle lengths and engine outputs as well as motorcycles, as things stand today the autonomy levels defined by SAE International (formerly: Society of Automotive Engineers) in the published specification SAE J3016 for motorized road vehicles with control systems for autonomous driving, which in six SAE levels (level "0" to level "5") of no automation (Level "0"), assistance support (level "1"), partial automation (level "2"), conditional automation (level "3"), high automation (level "4") until full automation (level "5") is classified, determine that the vehicles shown FZ ₁ ... FZ ₃₆ almost without exception, with the exception of a few that could be assigned to level "2", level "0" or S level "1" can be assigned.

If, according to the invention, at least partially automated vehicles are to be controlled in the lane danger zone FGB, KZ, KZ ', then in principle only vehicles of the classification levels "3" to "5" would come into question according to the SAE autonomy level definition and possibly also those of level "2".

What could such a vehicle control system look like, at least partially automated vehicles in lane danger areas in road traffic, if the traffic control measures mentioned, such as traffic lights, which shaped the street scene in the industrial age, are no longer decisive for a future traffic concept in the digital age?

According to a proposal from the team of authors "Tachet Remi; Santi, Paolo, Sobolevsky Stanislav; Reyes-Castro, Luis Ignacio ;, Frazzoli, Emilio, Helbing, Dirk; Ratti, Carlo "under the title" Revisiting Street Intersections Using Slot-Based Systems "published March 16, 2016 in the online trade magazine PLoS ONE 11 (3): e0149607 and https://doi.org/10.1371/journal.pone.0149607 The flow of traffic from autonomous vehicles in future road traffic should be controlled smoothly and less polluting (tax: exhaust emissions) with the help of a smart control system under the name "Light Traffic" in the intersection area of road traffic, without using traffic lights. The core idea of this "Light Traffic" proposal is based on the approach of assigning each autonomous vehicle a time slot for passing the intersection, for example a four-way intersection. In this way, the vehicles advance in the intersection area without delay when a time slot becomes free. This would not only increase the flow of traffic, but would also result in a significantly lower CO ₂ emission because, on the one hand, significantly more vehicles (approx. Twice as many vehicles) could pass at an intersection compared to conventional traffic light control and on the other hand, this means that there is almost no waiting time, as occurs at traffic lights in conventional traffic light controls at intersections.

A prerequisite for such a concept, however, is that, firstly, the transport infrastructure is adapted, for example in cities through expensive construction measures (see description of FIGURE 2 ), and secondly, almost exclusively autonomously operated vehicles take part in traffic, which are also equipped with the latest communication and sensor technology.

• eine Ermittlungseinheit zum Ermitteln, ob sich das Fahrzeug in dem Gefahrenbereich oder in einem an dem Gefahrenbereich angrenzenden Übergangsbereich befindet;
• eine Kommunikationseinheit zum Empfangen von Fahrzeugdaten von dem Fahrzeug, falls die Ermittlungseinheit ermittelt, dass sich das Fahrzeug in dem Gefahrenbereich oder in dem Übergangsbereich befindet; und
• eine Bestimmungseinheit zum Bestimmen einer Trajektorie für das Fahrzeug unter Berücksichtigung der empfangenen Fahrzeugdaten, um das Fahrzeug kollisionsfrei durch den Gefahrenbereich zu führen;
• eine dem Gefahrenbereich zugehörige Einrichtung ist, die die Steuerung der Fahrzeuge in dem Gefahrenbereich übernimmt, wodurch Kollisionen in dem Gefahrenbereich verhindert werden können.

In the subsequently published DE patent application (application file number: 10 2018 209 790.9 ) is a control device for Controlling a vehicle in a hazardous area discloses the

• a determination unit for determining whether the vehicle is in the danger area or in a transition area adjacent to the danger area;
• a communication unit for receiving vehicle data from the vehicle if the determination unit determines that the vehicle is in the danger zone or in the transition zone; and
• a determination unit for determining a trajectory for the vehicle, taking into account the received vehicle data, in order to guide the vehicle through the danger zone without collisions;
• is a device belonging to the danger zone, which takes over the control of the vehicles in the danger zone, whereby collisions in the danger zone can be prevented.

The object on which the invention is based is to specify a method, a computer program product, a central control unit and a control system for controlling at least partially automated vehicles in a lane danger zone, in particular intersections of lanes in road traffic, in which the Vehicles are controlled in such a way that they can pass the lane danger area in a flowing flow of traffic without stopping-starting interruptions, such as those that arise, for example, from signaling systems, preferably traffic lights.

In the present patent application, the normal case is assumed in which the at least partially automated vehicles pass the danger zone or the intersection without any peculiarities in terms of vehicle properties and driving behavior in the danger / intersection area. However, there is a peculiarity because, for example - special case 1 - the at least partially automated vehicle that wants to pass the lane danger area or the intersection has an excess length of vehicle or - special case 2 - The at least partially automated vehicle that wants to pass the lane danger area or the intersection, which intends to change the lane in the danger / intersection area, requires an adapted vehicle control in the special cases mentioned compared to the normal case dealt with in the present patent application. What this adaptation in the vehicle control system looks like for the two special cases is dealt with in parallel patent applications.

Regarding special case 1, it is the patent application (application no ......) with the designation "method, computer program product, central control unit and control system for controlling at least partially automated vehicles, partly with excess vehicle length, in a lane danger zone "In particular intersections of roadways in road traffic", the content of which is hereby included and disclosed in the present patent application.

Regarding special case 2, it is the patent application (application no ......) with the designation "Process, computer program product, central control unit and control system for controlling at least partially automated vehicles, partly with intentions to change lanes, in a lane danger area "In particular intersections of roadways in road traffic", the content of which is hereby included and disclosed in the present patent application.

The above-mentioned object is achieved on the basis of the method defined in the preamble of patent claim 1 by the features specified in the characterizing part of patent claim 1.

In addition, this object is achieved on the basis of the computer program product defined in the preamble of claim 6 by the features specified in the characterizing part of claim 6.

Furthermore, this object is achieved on the basis of the central control unit defined in the preamble of claim 10 by the features specified in the characterizing part of claim 10.

In addition, this object is achieved on the basis of the control system defined in the preamble of claim 16 by the features specified in the characterizing part of claim 16.

• die Fahrzeuge beim Sich-Nähern des Fahrbahn-Gefahrenbereichs zum Passieren desjenigen jeweils eine Fahrzeugverfügungsgewalt zur Fahrzeugsteuerung von dynamischen Fahraufgaben abgeben,
• mit dem Abgeben der Fahrzeugverfügungsgewalten durch die Fahrzeuge von einer zentralen Steuerungsinstanz ein digitaler Fahrbahn-Gefahrenbereich-Zwilling erzeugt wird, mittels dem infolge der abgegebenen Fahrzeugverfügungsgewalten Fahrzeugbewegungen von jedem Fahrzeug der Fahrzeuge zum Passieren des Fahrbahn-Gefahrenbereichs automatisch, dynamisch, fahrzeugkoordiniert und kollisionsfrei gesteuert werden.

The idea on which the invention is based, according to the technical teaching specified in claims 1, 6, 10 and 16, consists in the fact that in order to control at least partially automated vehicles in a lane danger zone, in particular intersections of lanes in road traffic,

• when the vehicle approaches the lane danger zone to pass through it, they give off a vehicle power to control dynamic driving tasks,
• When the vehicle control forces are released by the vehicles, a central control unit generates a digital lane-danger zone twin, by means of which vehicle movements of each vehicle of the vehicles for passing the vehicle danger zone are controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner as a result of the delivered vehicle control forces.

With such a control of at least partially automated vehicles in the lane danger zone, the traffic no longer needs to be interrupted. In addition, traffic control measures such as traffic lights, traffic signs, pedestrian crossings, etc. are no longer required. Furthermore, there is no need for a predetermined direction of vehicle movement. Rather, just like the vehicle speed when passing through the lane danger zone, this can be dynamically adapted depending on the traffic situation.

The vehicle availability powers are preferably given with the aid of first control data, which each vehicle transmits to the central control unit when the roadway danger zone approaches.

The control of the vehicle movements of each vehicle of the vehicles as a result of the vehicle availability powers is preferably carried out with the aid of second control data, which are transmitted to the central control unit for each vehicle to pass through the lane danger zone.

The central control entity is preferably a central control unit consisting of a control device with a computer program product, which contains a non-volatile, readable memory in which processor-readable control program commands of a program module performing vehicle control are stored, and a processor connected to the memory , which executes the control program commands of the program module for vehicle control, a control interface and at least one communication device which is connected in terms of communication technology either to the control device and therein to the computer program product via the control interface or to the control device and the computer program product therein assigned.

According to the “or” option, the control device is preferably and advantageously designed as an open cloud computing platform.

In both cases, the communication device is arranged in the roadway danger zone in such a way that it is connected to a vehicle communication interface contained in the vehicles for vehicle control. This connection is preferably of a radio-technical nature, for example designed according to a mobile radio standard of the generation 5G. The number of communication devices exists in the lane danger zone, for example in a "double T" intersection (cf. FIGURES 1 and 2nd ), preferably from four individual communication devices, which are positioned at all four intersection corners in order to always have an optimal radio connection to the vehicles or the respective vehicle communication interface.

Dynamic, vehicle-coordinated and collision-free in the context of the invention means that the vehicle movements of the respective vehicle are coordinated with the movements of the other vehicles in the lane-danger zone by means of the digital lane-danger zone twin at any location and at any time so that the respective one Vehicle passes the lane danger area without any collision with the other vehicles. With the help of the digital lane-danger zone twin, each vehicle is moved in accordance with a spatio-temporal movement pattern in the lane danger zone in such a way that it is ensured that all vehicles in the lane danger zone that release the vehicle power to control the dynamic driving tasks have to be able to pass it without collision.

With this type of vehicle control, it is advantageous according to a development of the invention that, in advance (cf. claims 2 and 11), when each vehicle approaches the danger zone on the road, the handing over of the vehicle is given by means of a handshake protocol between the respective vehicles Vehicle and the central control instance is agreed. The first control data is then transmitted in the course of this handshake protocol.

In addition, according to a further development of the vehicle control system according to the invention (cf. claims 3, 7 and 12), it is advantageous for each vehicle to determine the vehicle trajectory and vehicle speed for the generation of the digital lane-danger zone twin for vehicle control as a result of the vehicle availability power .

In addition, for the further development of the vehicle control system according to the invention (cf. claims 4, 8 and 13) it is expedient that, with the generation of the digital lane-danger zone twin, vehicle travel information, and in which directions of travel, the vehicles are directed to pass the lane danger zone to move them, are represented digitally in a grid format with checkerboard-like alternating format fields.

In this advantageous, checkerboard-like representation, as far as coordination in vehicle control is concerned, a core area of the grid format represents the lane danger zone and first format fields of the grid format, depending on the format field change, either "WEST-> OST- and / or OST->WEST" vehicle movement directions or "NORD"-> SOUTH and / or SOUTH-> NORTH "vehicle movement directions and second format fields of the raster format depending on the format field change either "NORTH-> SOUTH and / or SOUTH-> NORTH "vehicle movement directions or "WEST-> EAST and / or EAST-> WEST "vehicle movement directions, each with at most one vehicle per first format field or second format field.

For the vehicle control based on the digital lane-danger zone twin, each vehicle movement of the vehicle to pass the lane danger zone is controlled automatically, dynamically, vehicle-coordinated and - collision-free due to the given vehicle disposal powers - that corresponds to the situation in the lane-danger zone
the vehicle in the core area of the grid format according to a digital movement with a START point and a DESTINATION point in the grid format, which is based on a format field change, either
from a first format field of the first format fields as the START point of the digital movement to an adjacent second format field of the second format fields as the TARGET point of the digital movement that no vehicle represents the vehicles - that is, digitally free for the digital movement,
or
from a second format field of the second format fields as the START point of the digital movement to an adjacent first format field of the first format fields as the TARGET point of the digital movement that no vehicle represents the vehicles - that is, digitally free for the digital movement,
is moved digitally.

If, with a last digital movement in the grid format, the vehicle digitally leaves the core area of the grid format and thus has passed the lane danger area, then the advantageous further development of the vehicle control system according to the invention (cf. claims 5, 9 and 14) means that the vehicle power is available to everyone Vehicle returned from the central control instance. This can be achieved in a simple and advantageous manner with the aid of a further handshake protocol. In the course of this further handshake protocol, third control data initiating the return of the vehicle power is then transmitted to the vehicle.

• FIGUR 2 auf der Basis von der FIGUR 1 ein Steuerungssystem zum Steuern zumindest teilautomatisierter Fahrzeuge in einem Fahrbahn-Gefahrenbereich, insbesondere Kreuzungen von Fahrbahnen im Straßenverkehr,
• FIGUR 3 den prinzipiellen Aufbau einer Steuereinrichtung in einer Steuerungseinheit des in der FIGUR 2 dargestellten Steuerungssystems zur Fahrzeugsteuerung durch Erzeugung eines Fahrbahn-Gefahrenbereich-Zwillings,
• FIGUR 4 eine durch den Fahrbahn-Gefahrenbereich-Zwilling, bei dessen Erzeugung in der Steuereinrichtung bzw. dem Computer-Programm-Produkt nach FIGUR 3, geschaffene erste Digitale Repräsentation einer ersten Verkehrssituation mit einem durch zumindest teilautomatisierte, motorisierte Fahrzeuge vollständig befahrenen und belegten Fahrbahn-Gefahrenbereich in Gestalt einer "Doppel-T"-Kreuzung,
• FIGUR 5 eine durch den Fahrbahn-Gefahrenbereich-Zwilling, bei dessen Erzeugung in der Steuereinrichtung bzw. dem Computer-Programm-Produkt nach FIGUR 3, geschaffene zweite Digitale Repräsentation einer zweiten Verkehrssituation mit einem durch zumindest teilautomatisierte, motorisierte Fahrzeuge vollständig befahrenen und belegten Fahrbahn-Gefahrenbereich in Gestalt einer "Doppel-T"-Kreuzung,
• FIGUR 6 eine durch den Fahrbahn-Gefahrenbereich-Zwilling, bei dessen Erzeugung in der Steuereinrichtung bzw. dem Computer-Programm-Produkt nach FIGUR 3, geschaffene dritte Digitale Repräsentation einer dritten Verkehrssituation mit einem durch zumindest teilautomatisierte, motorisierte Fahrzeuge vollständig befahrenen und belegten Fahrbahn-Gefahrenbereich in Gestalt einer "Doppel-T"-Kreuzung.
• FIGUR 2 zeigt auf der Basis von der FIGUR 1 die zukünftige, gegenüber der heutigen Situation modifizierte Situation bei der Regelung eines Fahrbahnverkehrs, z.B. Straßenverkehrs, in den Fahrbahn-Gefahrenbereichen FGB in Gestalt einer "DoppelT"-Kreuzung KZ oder einer "T"-Kreuzung KZ'. Die Modifikation besteht darin, dass der Straßenverkehr in zumindest teilautomatisierte und motorisierte Verkehrsteilnehmer und solche, die nicht automatisiert sind und auch unter Umständen nicht motorisiert sind, unterteilt ist und die Regelung des Fahrbahn-/Straßenverkehrs in den Fahrbahn-Gefahrenbereichen bzw. Kreuzungen FGB, KZ, KZ' ohne jegliche Verkehrsregelungsmaßnahmen, wie z.B. Ampelanlagen, Verkehrsschilder, Zebrastreifen für Fußgänger, Überquerungsstreifen für Fußgänger/Fahrradfahrer, etc. auskommt. Um aber dennoch den Fahrbahn-/Straßenverkehr im Gefahren-/Kreuzungsbereich FGB, KZ, KZ' regeln zu können ist gemäß der FIGUR 2 zu diesem Zweck ein Steuerungssystem STGS vorhanden. In diesem Steuerungssystem STGS werden die nicht automatisierten und bedingt motorisierten Verkehrsteilnehmer, wie Fußgänger, Radfahrer, Elektro-Radfahrer, etc., in den Fahrbahn-Gefahrenbereichen FGB, KZ, KZ' zur Fahrbahnüberquerung ober- oder unterhalb der Fahrbahnen für die zumindest teilautomatisierten und motorisierten Verkehrsteilnehmer geführt.

Further advantages of the invention result from the following description of an embodiment of the invention based on the FIGURE 1 , which shows a prior art for vehicle control of at least partially automated vehicles crossing area of road traffic, based on the FIGURES 2 to 6 explained. These show:

• FIGURE 2 based on the FIGURE 1 a control system for controlling at least partially automated vehicles in a lane danger area, in particular intersections of lanes in road traffic,
• FIGURE 3 the basic structure of a control device in a control unit of the in FIGURE 2 shown control system for vehicle control by generating a lane-danger zone twin,
• FIGURE 4 one by the lane-danger zone twin, when it is generated in the control device or the computer program product FIGURE 3 , created first digital representation of a first traffic situation with a roadway danger area completely occupied and occupied by at least partially automated, motorized vehicles in the form of a "double-T" intersection,
• FIGURE 5 one by the lane-danger zone twin, when it is generated in the control device or the computer program product FIGURE 3 , created second digital representation of a second traffic situation with a lane danger area completely occupied and occupied by at least partially automated, motorized vehicles in the form of a "double-T" intersection,
• FIGURE 6 one by the lane-danger zone twin, when it is generated in the control device or the computer program product FIGURE 3 , created third digital representation of a third traffic situation with a lane danger area completely occupied and occupied by at least partially automated, motorized vehicles in the form of a "double-T" intersection.
• FIGURE 2 shows on the basis of the FIGURE 1 the future situation, modified from the current situation, in the regulation of a lane traffic, for example road traffic, in the FGB lane danger areas in the form of a "double T" intersection KZ or a "T" intersection KZ '. The modification consists of the fact that road traffic is divided into at least partially automated and motorized road users and those who are not automated and may not even be motorized, and the regulation of road / road traffic in the lane danger areas or intersections FGB, KZ 'KZ' manages without any traffic control measures, such as traffic lights, traffic signs, crosswalks for pedestrians, crossing strips for pedestrians / cyclists, etc. But around the road / road traffic to be able to regulate in the danger / intersection area FGB, KZ, KZ 'according to the FIGURE 2 a control system STGS is available for this purpose. In this control system STGS, non-automated and conditionally motorized road users, such as pedestrians, cyclists, electric cyclists, etc., are used in the FGB, KZ, KZ 'lane danger areas to cross the lane above or below the lanes for the at least partially automated and motorized ones Road users led.

According to the FIGURE 2 appropriate bicycle and pedestrian crossing strips are placed and guided under the carriageways in the danger / intersection area FGB, KZ, KZ ', which is shown by correspondingly dashed strip sections in the danger / intersection area FGB, KZ, KZ'. These precautions are, for example, part of the expensive construction work, which is mentioned in the article by the online specialist magazine PLoS ONE 11 (3): e0149607 and https://doi.org/10.1371/journal.pone.0149607 .

It also includes in the FIGURE 2 Control system STGS shown for controlling a number n of at least partially automated, motorized vehicles FZ ₁ ... FZ _n with, for example, n = 36 in the lane danger areas or intersections FGB, KZ, KZ 'at least one central control unit STGE.

The at least partially automated, motorized vehicles FZ ₁ ... FZ ₃₆ are distributed in the manner shown to the roadway danger zones FGB designed as a "double-T" intersection KZ and as a "T" intersection KZ '. For the vehicle control at least partially automated, motorized vehicles in the lane danger area come according to the explanations in connection with the description of FIGURE 1 only vehicles of the classification levels "3" to "5" in question and possibly also those of the level "2".

The in the FIGURE 2 The central control unit STGE of the control system STGS shown as an example is, according to this representation, at least only for vehicle control partially automated, motorized vehicles in the FGB lane danger zone designed as a "double-T" intersection. The vehicle control of the road danger zones FGB designed as a "T" intersection KZ 'and each further road danger zone FGB in the control system STGS, both in the FIGURE 2 not explicitly shown, can either be taken over by the control unit STGE shown or in each case by further control units, not shown.

In the following, for the general vehicle control of at least partially automated, motorized vehicles in lane danger areas of the control system STGS, the lane danger area FGB designed as a "double-T" intersection KZ will be considered in more detail. In contrast to the "double T" crossing KZ * in the FIGURE 1 moves a dynamically changing and continuously moving number of vehicles of the at least partially automated, motorized vehicles FZ ₁ ... FZ ₃₆ , which again as passenger cars and trucks with different vehicle lengths and engine outputs as well as motorcycles in "WEST-> OST- or OST- > WEST "vehicle movement directions as well as"NORD-> SOUTH or SOUTH-> NORTH "vehicle movement directions are on the way to the" double-T "intersection KZ, at the" double-T "intersection KZ, in the" double -T "intersection KZ and away from the" Doppel-T "intersection KZ without any control by traffic lights, traffic signs, etc. and without resulting stop-start interruptions in the flow of traffic as still in traffic control according to FIGURE 1 . This control in the control system STGS is now to be carried out by the central control unit STGE.

For this vehicle control, the central control unit STGE has a control device STER and at least one communication device KOER, which are either connected to one another or assigned to one another in terms of communication technology.

According to the "or" option, the control device STER is preferably and advantageously designed as an open cloud computing platform.

The communication device KOER is preferably a radio communication device designed for the mobile radio standard of the 5th generation (5G) and is in both cases ("either" option and "or" option) in the lane designed as a "double-T" crossing KZ In terms of number and arrangement, the danger area FGB is arranged in such a way that the danger / intersection area FGB, KZ is optimally covered in terms of radio technology and in such a way that the at least partially automated, motorized vehicles located in the danger / intersection area FGB, KZ reach the vehicle control via radio at any time - and are responsive. For the illustrated danger / intersection area FGB, KZ there are, for example, four individual communication devices or radio communication devices KOER, which are positioned at all four intersection corners in order to always have an optimal radio connection to the vehicles in the danger / intersection area FGB, KZ.

Representative of all vehicles FZ _i , which must be accessible and addressable for vehicle control in the danger / intersection area FGB, should furthermore be used for the explanation of vehicle control by the central control unit STGE vehicles FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ _{31 of} the at least partially automated, motorized vehicles FZ ₁ ... FZ ₃₆ can be considered. For the accessibility and responsiveness of the considered vehicles FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ , they each have a vehicle communication interface FZKS, which, like the radio communication device KOER, preferably one for the 5th generation (5G) vehicle radio communication interface.

Each vehicle FZ _i - in general - and the considered vehicles FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ - in particular - of the at least partially automated, motorized vehicles FZ ₁ ... FZ ₃₆ exist if they approach or approach the danger / intersection area FGB, KZ for passing through the carriageway danger area FGB or the "double-T" intersection KZ, a vehicle availability force for vehicle control of dynamic driving tasks in the respective vehicle.

By temporarily relinquishing the vehicle power to pass through the FGB lane danger zone or the "DoppelT" intersection KZ, said vehicle has control over the crossing of the danger / intersection zone FGB, KZ to an external central control entity, here the central one Control unit STGE, from. Depending on the level of autonomy for autonomous driving, this means that the driver of the vehicle relinquishing control has no more power and control over his vehicle concentration camp and, at best, he is only a vicarious agent, which is the vehicle control of the dynamic driving tasks in the vehicle to cross the danger / intersection area FGB, KZ applies.

The expression "approaching" means that the vehicle must have given the vehicle power in good time before the vehicle enters the danger / intersection area FGB, KZ, because otherwise collision-free vehicle control in the danger / intersection area FGB, KZ is not ensured can be. In order to expand the buffer zone for relinquishing vehicle power, it is advantageous if, prior to approaching, relinquishment of vehicle power using a handshake protocol between each vehicle FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ and the central control entity or the control unit STGE is agreed. This "handshake protocol" agreement is made on the one hand in terms of communication technology via the radio connection between the vehicle communication interface or vehicle radio communication interface FZKS and the communication device or radio communication device KOER and on the other hand between the communication device KOER and the control device STER.

The vehicle availability is preferably given with the aid of first control data STGD ₁ , which each vehicle FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ as the danger / intersection area approaches FGB, KZ or in the run-up to communication technology, via the transmission path shown above to the control device STER in the central control unit STGE. These first control data STGD ₁ are transmitted in the course of the handshake protocol to the control device STER in the central control unit STGE if the handover of the vehicle is already agreed in advance of the approach.

FIGURE 3 shows the basic structure of the control device STER in the control unit STGE in the FIGURE 2 shown control system STGS for vehicle control by generating a lane-danger zone twin FGBZ. The control device STER has a control interface STSS and a computer program product CPP for vehicle control of the at least partially automated, motorized vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ in the danger zone. / Crossing area FGB, KZ on. The computer program product CPP contains a non-volatile, readable memory SP, in which processor-readable control program instructions of a program module PGM carrying out the vehicle control are stored, and a processor PZ connected to the memory SP, which stores the control program instructions of the program module PGM for vehicle control and is connected to the control interface STSS.

When vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ surrender vehicle powers, the corresponding vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ arrive , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ generated and transmitted to the control device STER first control data STGD ₁ via the Communication device KOER and the control interface STSS in the processor PZ. The processor PZ then generates the digital lane danger area with the receipt of the first control data STGD ₁ and the delivery of the vehicle availability powers by the vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ _31. Twin FGBZ, by means of the vehicle movements of vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ as a result of the given vehicle disposition powers to pass the road hazard area FGB or the "double T" -Crossing KZ can be controlled automatically, dynamically, vehicle-coordinated and - collision-free.

For this purpose, the processor PZ generates second control data STGD ₂ on the basis of the generated digital lane-danger zone twin FGBZ, which reach the communication device KOER or the radio communication device KOER via the control interface STSS and from there as shown in FIG FIGURE 2 Via the vehicle communication interface or vehicle radio communication interface FZKS ultimately into the vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ , which means that they pass through the road hazard area FGB or the "double-T" intersection can be controlled.

For the generation of the digital lane-danger zone twin FGBZ for vehicle control, the processor PZ executes the program module PGM for each vehicle FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ as a result of the vehicle disposal powers given by the vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ and using the communication path between these vehicles and the control device STER or the computer program -Product CPP vehicle trajectory and vehicle speed determined.

With the help of the generated digital lane-danger zone twin FGBZ for vehicle control, the processor PZ determines when executing the program module PGM which vehicles pass the lane-danger zone FGB or the "double-T" intersection Have passed the concentration camp. As shown in the FIGURE 2 these are the vehicles FZ _i , FZ ₃ , FZ ₁₆ . The vehicle disposal powers given by these vehicles FZ _i , FZ ₃ , FZ ₁₆ for passing through the road danger zone FGB or the "double-T" intersection KZ are generated by each processor FZ _i , FZ ₃ , FZ ₁₆ by the processor PZ, Returned third control data STGD ₃ via the existing communication path between these vehicles and the control device STER or the computer program product CPP. The third control data STGD ₃ is preferably transmitted in the course of a further handshake protocol between the control device STER via the communication device KOER and the vehicle FZ _i , FZ ₃ , FZ ₁₆ .

How now, with the help of the generated digital lane-danger zone twin FGBZ for vehicle control, the vehicle movements of the vehicles FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ to pass the lane danger area FGB or the "double-T" intersection KZ are controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner and then furthermore it is recognized and determined when a vehicle enters the carriageway danger area FGB or the "double-T" intersection KZ happened in the following using FIGURE 4 explained.

FIGURE 4 shows a first digital representation DRP1 of a first traffic situation created by the lane-danger zone twin FGBZ, when it was generated in the control device STER or the computer program product CPP, with a lane completely occupied and occupied by at least partially automated, motorized vehicles. Danger area in the form of a "double T" crossing.

The first traffic situation has nothing to do with the traffic situation in the FIGURE 2 shown danger / intersection area FGB, KZ to do. With the in the FIGURE 4 Rather, the first digital representation DPR1 shown is intended to explain in general how vehicle movements at least partially automated, motorized vehicles, which completely drive and occupy the "double-T" intersection, are controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner to pass them.

• ein Kernbereich KB des Rasterformats RF die "Doppel-T"-Kreuzung repräsentiert,
• erste Formatfelder FF1 des Rasterformats RF formatfeldwechselabhängig entweder
  "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen oder
  "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen mit jeweils höchstens einem Fahrzeug pro erstem Formatfeld FF1 repräsentieren und
• zweite Formatfelder FF2 des Rasterformats RF formatfeldwechselabhängig entweder
  "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen oder
  "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen mit jeweils höchstens einem Fahrzeug pro zweitem Formatfeld FF2 repräsentieren.

The first digital representation DRP1 is a raster format RF with checkerboard-like alternating format fields FF1, FF2, in which

• a core area KB of the raster format RF represents the "double-T" crossing,
• first format fields FF1 of the raster format RF either depending on the format field change
  "WEST-> EAST and / or EAST->WEST" vehicle movement directions or
  Represent "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions, each with a maximum of one vehicle per first format field FF1 and
• second format fields FF2 of the raster format RF either depending on the format field change
  "NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
  Represent "WEST-> OST- and / or OST->WEST" vehicle movement directions, each with at most one vehicle per second format field FF2.

In the raster format RF with the checkerboard-like alternating format fields FF1, FF2, vehicle travel information relating to the first traffic situation, and in which directions of travel the vehicles for passing the "double-T" intersection are digitally represented.

According to the in the FIGURE 4 The first traffic situation shown is 30 vehicles, represented by white circles in the first format fields FF1, digital and unidirectional in EAST-> WEST direction and 22 vehicles, represented by black circles in the second format fields FF2, digital and unidirectional in NORTH-> SOUTH -Direction and uniform in the entire raster format RF, with the double arrows on the white circles and the arrows on the black circles always indicate the respective direction of movement.

Related to the "double-T" intersection in the FIGURE 2 this means that the 52 vehicles, 30 in the EAST-> WEST direction and 22 in the NORTH-> SOUTH direction, all go straight and do not turn and the lane and direction of travel change, e.g. coming from the NORTH-> SOUTH direction change in the EAST-> WEST direction, so turn left.

The turning of vehicles are special cases with regard to the said vehicle control in the danger / intersection area, which are described in the parallel patent application (application no. ......) with the designation "Procedure, computer program product, central control unit and control system for Control of at least partially automated vehicles, partly with intent to change lanes, in a lane danger zone, in particular intersections of lanes in road traffic ".

The format fields FF1, FF2 of the raster format RF of the first digital representation DRP1 are selected such that vehicles with normal, normal and defined vehicle length are represented digitally in the fields at rest and in motion without touching one another.

Vehicles that exceed this normal, customary and defined vehicle length, i.e. larger, represent further special cases with regard to the said vehicle control danger / intersection area. These special cases are described in the parallel patent application (application no. ......) with the The term "method, computer program product, central control unit and control system for controlling at least partially automated vehicles, partly with excess vehicle length, in a lane danger zone, in particular intersections of lanes in road traffic", is treated.

The first traffic situation according to the FIGURE 4 , transferred to the "double-T" intersection in the FIGURE 2 , means that two lane directions with 6 parallel lanes each, lane with 6 parallel lanes in the EAST-> WEST direction and lane with 6 parallel lanes in the NORTH-> SOUTH direction intersect and in the intersection area corresponds to the key area KB of the grid format RF (chess board with 36 fields), 18 vehicles are traveling in the EAST-> WEST direction and NORTH-> SOUTH direction.

For vehicle control in the "double-T" intersection traffic, each vehicle movement of the 36 vehicles to pass the "double-T" intersection is controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner, by correspondingly
each vehicle of the 36 vehicles in the core area KB of the raster format RF according to a digital movement with a START point and a DEST point in the raster format RF, which is based on a format field change, either
from a first format field of the first format fields FF1 as the START point of the digital movement to an adjacent second format field of the second format fields FF2 as the TARGET point of the digital movement, which does not represent a vehicle of the 36 vehicles - i.e. is digitally free for the digital movement, or
from a second format field of the second format fields FF2 as the START point of the digital movement to an adjacent first format field of the first format fields FF1 as the TARGET point of the digital movement that no vehicle represents the 36 vehicles - i.e. is digitally free for the digital movement becomes.

So there is a finite chain reaction of successive digital movements in relation to the 36 vehicles in the core area KB, which begin, for example, on the basis of the FIGURE 4 , with a first digital movement of a format field FF1 _{x of} the first format fields FF1, which represents a vehicle FZ _x , as the START point to a format field FF2 _y of the second format fields FF2 as the TARGET point, which does not represent a vehicle, i.e. is digitally free, and has its end when all 36 vehicles that were initially in the core area KB of the raster format RF leave the key area KB of the raster format RF to have.

In this state, if with a last digital movement in the raster format RF, the 36 vehicles have digitally left the core area KB of the raster format RF and thus have passed the "double-T" intersection, the vehicle availability is returned to each vehicle in accordance with the FIGURE 3 the control device STER or the computer program product CPP transmits the third control data STGD ₃ to the respective vehicle via the described communication path.

This can be done according to the description FIGURE 3 can be achieved in a simple and advantageous manner using the further handshake protocol.

FIGURE 5 shows - as in the FIGURE 4 - One by the lane-danger zone twin FGBZ, after its generation in the control device STER or the computer program product CPP FIGURE 3 , created second digital representation DRP2 of a second traffic situation with a lane danger area completely occupied and occupied by at least partially automated, motorized vehicles in the form of a "double-T" intersection.

The second traffic situation also has nothing to do with the traffic situation in the FIGURE 2 shown danger / intersection area FGB, KZ to do. With the in the FIGURE 5 The second digital representation DPR2 shown should also be explained in a very general way how vehicle movements of the at least partially automated, motorized vehicles which completely drive and occupy the "double-T" intersection are controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner to pass through them.

• der Kernbereich KB des Rasterformats RF die "Doppel-T"-Kreuzung repräsentiert,
• die ersten Formatfelder FF1 des Rasterformats RF formatfeldwechselabhängig entweder
  die "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen oder
  die "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen mit jeweils wieder höchstens einem Fahrzeug pro erstem Formatfeld FF1 repräsentieren und
• die zweiten Formatfelder FF2 des Rasterformats RF formatfeldwechselabhängig entweder
  die "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen oder
  die "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen mit jeweils wieder höchstens einem Fahrzeug pro zweitem Formatfeld FF2 repräsentieren.

The second digital representation DRP2 again has the raster format RF with the checkerboard-like alternating format fields FF1, FF2, at

• the core area KB of the raster format RF represents the "double T" crossing,
• the first format fields FF1 of the raster format RF either depending on the format field change
  the "WEST-> EAST and / or OST->WEST" vehicle movement directions or
  represent the "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions, each with a maximum of one vehicle per first format field FF1 and
• the second format fields FF2 of the raster format RF either depending on the format field change
  the "NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
  represent the "WEST-> EAST and / or OST->WEST" vehicle movement directions, each with a maximum of one vehicle per second format field FF2.

In the raster format RF with the checkerboard-like alternating format fields FF1, FF2, vehicle travel information relating to the second traffic situation, and in which directions of travel the vehicles for moving towards the "double-T" intersection are represented digitally.

According to the in the FIGURE 5 The second traffic situation shown shows 32 vehicles, represented by white circles in the first format fields FF1, digital and bidirectional, of which 17 vehicles in the EAST-> WEST direction, 15 vehicles in the WEST-> EAST direction and 21 vehicles, represented by black circles in the second format fields FF2, digital and bidirectional of which 11 vehicles in the NORTH-> SOUTH direction and 10 vehicles in the SOUTH-> NORTH direction and all in the entire raster format RF, with the double arrows on the white circles and the arrows on the black ones Circles always indicate the respective direction of movement. Related to the "DoppelT" intersection in the FIGURE 2 it means that the 53rd Vehicles, 32 in the EAST <-> WEST direction and 21 in the NORTH <-> SOUTH direction, all - like the 51 vehicles in the FIGURE 4 - Drive straight ahead and do not turn and change the lane and direction of travel, for example coming from the NORTH-> SOUTH direction to the EAST-> WEST direction, i.e. turn left. With regard to turning and vehicle length problems, reference is made to the said parallel patent applications.

In contrast to the first traffic situation in the FIGURE 4 is the second traffic situation in the FIGURE 5 through four lane directions, each with 3 parallel, side-by-side lanes - one lane with 3 parallel, side-by-side lanes in the EAST-> WEST direction, one lane with 3 parallel, side-by-side lanes in the opposite direction, in the WEST-> EAST direction, one lane with 3 parallel, side-by-side lanes in the NORTH-> SOUTH direction and one lane with 3 parallel, side-by-side lanes in the opposite direction, in the SOUTH-> NORTH direction - marked, which intersect, and in the in the intersection area - corresponds to the core area KB of Grid format RF (chess board with 36 fields) - 9 vehicles are traveling in EAST-> WEST direction, in WEST-> EAST direction, in NORTH-> SOUTH direction and SOUTH-> NORTH direction.

For vehicle control in the "double-T" intersection traffic, each vehicle movement of the 36 vehicles to pass the "double-T" intersection is again controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner, by correspondingly
each vehicle of the 36 vehicles in the core area KB of the raster format RF according to the digital movement with the START point and the DESTINATION point in the raster format RF, which is based on the format field change, either
from the first format field of the first format fields FF1 as the START point of the digital movement to the adjacent second format field of the second format fields FF2 as the TARGET point of the digital movement, which does not represent any of the 36 vehicles - is digitally free for digital movement, or
from the second format field of the second format fields FF2 as the START point of the digital movement to the adjacent first format field of the first format fields FF1 as the TARGET point of the digital movement, which does not represent a vehicle of the 36 vehicles - that is, digitally free for the digital movement,
is moved digitally.

With regard to the 36 vehicles in the core area KB, the finite chain reaction of successive digital movements takes place, which begins, for example, on the basis of the FIGURE 5 , with the first digital movement from the format field FF1 _{x of} the first format fields FF1, which represents the vehicle FZ _x , as the START point to the format field FF2 _{y of} the second format fields FF2 as the DESTINATION point, which represents no vehicle, that is to say is digitally free, and has its end when all 36 vehicles that were initially in the core area KB of the raster format RF have left the key area KB of the raster format RF.

In this state, if with a last digital movement in the raster format RF, the 36 vehicles have digitally left the core area KB of the raster format RF and thus have passed the "double-T" intersection, the vehicle power of disposal is returned to each vehicle again in accordance with the FIGURE 3 the control device STER or the computer program product CPP transmits the third control data STGD ₃ to the respective vehicle via the described communication path.

This can be done according to the description FIGURE 3 can be achieved again in a simple and advantageous manner with the aid of the further handshake protocol.

FIGURE 6 shows - as in the FIGURES 4 and 5 - One by the lane-danger zone twin FGBZ, when it is generated in the control device STER or the computer program product CPP after FIGURE 3 , created third digital representation DRP3 of a third traffic situation with a lane danger area completely occupied and occupied by at least partially automated, motorized vehicles in the form of a "double-T" intersection.

The third traffic situation - like the first and second traffic situation - has nothing to do with the traffic situation in the FIGURE 2 shown danger / intersection area FGB, KZ to do. With the in the FIGURE 6 The third digital representation DPR3 shown is also intended to be explained in a very general way how vehicle movements of the at least partially automated, motorized vehicles which completely drive and occupy the "double-T" intersection are controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner to pass them.

• der Kernbereich KB des Rasterformats RF die "Doppel-T"-Kreuzung repräsentiert,
• die ersten Formatfelder FF1 des Rasterformats RF formatfeldwechselabhängig entweder
  die "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen oder
  die "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen mit jeweils wieder höchstens einem Fahrzeug pro erstem Formatfeld FF1 repräsentieren und
• die zweiten Formatfelder FF2 des Rasterformats RF formatfeldwechselabhängig entweder
  die "NORD->SÜD- und/oder SÜD->NORD"-Fahrzeugbewegungsrichtungen oder
  die "WEST->OST- und/oder OST->WEST"-Fahrzeugbewegungsrichtungen mit jeweils wieder höchstens einem Fahrzeug pro zweitem Formatfeld FF2 repräsentieren.

The third digital representation DRP3 again has the raster format RF with the checkerboard-like alternating format fields FF1, FF2, in which

• the core area KB of the raster format RF represents the "double T" crossing,
• the first format fields FF1 of the raster format RF either depending on the format field change
  the "WEST-> EAST and / or OST->WEST" vehicle movement directions or
  represent the "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions, each with a maximum of one vehicle per first format field FF1 and
• the second format fields FF2 of the raster format RF either depending on the format field change
  the "NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
  represent the "WEST-> EAST and / or OST->WEST" vehicle movement directions, each with a maximum of one vehicle per second format field FF2.

In the raster format RF with the checkerboard-like alternating format fields FF1, FF2, vehicle travel information relating to the second traffic situation, and in which directions of travel the vehicles for moving towards the "double-T" intersection are represented digitally.

According to the in the FIGURE 6 Third traffic situation shown move - as in the FIGURE 4-26 Vehicles represented by white circles in the first format fields FF1, digital and bidirectional, including 15 vehicles in EAST-> WEST direction and 11 vehicles in WEST-> EAST direction and 19 vehicles, represented by black circles in the second format fields FF2, digital and bidirectional of which 11 vehicles in the NORTH-> SOUTH direction and 8 vehicles in the SOUTH-> NORTH direction and all in the entire grid format RF, whereby the double arrows on the white circles and the arrows on the black circles always indicate the respective direction of movement . Related to the "double-T" intersection in the FIGURE 2 this means that the 45 vehicles, 26 in the EAST <-> WEST direction and 19 in the NORTH <-> SOUTH direction, all - like the 51 vehicles in the FIGURE 4 and the 53 vehicles in the FIGURE 5 - Drive straight ahead and do not turn and change the lane and direction of travel, for example coming from the NORTH-> SOUTH direction to the EAST-> WEST direction, i.e. turn left. With regard to turning and vehicle length problems, reference is made to the said parallel patent applications.

In contrast to the second traffic situation in the FIGURE 5 is the third traffic situation in the FIGURE 6 due to four lane directions with 3 parallel, not all adjacent lanes - one lane with 3 parallel, not all adjacent lanes in the EAST-> WEST direction, one lane with 3 parallel, not all adjacent lanes in the opposite direction, in the WEST-> EAST -Direction, a lane with 3 parallel lanes, not all adjacent lanes in the NORTH-> SOUTH direction and a lane with 3 parallel lanes, not all adjacent Lanes in the opposite direction, in the SOUTH-> NORTH direction - marked, which intersect, and in the in the intersection area - corresponds to the core area KB of the raster format RF (chess board with 36 fields) - 9 vehicles in the EAST-> WEST direction, 6 Vehicles in WEST-> EAST direction, 9 vehicles in NORTH-> SOUTH direction and 6 vehicles in SOUTH-> NORTH direction.

Another difference to the second traffic situation with the second digital representation DRP2 in the FIGURE 5 consists in the fact that the third digital representation DRP6 according to the FIGURE 6 For one lane of the three lanes in the SOUTH-> NORTH direction and one lane of the three lanes in the WEST-> EAST direction, a change of direction is prepared in each case in the core area KB of the third digital representation DRP6, the format fields FF1, FF2 for the respective one Clear the lane with vehicle traffic in SOUTH-> NORTH direction or WEST-> EAST direction (dashed arrows in the FIGURE 6 ) and as soon as there is no vehicle outside the core area KB - in relation to the situation in the FIGURE 2 there are no more vehicles in the corresponding lanes outside the danger / intersection area FGB, KZ - change of direction in the direction of the dashed arrow from SOUTH-> NORTH to NORTH-> SOUTH or from WEST-> EAST to EAST-> WEST in the third digital representation DRP6.

For vehicle control in the "double-T" intersection traffic, each vehicle movement of the 30 vehicles to pass the "double-T" intersection is again controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner, by correspondingly again
each vehicle of the 30 vehicles in the core area KB of the raster format RF according to the digital movement with the START point and the DESTINATION point in the raster format RF, which is based on the format field change, either
from the first format field of the first format fields FF1 as the START point of the digital movement to the neighboring second Format field of the second format fields FF2 as the TARGET point of the digital movement, which does not represent a vehicle of the 30 vehicles - that is, digitally free for the digital movement, or
from the second format field of the second format fields FF2 as the START point of the digital movement to the adjacent first format field of the first format fields FF1 as the TARGET point of the digital movement, which does not represent a vehicle of the 30 vehicles - i.e. is digitally free for the digital movement becomes.

With regard to the 30 vehicles in the core area KB, the finite chain reaction of successive digital movements takes place, which begins, for example, on the basis of the FIGURE 6 , with the first digital movement from the format field FF1 _{x of} the first format fields FF1, which represents the vehicle FZ _x , as the START point to the format field FF2 _{y of} the second format fields FF2 as the DESTINATION point, which represents no vehicle, that is to say is digitally free, and has its end when all 30 vehicles that were initially in the core area KB of the raster format RF have left the key area KB of the raster format RF.

In this state, if with a last digital movement in the raster format RF the 30 vehicles have digitally left the core area KB of the raster format RF and thus have passed the "double-T" intersection, the vehicle power of disposal is returned to each vehicle again in accordance with the FIGURE 3 the control device STER or the computer program product CPP transmits the third control data STGD ₃ to the respective vehicle via the described communication path.

This can be done according to the description FIGURE 3 can also be achieved again in a simple and advantageous manner with the aid of the further handshake protocol.

Claims (16)

Method for controlling at least partially automated vehicles (FZ ₁ ... FZ _n ) in a lane danger area (FGB), in particular intersections (KZ, KZ ') of lanes in road traffic,
characterized in that a) every vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) of the vehicles (FZ ₁ ... FZ _n ) when approaching the road danger area (FGB , KZ, KZ ') to pass a vehicle power to control dynamic driving tasks, b) with the delivery of the vehicle disposal powers by the vehicles (FZ ₁ ... FZ _n ) from a central control entity (STGE, STER, CPP, PZ, SP, PGM) a digital lane-danger zone twin (FGBZ) is generated by means of the vehicle movements of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) due to the given vehicle availability to automatically pass the danger zone (FGB, KZ, KZ ') automatically, dynamically , can be controlled in a vehicle-coordinated and collision-free manner. A method according to claim 1, characterized in that
in the run-up to the approach of the lane danger zone (FGB, KZ, KZ ') the handing over of the vehicle power by means of a handshake protocol between each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) and the central control body (STGE, STER, CPP, PZ, SP, PGM) is agreed. A method according to claim 1 or 2, characterized in that
for the generation of the digital lane-danger zone twin (FGBZ) for vehicle control as a result of the given vehicle availability powers of each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) vehicle trajectory and vehicle speed be determined. Method according to one of claims 1 to 3, characterized in that a) with the generation of the digital lane-danger zone twin (FGBZ) vehicle travel information, and in which directions of travel the vehicles (FZ _i , FZ ₁ ... FZ _n ) to pass the lane danger zone (FGB, KZ, KZ ' ) move towards them, are represented digitally in a grid format (RF) with checkerboard-like alternating format fields (FF1, FF2), whereby a1) a core area (KB) of the grid format (RF) represents the road danger area (FGB, KZ, KZ '), a2) first format fields (FF1) of the raster format (RF) depending on the format field change either
"WEST-> EAST and / or EAST->WEST" vehicle movement directions or
Represent "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions with at most one vehicle per first format field (FF1) and a3) second format fields (FF2) of the raster format (RF) depending on the format field change either
"NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
Represent "WEST-> OST- and / or OST->WEST" vehicle movement directions, each with at most one vehicle per second format field (FF2); and b) every vehicle movement of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₂₃ , FZ ₃₂ ) to pass the lane danger zone (FGB, KZ, KZ ') automatically, dynamically, vehicle-coordinated and collision-free is controlled by corresponding to it
the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) in the core area (KB) of the grid format (RF) according to a digital movement with a START point and a DESTINATION point in the raster format (RF), which is based on a format field change, either
from a first format field of the first format fields (FF1) as the START point of the digital movement to an adjacent second format field of the second format fields (FF2) as that TARGET point of the digital movement, which does not represent a vehicle of the vehicles (FZ ₁ ... FZ _n ) - i.e. digitally free for the digital movement, or
from a second format field of the second format fields (FF2) as the START point of the digital movement to an adjacent first format field of the first format fields (FF1) as the TARGET point of the digital movement, which is not a vehicle of the vehicles (FZ ₁ ... FZ _n ) represents - i.e. digitally free for digital movement,
is moved digitally. A method according to claim 4, characterized in that
the vehicle power is returned to each vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) by the central control unit (STGE, STER, CPP, PZ, SP, PGM), in particular by means of another handshake protocol, if with a last digital movement in the Grid format (RF) the vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) digitally leaves the core area (KB) of the grid format (RF) and has thus passed the road danger area (FGB, KZ, KZ '). Computer program product (CPP) for controlling at least partially automated vehicles (FZ ₁ ... FZ _n ) in a lane danger area, in particular intersections of lanes in road traffic, with a non-volatile, readable memory (SP) in which the processor readable Control program commands of a program module (PGM) performing the vehicle control are stored, and a processor (PZ) connected to the memory (SP) which executes the control program commands of the program module (PGM) for vehicle control,
characterized in that
the processor (PZ) a) receives first control data (STGD ₁ ) with which each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) of the vehicles (FZ ₁ ... FZ _n ) when approaching the lane danger zone (FGB, KZ, KZ ') to pass one Surrenders vehicle control to control dynamic driving tasks, b) with the receipt of the first control data (STGD ₁ ) and the submission of the vehicle control powers by the vehicles (FZ ₁ ... FZ _n ) a digital lane-danger zone twin (FGBZ) is generated, by means of the given vehicle control powers and by second Control data (STGD ₂ ) Vehicle movements of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) for passing through the lane danger zone (FGB, KZ, KZ ') automatically, dynamically , can be controlled in a vehicle-coordinated and collision-free manner. Computer program product (CPP) according to claim 6, characterized in that
the processor (PZ) and the program module (PGM) are designed in such a way that for the generation of the digital lane-danger zone twin (FGBZ) for vehicle control as a result of the given vehicle availability powers of each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) vehicle trajectory and vehicle speed can be determined. Computer program product (CPP) according to claim 6 or 7, characterized in that
the processor (PZ) and the program module (PGM) are designed such that a) with the generation of the digital lane-danger zone twin (FGBZ) vehicle travel information, and in which directions of travel the vehicles (FZ _i , FZ ₁ ... FZ _n ) to pass the lane danger zone (FGB, KZ, KZ ' ) move towards them, are represented digitally in a grid format (RF) with checkerboard-like alternating format fields (FF1, FF2), whereby a1) a core area (KB) of the grid format (RF) represents the road danger area (FGB, KZ, KZ '), a2) first format fields (FF1) of the raster format (RF) depending on the format field change either
"WEST-> EAST and / or EAST->WEST" vehicle movement directions or
Represent "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions with at most one vehicle per first format field (FF1) and a3) second format fields (FF2) of the raster format (RF) depending on the format field change either
"NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
Represent "WEST-> OST- and / or OST->WEST" vehicle movement directions, each with at most one vehicle per second format field (FF2); and b) every vehicle movement of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) to pass the lane danger zone (FGB, KZ, KZ ') automatically, dynamically, vehicle-coordinated and -collision-free is controlled by corresponding to it
the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) in the core area (KB) of the grid format (RF) according to a digital movement with a START point and a DESTINATION point in the raster format (RF), which is based on a format field change, either
from a first format field of the first format fields (FF1) as the START point of the digital movement to an adjacent second format field of the second format fields (FF2) as the TARGET point of the digital movement, which is not a vehicle of the vehicles (FZ ₁ ... FZ _n ) represents - i.e. digitally free for digital movement, or
from a second format field of the second format fields (FF2) as the START point of the digital movement to an adjacent first format field of the first format fields (FF1) as the TARGET point of the digital movement, which is not a vehicle of the vehicles (FZ ₁ ... FZ _n ) represents - i.e. digitally free for digital movement,
is moved digitally. Computer program product (CPP) according to claim 8, characterized in that
the processor (PZ) and the program module (PGM) are designed in such a way that the vehicle power is available to every vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) is returned by third control data (STGD ₃ ) if, with a last digital movement in the raster format (RF), the vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) digitally defines the core area (KB) of the Grid format (RF) leaves and it has passed the lane danger zone (FGB, KZ, KZ '). Central control unit (STGE) for controlling at least partially automated vehicles (FZ ₁ ... FZ _n ) in a lane danger area (FGB), in particular intersections (KZ, KZ ') of lanes in road traffic,
marked by - A control device (STER) with a computer program product (CPP) which has a non-volatile, readable memory (SP) in which processor-readable control program commands of a program module (PGM) carrying out vehicle control are stored, and one with the Memory (SP) connected processor (PZ), which executes the control program instructions of the program module (PGM) for vehicle control, and a control interface (STSS) and - At least one communication device (KOER), the communication technology with the control device (STER) and therein connected to the computer program product (CPP) via the control interface (STSS) or the control device (STER) and the computer program product (CPP ) is assigned therein, wherein the control device (STER) and the communication device (KOER) interact and are designed in such a way with respect to the vehicle control that a) the communication device (KOER) of each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) of the vehicles (FZ ₁ ... FZ _n ), if it is approaches the lane danger zone (FGB, KZ, KZ ') to pass through it, receives first control data (STGD ₁ ) for the purpose of relinquishing vehicle power to control dynamic driving tasks and to which the control device (STER) forwards it, b) the control device (STER) generates a digital lane-danger zone twin (FGBZ) by receiving the first control data (STGD ₁ ) and the vehicle availability powers thereby released by the vehicles (FZ ₁ ... FZ _n ) the control device (STER) by means of second control data (STGD ₂ ) via the communication device (KOER) vehicle movements of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) to pass the lane danger zone (FGB, KZ, KZ ') automatically, dynamically, vehicle-coordinated and - collision-free controls. Central control unit (STGE) according to claim 10, characterized in that
the control device (STER) and the communication device (KOER) interact and are designed in such a way that in advance if each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) approaches the lane danger zone (FGB, KZ, KZ '), using a handshake protocol between the respective vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) and the Control device (STER) via the communication device (KOER) the surrender of the vehicle power and the sending of the message to surrender the vehicle power is agreed. Central control unit (STGE) according to claim 10 or 11, characterized in that
the control device (STER) and the communication device (KOER) cooperate and are designed such that the control device (STER) for the generation of the digital lane-danger zone twin (FGBZ) for vehicle control as a result of the vehicle availability via the communication device (KOER) of each vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) Vehicle trajectory and vehicle speed determined. Central control unit (STGE) according to one of claims 10 to 12, characterized in that
the control device (STER) and the communication device (KOER) interact and are designed such that the control device (STER) a) with the generation of the digital lane-danger zone twin (FGBZ) vehicle travel information, and in which directions of travel the vehicles (FZ _i , FZ ₁ ... FZ _n ) to pass the lane danger zone (FGB, KZ, KZ ' ) move towards them, digitally represented in a raster format (RF) with checkerboard-like alternating format fields (FF1, FF2), whereby a1) a core area (KB) of the grid format (RF) represents the road danger area (FGB, KZ, KZ '), a2) first format fields (FF1) of the raster format (RF) depending on the format field change either
"WEST-> EAST and / or EAST->WEST" vehicle movement directions or
Represent "NORD-> SOUTH and / or SOUTH->NORTH" vehicle movement directions with at most one vehicle per first format field (FF1) and a3) second format fields (FF2) of the raster format (RF) depending on the format field change either
"NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
Represent "WEST-> OST- and / or OST->WEST" vehicle movement directions, each with at most one vehicle per second format field (FF2); and b) every vehicle movement of the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) to pass the lane danger zone (FGB, KZ, KZ ') automatically, dynamically, vehicle-coordinated and collision-free controls by corresponding to it
the vehicle (FZ _i , FZ ₂ , FZ ₁₁ , FZ ₁₄ , FZ ₁₅ , FZ ₁₈ , FZ ₂₂ , FZ ₃₁ ) in the core area (KB) of the grid format (RF) according to a digital movement with a START point and a DESTINATION point in the raster format (RF), which is based on a format field change, either
from a first format field of the first format fields (FF1) as the START point of the digital movement to an adjacent second format field of the second format fields (FF2) as the TARGET point of the digital movement, which is not a vehicle of the vehicles (FZ ₁ ... FZ _n ) represents - i.e. is digitally free for the digital movement, or
from a second format field of the second format fields (FF2) as the START point of the digital movement to an adjacent first format field of the first format fields (FF1) as the TARGET point of the digital movement, which is not a vehicle of the vehicles (FZ ₁ ... FZ _n ) represents - i.e. digitally free for digital movement,
is moved digitally. Central control unit (STGE) according to claim 13, characterized in that
the control device (STER) and the communication device (KOER) interact and are designed in such a way that the control device (STER) via the communication device (KOER) through third control data (STGD ₃ ) the vehicle power of each vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) , in particular by means of a further handshake protocol, returns when the vehicle (FZ _i , FZ ₃ , FZ ₁₆ ) digitally leaves the core area (KB) of the raster format (RF) with a last digital movement in the raster format (RF) and thus leaves the Lane danger zone (FGB, KZ, KZ ') has passed. Central control unit (STGE) according to one of claims 10 to 14, characterized in that the control device (STER) is designed as an open cloud computing platform. Control system (STGS) for controlling at least partially automated vehicles (FZ ₁ ... FZ _n ) in a lane danger area (FGB), in particular intersections (KZ, KZ ') of lanes in road traffic, with at least one central control unit (STGE), the for vehicle control each contain a control device (STER) and in each case at least one communication device (KOER), in particular in each case according to one of claims 10 to 15, and a vehicle communication interface (FZKS) respectively contained in the vehicles (FZ ₁ ... FZ _n ) used for vehicle control with the communication device (KOER), which is designed for vehicle control in the lane danger zone (FGB, KZ, KZ ') in such a way that a method according to one of claims 1 to 5 can be carried out.

Images