CN114179821A

CN114179821A - Solution, device and storage medium for supporting at least partially automated guidance of a motor vehicle

Info

Publication number: CN114179821A
Application number: CN202111074751.4A
Authority: CN
Inventors: M·加布; N·拉奇; S·诺德布鲁赫; U·威尔布兰德
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2020-09-14
Filing date: 2021-09-14
Publication date: 2022-03-15
Also published as: FR3114067A1; DE102020211478A1

Abstract

The invention relates to a method for guiding a motor vehicle at least partially automatically, comprising the following steps: determining: there is a need for an infrastructure-supported, at least partially automated guidance of a motor vehicle; in response to the determination, sending a request over the communication network to transmit infrastructure data; transmitting vehicle-specific data over a communications network; receiving vehicle-specific infrastructure data over a communications network in response to the transmission of the request; generating control signals for at least partially automatically controlling a lateral guidance and/or a longitudinal guidance of the motor vehicle on the basis of the motor vehicle-specific infrastructure data; the control signal is output. Further, the invention relates to a method for supporting an at least partially automated guided vehicle supported by an infrastructure, to a device, to a computer program and to a machine-readable storage medium.

Description

Solution, device and storage medium for supporting at least partially automated guidance of a motor vehicle

Technical Field

The invention relates to a method for guiding a motor vehicle at least partially automatically. The invention further relates to a method for supporting an at least partially automated guided vehicle supported by an infrastructure. The invention relates to a device, a computer program and a machine-readable storage medium.

Background

Publication DE 102013001326 a1 discloses a motor vehicle which is designed to exchange operating data with traffic objects located in the surroundings of the motor vehicle and thus to coordinate the driving maneuver of the motor vehicle with the traffic objects.

Disclosure of Invention

The tasks on which the invention is based can be seen as: a solution is provided on the basis of which a motor vehicle can be guided efficiently, at least partially automatically.

This object is achieved by means of the invention. Advantageous configurations of the invention are the subject of the respective preferred embodiments.

According to a first aspect, a method for guiding a motor vehicle at least partially automatically is provided, comprising the following steps:

-determining: there is a need for infrastructure-supported at least partially automated guidance of a motor vehicle,

-in response to determining that there is a need for an infrastructure-supported, at least partially automated guidance of the motor vehicle, sending a request over the communication network to transmit infrastructure data on the basis of which the motor vehicle can be at least partially automated guided,

-transmitting vehicle-specific data via a communication network,

-in response to the sending of the request, receiving vehicle-specific infrastructure data over the communication network, on the basis of which the vehicle can be guided at least partially automatically

-generating control signals for at least partially automatically controlling a lateral guidance and/or a longitudinal guidance of the motor vehicle on the basis of the motor vehicle-specific infrastructure data;

-outputting the generated control signal.

According to a second aspect, a method for supporting an at least partially automated guided vehicle supported by an infrastructure is provided, comprising the following steps:

receiving a request for transmitting infrastructure data via a communication network, on the basis of which the motor vehicle can be guided at least partially automatically,

-receiving vehicle-specific data via a communication network,

-determining vehicle-specific infrastructure data on the basis of the received vehicle-specific data,

in response to the receipt of the request, the ascertained vehicle-specific infrastructure data, on the basis of which the vehicle can be at least partially automatically guided, are transmitted via the communication network.

According to a third aspect, there is provided an apparatus arranged to carry out all the steps of the method according to the first aspect and/or according to the second aspect.

According to a fourth aspect, there is provided a computer program comprising instructions which, when the computer program is implemented by a computer, for example by an apparatus according to the third aspect, arrange the computer to carry out the method according to the first aspect and/or according to the second aspect.

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

The invention is based on and at the same time comprises the following recognition: the above-mentioned task can be solved by: the motor vehicle is sent with vehicle-specific infrastructure data, which is used to at least partially automate the guidance of the motor vehicle. This results in the technical advantage that, for example, the motor vehicle can be guided effectively at least partially automatically.

By providing the motor vehicle with vehicle-specific infrastructure data for at least partially automatically guiding the motor vehicle, in addition to the information generated inside the motor vehicle, additional vehicle-external information is provided for the motor vehicle for the driving task, i.e. for at least partially automatically guiding.

In general, an at least partially automatically guided motor vehicle senses its environment using one or more environment sensors and controls the lateral guidance and/or the longitudinal guidance of the motor vehicle at least partially automatically on the basis of this environment sensing.

In addition to the environmental sensing performed in the interior of the motor vehicle, it is now possible in an advantageous manner to use vehicle-specific infrastructure data in order to at least partially automate the control of the transverse guidance and/or longitudinal guidance of the motor vehicle. Thus, more awareness is provided for such driving tasks than if the vehicle were to be guided at least partially automatically based solely on data or information generated within the vehicle.

Since these infrastructure data are vehicle-specific infrastructure data, it is particularly advantageous to transmit infrastructure data adapted to the vehicle or optimally adapted to the vehicle.

"vehicle-specific" means, in particular, that the associated data, i.e., vehicle-specific data and infrastructure data, have an association with the vehicle requesting the infrastructure data. The vehicle-specific infrastructure data are in particular such data that: the data are determined or determined exclusively for a specific motor vehicle or for a plurality of specific motor vehicles (see also the following exemplary embodiments).

The vehicle-specific data comprise, for example, data generated in the vehicle interior. Such data generated in the interior of the motor vehicle comprise, for example, data from one or more vehicle sensors. According to one embodiment, the motor vehicle sensor is an element selected from the following group of sensors: environmental sensors, temperature sensors, pressure sensors, position sensors, in particular GPS sensors, GLONASS sensors, galileo sensors.

In one embodiment, the environmental sensor in the sense of the present description is one of the following environmental sensors: a lidar sensor, a radar sensor, an ultrasonic sensor, a magnetic field sensor, an infrared sensor, and/or a motion sensor. In particular, different environmental sensors may be used.

The data of the environmental sensors represent or describe the environment of the motor vehicle, for example. The data of the environmental sensor may be referred to as environmental data or environmental sensor data, among others.

The vehicle-specific data comprise, for example, a vehicle identification.

The vehicle-specific data includes, for example, one or more characteristics of the vehicle. For example, such a property is an element selected from the following group of properties: maximum possible steering angle, maximum possible acceleration, maximum possible deceleration, maximum possible speed, height, length, width, vehicle weight, presence of a predetermined safety integrity level.

The vehicle-specific data includes, for example, one or more characteristics of one or more vehicle sensors. Such properties are for example elements selected from the following property groups: an effective distance of the environmental sensor, a resolution of the environmental sensor, a viewing angle of the environmental sensor.

The vehicle-specific data include, for example, a planned trajectory or a planned route that the vehicle should travel. The vehicle-specific data include, for example, a description of "which driving task the vehicle should or will perform as the next driving task". The vehicle-specific data comprise, for example, an explanation of the weight of the vehicle load. The vehicle-specific data comprise, for example, the target position of the navigation system to which the vehicle is to be navigated.

In order to determine infrastructure data specific to a motor vehicle, a large amount of useful information can therefore be used in an advantageous manner in order to determine infrastructure data which is particularly suitable for a motor vehicle or which is particularly useful for a motor vehicle.

It may therefore be more important to provide the motor vehicle with environmental sensor data of an environmental sensor of the infrastructure, which is located in front of the motor vehicle rather than behind the motor vehicle with respect to the intended trajectory and driving direction of the motor vehicle.

The terms "environment" and "ambient environment" may be used synonymously.

In one embodiment, it is provided that a position signal representing a vehicle position is received, wherein the determination of the presence of a demand for infrastructure-supported, at least partially automated guidance of the vehicle is carried out on the basis of the vehicle position.

This results in the following technical advantages, for example: this determination can be efficiently implemented.

According to one specific embodiment, it is provided that the motor vehicle is positioned on the basis of the position, in particular in a digital map. According to one specific embodiment, the digital map contains information about "at which locations or positions there is a need for an infrastructure-supported, at least partially automated guidance of the motor vehicle". According to one specific embodiment, if, for example, the position of the motor vehicle in the digital map is determined: if the distance of the motor vehicle from such a location or position is less than or equal to a predetermined threshold value, it is determined that: there is a need for an infrastructure-supported, at least partially automated guidance of a motor vehicle.

For example, according to one specific embodiment, it is provided that if the intended route of the motor vehicle comprises such a position or such a location, it is determined that: there is a need for an infrastructure-supported, at least partially automated guidance of a motor vehicle.

For example, according to one specific embodiment, it is provided that if: if the motor vehicle is in a predetermined traffic situation, it is then determined that: there is a need for an infrastructure-supported, at least partially automated guidance of a motor vehicle. For example, the determination that the motor vehicle is in a predetermined traffic situation may be based on an ambient signal which represents the surroundings of the motor vehicle.

For example, the predetermined traffic condition includes one of the following traffic conditions: there are construction sites, bridges, motorway entrances, motorway triangles, dangerous and/or complex road sections, there are jams, circular traffic, bus stations, parking lots.

In one embodiment, the determination is made from the receipt of a communication message by an infrastructure server: the communication message contains information about "infrastructure support is present at a predetermined location", and the vehicle is guided in an infrastructure-supported, at least partially automated manner. The predetermined position is for example included by the intended route of the motor vehicle.

This means, in particular, that, for example, the infrastructure server sends the communication message, in particular to the motor vehicle.

The communication message contains, for example, a statement as to whether it is optional or mandatory, i.e. mandatory, to guide the motor vehicle at least partially automatically, supported by the infrastructure. The obligations can be derived, for example, from legal regulations.

According to one embodiment, the communication network comprises a wireless communication network. According to one specific embodiment, the wireless communication network comprises a mobile radio network and/or a WLAN network. According to one embodiment, the communication network includes the internet.

In one embodiment, the method according to the first aspect comprises an at least partially automated control of the transverse guidance and/or longitudinal guidance of the motor vehicle on the basis of the output control signal.

In one embodiment, a vehicle position is determined. In one embodiment, it is provided that the vehicle is positioned on the basis of its position, in particular in a digital map.

In one embodiment, it is provided that, in response to a determination that "there is a need for infrastructure-supported, at least partially automated guidance of the motor vehicle", the registration data are transmitted via the communication network in order for the motor vehicle to register at a remote infrastructure server and to establish a communication connection between the infrastructure server and the registered motor vehicle, wherein the motor vehicle-specific infrastructure data from the infrastructure server are received via the established communication connection.

This results in the technical advantage that the infrastructure can effectively gain knowledge about "which motor vehicle requests infrastructure data", for example. Furthermore, the logging-in of the motor vehicle at the remote infrastructure server leads to the following technical advantages, among others: vehicle-specific infrastructure data is only sent to authorized vehicles.

This means, in particular, that during the registration process, the legitimacy of the "vehicle-specific infrastructure data is generally allowed to be ascertained and transmitted for the vehicle" can be checked.

According to one specific embodiment, the vehicle-specific data are transmitted after a successful login on the remote infrastructure server.

This results in the technical advantage that, for example, vehicle-specific data are transmitted to the correct addressees, currently to a remote infrastructure server.

According to one specific embodiment, the received vehicle-specific infrastructure data are checked, wherein the control signal is generated on the basis of the result of the check of the received vehicle-specific infrastructure data.

This results in the following technical advantages, for example: the control signal can be generated efficiently. In particular, the following technical advantages result therefrom: faults in the vehicle-specific infrastructure data can be identified efficiently. For example, it is provided that the received infrastructure data, which are specific to the motor vehicle, are checked with regard to plausibility.

In one embodiment, a motor vehicle data signal is received, which represents motor vehicle data generated by means of the motor vehicle, wherein the received motor vehicle-specific infrastructure data are fused with the motor vehicle data in order to determine fused infrastructure motor vehicle data, wherein the control signal is generated on the basis of the infrastructure motor vehicle data.

This results in the following technical advantages, for example: the control signal can be generated efficiently.

The vehicle data includes, for example, environmental sensor data of one or more environmental sensors of the vehicle. The environmental sensor data represents, for example, the environment or surroundings of the motor vehicle. For example, the vehicle data includes speed data indicating a speed of the vehicle. For example, the automotive data includes diagnostic data for one or more automotive systems. The vehicle data includes, for example, tire pressure data, which indicates the tire pressure of one or more tires of the vehicle. The vehicle data comprise, for example, state data which indicate the respective state of one or more vehicle systems of the vehicle. The motor vehicle system is for example one of the following systems: a drive system, a steering system, a clutch system, a brake system, a lighting system, a driver assistance system.

The motor vehicle data mentioned above are examples of motor vehicle-specific data within the meaning of the present description.

In one embodiment, it is provided that a check is made as to whether at least one safety condition for the infrastructure-supported, at least partially automated guidance of the motor vehicle is fulfilled, wherein the control signal is generated on the basis of the result of the check as to whether at least one safety condition for the infrastructure-supported, at least partially automated guidance of the motor vehicle is fulfilled.

This results in the following technical advantages, for example: the control signal can be generated efficiently. In particular, the following technical advantages result therefrom: it can be effectively ensured that certain preconditions for "using vehicle-specific infrastructure data for at least partially automatically guiding a vehicle" are fulfilled, which are currently safety conditions. The following technical advantages therefore arise in particular: if safety conditions are met, the vehicle-specific infrastructure data can be used safely for at least partially automatically guiding the vehicle.

According to one specific embodiment, it is a prerequisite for the "vehicle-specific infrastructure data to be used for at least partially automatically guiding the vehicle" that it is safe to use the vehicle-specific infrastructure data. "safe" in the sense of the present description means in particular "safe" and "secure". Both of these english concepts are translated as "safe" though usually. They have partially different meanings in english.

The term "safe" is especially directed to accidents and the topic of accident avoidance. The vehicle-specific infrastructure data "safe" are used to at least partially automate the guidance of the vehicle, in particular to cause the probability of an accident or a collision to be less than or equal to a predetermined probability threshold. Thus, "safe" in this sense means, in particular, that the correct functioning of the safety-relevant system is ensured by measures.

The term "secure" is especially directed to the subject of computer protection or protection against hackers, i.e. especially: how secure the infrastructure or computer infrastructure and/or the communication path between the communication infrastructure, in particular the motor vehicle, and the infrastructure server is from unauthorized access by third parties ("hackers") or from data manipulation. The vehicle-specific infrastructure data "secure" is therefore used at least partially automatically to boot the vehicle, in particular with suitable and sufficient computer protection or protection against hackers as a basis.

In one embodiment, it is provided that the at least one safety condition is in each case an element from the group of safety conditions: positive identity checking of the motor vehicle and/or the infrastructure; there is a predetermined Safety Integrity Level in the motor vehicle and/or in the infrastructure (English: "Safety Integrity Level", SIL or "automatic Safety Integrity Level", ASIL); a predetermined safety integrity level is present in one or more communication connections between the motor vehicle and the infrastructure; a predetermined safety integrity level is present in the communication component for establishing a communication connection between the motor vehicle and the infrastructure; a predetermined safety integrity level exists in the entire system consisting of motor vehicles and infrastructure and, in particular, communication; a predetermined safety integrity level exists in one or more parts of the motor vehicle and/or of the infrastructure, in particular components, algorithms, interfaces; there is a maximum waiting time for communication between the vehicle and the infrastructure; there is a predetermined level of computer protection for a device implementing the steps of the method according to the first and/or according to the second aspect; there are predetermined means and/or predetermined algorithms and/or predetermined communication possibilities for implementing the steps of the method according to the first and/or according to the second aspect; redundancy and/or diversity is present in at least one predetermined component and/or at least one predetermined algorithm and/or at least one predetermined communication possibility for carrying out the steps of the method according to the first and/or according to the second aspect; there is at least one predetermined availability specification which indicates "availability of at least one predetermined component and/or of at least one predetermined algorithm and/or of at least one predetermined communication possibility"; at least one predetermined quality criterion of at least one predetermined component and/or of at least one predetermined algorithm and/or of at least one predetermined communication possibility exists; there is at least one scenario which comprises measures for reducing faults and/or measures in the event of failure of at least one predetermined component and/or at least one predetermined algorithm and/or at least one predetermined communication possibility and/or which comprises measures for fault analysis and/or which comprises measures at the time of fault interpretation; there are one or more backup scenarios; there is at least one predetermined function; the presence of predetermined traffic conditions; the presence of a predetermined weather; there is a maximum possible time for performing or implementing a step or steps of the method according to the first and/or according to the second aspect, respectively; there is at least one check result indicating that the element or function used for carrying out the method according to the first and/or according to the second aspect is currently functioning without a fault.

This results in the following technical advantages, for example: particularly suitable safety conditions are set.

In one embodiment, it is provided that the registration data are received via a communication network in order to register the motor vehicle at an infrastructure server and to establish a communication connection between the infrastructure server and the registered motor vehicle, wherein the infrastructure server transmits the motor vehicle-specific infrastructure data via the established communication connection.

According to one specific embodiment, it is provided that, after the successful registration of the motor vehicle at the infrastructure server, the motor vehicle-specific infrastructure data are not transmitted via the established communication connection, so that the transmission of the motor vehicle-specific infrastructure data to motor vehicles which are not registered at the infrastructure server is prevented.

This results in the following technical advantages, for example: vehicles that are not logged in at the infrastructure server do not get vehicle specific infrastructure data. This means, in particular, that preferably only motor vehicle-specific infrastructure data are transmitted to the registered motor vehicles (i.e., registered at the infrastructure server).

According to one specific embodiment, it is provided that a check is made as to whether at least one safety condition for the infrastructure-supported at least partially automated guided vehicle is met, wherein the vehicle-specific infrastructure data are determined on the basis of the result of the check as to whether at least one safety condition for the infrastructure-supported at least partially automated guided vehicle is met. For example, vehicle-specific infrastructure data is generated only if at least one safety condition is met.

The above-described embodiments associated with at least one security condition for the method according to the first aspect apply analogously to at least one security condition according to an embodiment of the method according to the second aspect and vice versa.

In general, the technical functions and technical advantages mentioned in connection with the method according to the first aspect also apply in an analogous manner to the method according to the second aspect, and vice versa.

According to one specific embodiment, the vehicle-specific data are received from a plurality of vehicles, wherein the ascertaining of the vehicle-specific infrastructure data comprises ascertaining common vehicle-specific infrastructure data for at least some of the plurality of vehicles on the basis of the received vehicle-specific data, wherein the common vehicle-specific infrastructure data are transmitted to the at least some of the plurality of vehicles.

This results in the following technical advantages, for example: vehicle-specific infrastructure data can be efficiently ascertained. In particular, computation time, computation power and/or hardware resources can be efficiently utilized in an advantageous manner. Since at least some of these vehicle-specific infrastructure data are identical for at least some of the plurality of vehicles.

The expression "at least some" includes in particular the following expressions: "one or more" or "all". This means, in particular, that, for example, common vehicle-specific infrastructure data is determined for all a plurality of vehicles and, for example, transmitted to the plurality of vehicles.

According to one specific embodiment, it is provided that, based on the vehicle-specific data determination, common vehicle-specific infrastructure data are determined for which of the plurality of vehicles, so that the determined vehicle is identical to at least some of the plurality of vehicles.

This results in the following technical advantages, for example: it is possible to efficiently determine those vehicles for which common vehicle-specific infrastructure data are to be determined.

This means, in particular, that at least some of the plurality of motor vehicles are grouped in order to define a motor vehicle group, wherein common motor vehicle-specific infrastructure data are determined for the defined motor vehicle group and are transmitted to this group.

For example, those of a plurality of motor vehicles having one or more common characteristics are grouped together. Such a characteristic may for example be one of the characteristics described above.

In one embodiment, it is provided that the vehicle-specific infrastructure data are transmitted as multicast messages to at least some of the plurality of vehicles.

This results in the following technical advantages, for example: vehicle-specific infrastructure data can be efficiently transmitted over a communication network.

Multicast messages mark messages sent by an infrastructure server to a group of participants of a communication network. The group of participants is in particular a grouped motor vehicle, i.e. at least some of the plurality of motor vehicles.

The infrastructure-supported, at least partially automated guidance of the motor vehicle means in particular that the motor vehicle is at least partially automated on the basis of vehicle-specific infrastructure data. That is, "infrastructure-supported" means in particular support by an infrastructure server.

In particular, these vehicle-specific infrastructure data are provided to the vehicle by means of an infrastructure server.

For example, the vehicle-specific infrastructure data includes operational instructions for the vehicle.

For example, the vehicle-specific infrastructure data comprise information about the environment or surroundings of the vehicle.

For example, the vehicle-specific infrastructure data comprise sensor data of one or more environmental sensors, which are arranged spatially distributed within the infrastructure.

In one embodiment, the environment sensor or sensors are arranged on corresponding infrastructure elements of the infrastructure. The infrastructure element is for example one of the following infrastructure elements: street lamp, traffic sign, bridge traffic sign, utility pole, bridge, building, tunnel, ring traffic, junction, in particular intersection, in particular highway entrance, highway turnout, construction site, road section, in particular dangerous and/or complex road section.

In one embodiment, an environmental sensor within the meaning of the present description is one of the following environmental sensors: a lidar sensor, a radar sensor, an ultrasonic sensor, a magnetic field sensor, an infrared sensor, and/or a motion sensor. In particular, different environmental sensors may be used. This has the technical advantage of redundancy and versatility, among other things.

The vehicle-specific infrastructure data comprise, for example, due trajectories, which the vehicle should travel through with at least partial automated guidance.

For example, the vehicle-specific infrastructure data includes weather data in the environment or surroundings of the vehicle.

Infrastructure-supported means, in particular, that the infrastructure server provides the motor vehicle with data, which is currently motor vehicle-specific infrastructure data, on the basis of which the motor vehicle is or can be guided at least partially automatically.

The vehicle-specific infrastructure data comprise, for example, control commands for at least partially automatically controlling the lateral guidance and/or the longitudinal guidance of the vehicle.

This means that the vehicle can be controlled remotely or by means of an infrastructure server using such control commands.

This means, in particular, that the infrastructure server, using such control commands, also or alternatively can remotely control the motor vehicle.

This means that the vehicle can be started or started by the infrastructure server on the basis of such control commands.

The expression "at least partially automated guidance" includes one or more of the following situations: auxiliary guidance, partially automated guidance, highly automated guidance, fully automated guidance.

"assisted guidance" means that the driver of the motor vehicle continuously carries out either a transverse guidance or a longitudinal guidance of the motor vehicle. Corresponding to another driving task, i.e. the control of the longitudinal guidance or the transverse guidance of the motor vehicle, is automatically carried out. This means that, in the case of an auxiliary guidance of the motor vehicle, either the transverse guidance or the longitudinal guidance is automatically controlled.

By "partially automated guidance" is meant that under certain conditions (e.g. driving on a highway, driving inside a parking lot, passing an object, driving inside a lane determined by lane markings) and/or over a certain period of time, longitudinal guidance and transverse guidance of the motor vehicle are automatically controlled. The driver of the motor vehicle does not have to manually control the longitudinal guidance and the transverse guidance of the motor vehicle by himself. However, the driver must constantly monitor the automatic control of the longitudinal guidance and the transverse guidance in order to be able to intervene manually when required. The driver must be ready to fully take over the vehicle guidance at any time.

"highly automated guidance" means that the longitudinal guidance and the transverse guidance of the motor vehicle are automatically controlled over a certain period of time under specific conditions (e.g., driving on a highway, driving inside a parking lot, passing an object, driving inside a lane determined by lane markings). The driver of the motor vehicle does not have to manually control the longitudinal guidance and the transverse guidance of the motor vehicle by himself. The driver does not have to constantly monitor the automatic control of the longitudinal guidance and of the transverse guidance in order to be able to intervene manually if necessary. If necessary, a request for taking over is automatically sent to the driver to take over the control of the longitudinal guidance and the transverse guidance, in particular with a sufficient time margin. That is, the driver must potentially be able to take over control of longitudinal guidance and lateral guidance. Automatically identifying automatically controlled boundaries of lateral guidance and longitudinal guidance. In highly automated guidance, it is not possible to automatically achieve a state of minimum risk in each initial situation.

"fully automated guidance" means that the longitudinal guidance and the transverse guidance of the motor vehicle are automatically controlled under certain conditions (e.g., driving on a highway, driving inside a parking lot, passing an object, driving inside a lane determined by lane markings). The driver of the motor vehicle does not have to manually control the longitudinal guidance and the transverse guidance of the motor vehicle by himself. The driver does not have to monitor the automatic control of the longitudinal guidance and of the transverse guidance in order to be able to intervene manually if necessary. Before the automatic control of the transverse guidance and the longitudinal guidance is finished, the driver is automatically requested to take over the driving task (control of the transverse guidance and the longitudinal guidance of the motor vehicle), in particular with a sufficient time margin. If the driver is not assuming the driving task, it is automatically returned to the state of minimum risk. Automatically identifying automatically controlled boundaries of lateral guidance and longitudinal guidance. In all cases, it is possible to automatically return to the system state with the least risk.

According to one specific embodiment, one or more steps of the method according to the first and/or the second aspect are recorded, in particular in a block chain.

This results in the following technical advantages, for example: the method can also be additionally evaluated on the basis of the record after the corresponding method has been executed or carried out. Recording in a block chain has the following technical advantages, among others: the recording is tamper-resistant and counterfeit-resistant.

A Chain of blocks (Block key, english: Block Chain) is in particular a list of contiguously expandable data sets (called "blocks") which are linked to one another by means of one or more encryption methods. Each block contains, in particular, an encrypted secure hash value (hash value) of the preceding block, in particular a time stamp, and, in particular, transaction data.

In one embodiment, it is provided that the infrastructure server is part of a cloud infrastructure. In one embodiment, it is provided that the infrastructure server is arranged on an infrastructure element of the infrastructure.

In one embodiment, it is provided that the infrastructure server is arranged adjacent to the current traffic situation, in particular directly adjacent to it, i.e. in the vicinity, for example next to/in a tunnel.

In one embodiment, it is provided that the first infrastructure server is part of a cloud infrastructure and the second infrastructure server is arranged adjacent to the current traffic situation, in particular directly adjacent to it, i.e. in the vicinity, for example next to/in a tunnel.

In one embodiment, it is provided that the infrastructure server is not part of the cloud infrastructure but is arranged adjacent to the current traffic situation, in particular directly adjacent thereto, i.e. in the vicinity, for example next to/in a tunnel.

According to an embodiment, the method according to the first aspect and/or according to the second aspect is a computer-implemented method.

According to one specific embodiment, the method according to the first aspect and/or the method according to the second aspect is carried out or carried out by means of the device according to the third aspect.

Device features are analogously derived from corresponding method features and vice versa. This means in particular that the technical function of the device according to the third aspect is analogously derived from the corresponding technical function of the method according to the first aspect and/or according to the second aspect, and vice versa.

Features of the method according to the first aspect are similarly derived from corresponding features of the method according to the second aspect, and vice versa.

An embodiment comprises the features of the method according to the first aspect and the features of the method according to the second aspect. This means in particular that preferably one or more combinations of the method according to the first aspect and the method according to the second aspect are provided, for example.

The expression "at least one" especially stands for "one or more".

The expression "also or" especially stands for "and/or".

In particular, support by infrastructure in the sense of this description is or includes support by (remote) infrastructure servers. If the infrastructure server exists in the singular, it should always be read in the plural and vice versa. The infrastructure server is for example arranged inside the infrastructure.

The terms "vehicle" and "motor vehicle" may be used synonymously within the meaning of the present description. The abbreviation "AD" stands for "automated driving". The AD vehicle identifies a motor vehicle that is guided automatically. When the expression "AD vehicle" is used, this should always be interpreted together as a motor vehicle which is guided at least partially automatically.

Drawings

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. The figures show:

fig. 1 shows a flow chart of a method according to a first aspect;

FIG. 2 illustrates an apparatus;

FIG. 3 illustrates a machine-readable storage medium;

FIG. 4 illustrates a first tunnel;

FIG. 5 illustrates a second tunnel;

fig. 6 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect;

fig. 7 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect;

FIG. 8 shows a plurality of motor vehicles inside an infrastructure;

fig. 9 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect;

fig. 10 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect; and

fig. 11 shows a flow chart of a method according to the second aspect.

Detailed Description

In the following, the same reference numerals may be used for the same features.

Fig. 1 shows a flow chart of a method for at least partially automatically guiding a motor vehicle, comprising the following steps:

determining 101 that there is a need for an infrastructure-supported, at least partially automated guidance of the motor vehicle,

in response to determining that there is a need for an infrastructure-supported, at least partially automated guidance of the motor vehicle, a request for transmitting infrastructure data is transmitted 103 via the communication network, on the basis of which the motor vehicle can be at least partially automated guided,

the vehicle-specific data is transmitted 105 over a communication network,

in response to the transmission of the request, vehicle-specific infrastructure data is received 107 via the communication network, on the basis of which the vehicle can be guided at least partially automatically,

generating 109 control signals for at least partially automatically controlling the lateral guidance and/or the longitudinal guidance of the motor vehicle on the basis of the motor vehicle-specific infrastructure data,

the generated control signal is output 111.

In one embodiment, it is provided that the transverse guidance and/or the longitudinal guidance of the motor vehicle are/is controlled at least partially automatically on the basis of the output control signal.

In one embodiment, it is provided that the request is sent to a remote infrastructure server. In one embodiment, it is provided that the vehicle-specific infrastructure data are received by a remote infrastructure server.

Fig. 2 shows a device 201.

The apparatus 201 is arranged for carrying out all the steps of the method according to the first aspect.

Fig. 3 illustrates a machine-readable storage medium 301.

A computer program 303 is stored on a machine-readable storage medium 301. The computer program 303 comprises instructions which, when the computer program 303 is implemented by a computer, arrange the computer to carry out the method according to the first aspect and/or according to the second aspect.

Fig. 4 shows a first tunnel 401 through which a road 403 passes.

Road 403 has a first lane 405, a second lane 407, and a third lane 409.

A first motor vehicle 411 is traveling on the middle lane 407. The direction of travel of the first motor vehicle 411 is marked with an arrow with reference number 413.

The second motor vehicle 415 is traveling in front on the lane 405 to the left of the first motor vehicle 411.

A first video camera 419, a second video camera 421, a third video camera 423 and a fourth video camera 425 are arranged spatially distributed in the environment of the entrance 417 of the first tunnel 401 or in the surroundings.

First video camera 419 and third video camera 423 sense entrance 417 and at least one area in, for example, first tunnel 401 that is located behind entrance 417.

Second video camera 421 and fourth video camera 425 sense the surroundings of portal 417, wherein both video cameras are directed away from portal 417, and first video camera 419 and third video camera 423 are directed in the direction of portal 417.

Further, to the left of the portal 417 there is a first optical signal device 427 and to the right of the portal 417 there is a second optical signal device 429.

In the first tunnel 401 itself, there is a fifth video camera 431 and a sixth video camera 433, which, although not visible from outside the first tunnel 401, are depicted for better illustration. The two

video cameras

431, 433 are directed in the direction of the entrance 417 and sense respective areas inside the first tunnel 401.

The respective video signals or video images of these cameras can be sent to the first motor vehicle 411 and/or the second motor vehicle 415, for example, as an example of infrastructure data specific to the motor vehicle.

Furthermore, according to one specific embodiment, it can be provided that the video images of the video cameras are analyzed in order to detect potential problems inside the first tunnel 401, such as collision objects, for example blockages.

According to one specific embodiment, the results of this analysis can be sent to the first motor vehicle or the

second motor vehicle

411, 415 as an example of infrastructure data specific to the motor vehicle.

Furthermore, according to one specific embodiment, it can be provided that the two

light signal devices

427, 429 are operated on the basis of the analysis of the video image.

Thus, for example, it can be provided that the two light-

signal devices

427, 429 are controlled in such a way that they emit a red signal image as soon as a problem inside the first tunnel 401, for example an impact object, for example a blockage, is detected.

For example, according to one specific embodiment, it can be provided that the momentary signal images of the two

optical signal devices

427, 429 are transmitted to the first motor vehicle 411 or to the second motor vehicle 415 as an example of infrastructure data specific to the motor vehicle.

The fact that these infrastructure data are referred to as vehicle-specific infrastructure data means in particular that these infrastructure data are not transmitted to any vehicle that is intended to pass through or is currently passing through the tunnel 401, but rather to one or more specific vehicles. Therefore, the momentary signal image does not have to be transmitted to the motor vehicle located inside the tunnel 401. The same applies to the video images of the

video cameras

419, 421, 423, 425 taking images outside the tunnel 401. For motor vehicles located inside the tunnel 401, it is more expedient to receive video images from the inside of the tunnel. In accordance with one specific embodiment, infrastructure data adapted to the respective vehicle is determined for the vehicle passing through or about to pass through the tunnel and transmitted to the respective vehicle.

Based on the above-described exemplary vehicle-specific infrastructure data, the two

vehicles

411, 415 can be guided, for example, at least partially automatically.

In this connection, the two

motor vehicles

411, 415 can be guided, supported by the infrastructure, at least partially automatically during tunnel driving.

Instead of a tunnel, for example, the following infrastructure elements (via which the motor vehicle can be guided in a similar manner, at least partially automatically, supported by the infrastructure) can be provided: construction sites, bridges, highway intersections, highway entrances, highway exits, intersections, junctions in general, and particularly junctions in urban spaces.

The six cameras and the

optical signal devices

427 and 429 are therefore part of an infrastructure 435, by means of which the motor vehicle can be guided at least partially automatically through the first tunnel 401.

In an embodiment not shown, instead of or in addition to the individual video cameras, one or more of the following environmental sensors can be used: a lidar sensor, a radar sensor, an ultrasonic sensor, and/or a motion sensor. In particular, different environmental sensors may be used. This has the technical advantage of redundancy and versatility, among other things.

Fig. 5 shows a second tunnel 501.

The road 503 passes through the second tunnel 501.

The road 503 has a first lane 505, a second lane 507, and a third lane 509.

The direction of travel of the motor vehicles driving through the second tunnel 501 on the road 503 extends from left to right with respect to the plane of the paper.

With respect to the driving direction, the first lane 505 is a left lane, the second lane 507 is a middle lane, and the third lane 509 is a right lane.

A first motor vehicle 511 and a second motor vehicle 513 are driven on the right lane 509.

A third vehicle 515 and a fourth vehicle 516 are driven on the center lane 507.

The first motor vehicle 511 has, for example, the following components or systems: a communication device 517, a video camera 519 on the roof side, a radar sensor 521 on the front side, and a radar sensor 523 on the rear side.

Reference numeral 524 designates a plurality of quadrangles which are encompassed by the first motor vehicle 511, wherein the plurality of quadrangles should symbolize further components of the motor vehicle 511, such as actuators, sensors, for example required controllers, in order to be able to at least partially automate the guidance of the motor vehicle 511.

Further, a first road lamp 525, a second road lamp 527 and a third road lamp 529 are arranged in the environment of the entrance or entrance 526 of the second tunnel 501.

A first video camera 531 is arranged on the first road lamp 525. A second video camera 533 is arranged on the second streetlamp 527. A third video camera 535 is arranged in the third street light 529.

In one embodiment, which is not shown, three cameras are arranged on the respective infrastructure element. The infrastructure element is for example one of the following infrastructure elements: street lamp, traffic sign, bridge shape traffic sign.

In an embodiment not shown, instead of or in addition to the corresponding video camera, one or more of the following environmental sensors may be used: a lidar sensor, a radar sensor, an ultrasonic sensor, and/or a motion sensor. In particular, different environmental sensors may be used. This has the technical advantage of redundancy and versatility, among other things.

The three cameras capture video images of the access opening 526 or of the surroundings of the access opening 526 outside the second tunnel 501.

The corresponding video images are transmitted to the data processing means 539 via the first encrypted communication connection 437. The data processing device 539 analyzes these video images or video signals and transmits the result of this analysis to the first motor vehicle 511, for example by means of the second communication device 541, via the encrypted connection 542.

The results of the analysis are symbolically marked by reference numeral 543.

The result comprises an object list of objects recognized, for example, by means of three cameras.

For example, the identified or detected objects are depicted in a digital environmental model of the surrounding environment of the access port 526.

The result of this analysis is therefore an example of such vehicle-specific infrastructure data: the infrastructure data are transmitted to the first motor vehicle 511, so that the first motor vehicle 511 can drive through the second tunnel 501 at least partially automatically on the basis of these data and in particular additionally on the basis of the motor vehicle data. For other motor vehicles, a correspondingly adapted object list can be determined and transmitted to these other motor vehicles. In the adapted object list, for example, only objects which are located in front of the motor vehicles with respect to their respective driving directions are contained.

For example, data processing device 539 communicates with cloud infrastructure 545 over a third communication connection 544.

The third communication connection 544 may also be an encrypted communication connection.

In the cloud infrastructure 545, for example, analysis steps to perform analysis of video images may be performed.

For example, the cloud infrastructure 545 may provide memory for storing video images.

In this regard, the three

cameras

531, 533, 535, the data processing device 539 and the second communication device 541 are part of an infrastructure 547 that can assist or support the first motor vehicle 511 when at least partially automatically guided.

Fig. 6 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect.

According to a step 601, the motor vehicle is registered with an infrastructure server of the infrastructure in order to request support from the infrastructure in at least partially automated guidance of the motor vehicle. This means that in step 601 the registration data of the motor vehicle is transmitted to the infrastructure server in order to register on the infrastructure server and to establish a communication connection with the infrastructure server.

According to the step 603, the secure login or communication connection is checked. For example, in step 603 it is checked whether one or more safety conditions are fulfilled in order to allow or enable the motor vehicle to be supported by the infrastructure via the vehicle-specific infrastructure data in an at least partially automated driving task.

According to step 605, the following is obtained: the test according to step 603 is to find a positive or negative result. A positive result indicates that the login or communication connection is secure. Negative results indicate that: the login or communication connection is not secure, i.e. not secure.

In case the result is negative, the method continues in step 601. Background in particular, support by the infrastructure is a particularly preferred objective. Therefore, in particular, it should be tried again: this support is obtained.

In the case of a positive result, the method continues in step 607, according to which an ambient analysis or environmental analysis on the infrastructure side is set. This means, in particular, that according to step 607, the environment sensors arranged spatially distributed within the infrastructure sense their respective surroundings and provide environment sensor data corresponding to the respective sensing. Ambient or environmental analysis includes analysis of these environmental sensor data. Such environmental analysis is performed, for example, continuously or periodically.

In step 609, the vehicle-specific data of the registered vehicle is transmitted to the remote infrastructure server. Such data include, for example, environmental data, positioning data (position data), planning data (planning of the next driving task).

In step 611, the infrastructure server analyzes the vehicle-specific data and in step 613, vehicle-specific infrastructure data is determined based on the analyzed vehicle-specific data.

According to step 615, the vehicle-specific infrastructure data is transmitted from the infrastructure server to the registered vehicle.

If a plurality of vehicles are registered on the infrastructure server, corresponding vehicle-specific infrastructure data is transmitted to all registered vehicles, for example, in accordance with the step 615.

For example, the infrastructure data includes environmental information that is derived based on the analysis of the surrounding environment according to step 607.

According to step 617, the motor vehicle fuses the received vehicle-specific infrastructure data with its own data. These data comprise, for example, the aforementioned vehicle-specific data and comprise, for example, environmental sensor data of environmental sensors of the vehicle. This means that the received vehicle-specific infrastructure data is processed together with the vehicle-specific data. Such processing includes, inter alia, using vehicle position or vehicle location.

This means, for example, that the positioning of the motor vehicle can be checked on the basis of a fusion of data from the infrastructure and the motor vehicle.

The processing also includes or in particular includes an analysis of the environment based on the fused (motor vehicle and infrastructure) data-for example from other motor vehicles and objects on the route/on the road that may lead to dangerous conditions (e.g. accidents).

The following is a step 619 according to which the planning and the corresponding implementation of the at least partially automated driving task is performed on the basis of the fused data. The at least partially automated driving task is realized by generating corresponding control signals for at least partially automated control of the transverse guidance and/or the longitudinal guidance of the motor vehicle. This means, in particular, for example, that the motor vehicle is accelerated, decelerated, steered, for example, an evasive maneuver is carried out.

It is checked according to step 621 whether further support by the infrastructure is necessary in the at least partially automated driving task. If this is the case, the method continues in step 603.

In this context, it is in particular provided that, as long as the support by the infrastructure is used, according to one embodiment, one or more of the following steps are in particular always carried out again, which in particular takes place for so long as the current traffic situation is no longer possible or necessary and/or the infrastructure support is no longer necessary or possible:

it is checked whether (still) there is communication between the motor vehicle and the infrastructure. As such communication may be interrupted during this time.

It is checked whether the security conditions are still followed or not.

It is checked whether the received vehicle-specific infrastructure data is (yet) correct.

Invoking or using infrastructure data.

The "fusion" step described above.

Step 619 (finding planning data/action data and implementing the action) described above.

If no further support by the infrastructure is necessary in the at least partially automated driving task, the method ends in block 623.

Fig. 7 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect.

Step 701 corresponds to step 601 of the flowchart according to fig. 6. Step 703 corresponds to step 603 of the flowchart of fig. 6. Step 705 corresponds to step 605 of the flowchart according to fig. 6. Step 707 corresponds to step 607 according to the flowchart of fig. 6. This ambient analysis is carried out continuously or periodically, symbolically according to the arrow with reference 709 in the flow chart according to fig. 7. It should be noted here that no separate block is drawn in this flowchart as in the case of fig. 6 (block 609) with regard to the transmission of vehicle-specific data from the vehicle to the remote infrastructure server. However, it is also provided for vehicle-specific data to be transmitted from the vehicle to the infrastructure server. This can be done, for example, in conjunction with login data. This may be done, for example, after a successful login. This can take place, for example, only after a request from the infrastructure server to send vehicle-specific data has been received. Since the point in time when vehicle-specific data is transmitted from the vehicle to the infrastructure server can be flexible, drawing the corresponding box at a specific position in the flow chart is not taken into account. Block 707 should include

blocks

611 and 613 according to fig. 6 even if not explicitly labeled.

The ascertained vehicle-specific infrastructure data are provided for further use or for provision to the registered vehicle or to the registered vehicles, which is symbolically indicated by the arrow with the reference 711.

Step 713 corresponds to step 615 of the flowchart of fig. 6. Step 715 corresponds to step 617 of the flowchart of FIG. 6. Step 717 corresponds to step 619 of the flowchart according to fig. 6. Step 719 corresponds to step 621 of the flowchart of fig. 6. Block 721 corresponds to block 623 of the flow chart of fig. 6.

Fig. 8 shows a road 801 on which a first motor vehicle 803, a second motor vehicle 805, a third motor vehicle 807 and a fourth motor vehicle 809 are traveling.

Two video cameras are provided, namely a first video camera 811 and a second video camera 813, which are located in the environment of the road 801 and monitor a section of the road 801. It should be noted that these two

video cameras

811, 813 are examples of environmental sensors. In a non-illustrated embodiment, additional environmental sensors are provided instead of or in addition to the two

video cameras

811, 813.

Two

video cameras

811, 813 communicate with a cloud infrastructure 815, which includes a first infrastructure server 816.

Furthermore, a light signal device 817 is arranged on the road 801, on which a second infrastructure server 818 is arranged.

The communication between the first camera 811 and the cloud infrastructure 815 is symbolically indicated by a double arrow with reference numeral 819. The communication connection between the second video camera 813 and the cloud infrastructure 815 is symbolically indicated by a double arrow with reference 821. Through the two

communication connections

819, 821, the two

video cameras

811, 813 can each transmit a captured video image to the cloud infrastructure 815, in particular to the first infrastructure server 816, for example. Based on these video images, for example, the first infrastructure server 816 may perform ambient environment analysis.

The second vehicle 805 and the fourth vehicle 809 are logged on, for example, at the first infrastructure server 816 and/or at the second infrastructure server 818. The communication connection between the two motor vehicles and the second infrastructure server 818, which is then set up accordingly, is symbolically indicated by the double arrow with reference number 823. It should be noted that for the sake of clarity, the double arrows for the communication connection between the two

motor vehicles

805, 809 and the first infrastructure server 816 are not drawn. However, according to one embodiment, such a communication connection is provided between the two

motor vehicles

805, 809 and the first infrastructure server 816.

Via the communication connection 823, the second infrastructure server 818 can transmit or communicate information about the current and/or future signal state of the optical signal device 817 to the two registered

motor vehicles

805, 809, for example. These information are examples of vehicle-specific infrastructure data within the meaning of this description.

For example, the second infrastructure server 818 transmits the remaining duration of the current green phase or red phase of the traffic signal system 817.

A symbol capable of representing a lock is symbolically marked in fig. 8 with reference numeral 825 in order to clarify that the corresponding communication connection or the transmitted information or data is encrypted. This means that an encrypted communication connection is established between the individual communication partners or communication partners. This means that the respective information or data is stored encrypted.

In one embodiment, "key notation" means not only security (secure or encryption), but may also mean that the communication or the entire process is secure. I.e. "merging" of steps such as secure login, secure communication, secure/correct data, secure theme (safe-Thematik) (security conditions described herein). This may mean that by means of the key symbol 825: one or more predefined or predetermined safety conditions are fulfilled.

According to the embodiment shown in fig. 8, only two

motor vehicles

805, 809 log in at two

infrastructure servers

816, 818. Only the two

vehicles

805, 809 obtain vehicle-specific infrastructure data from the

infrastructure servers

816, 818 to support at least partially automated driving tasks.

The first vehicle 803 and the third vehicle 807 are not logged in and no infrastructure data are available for this purpose.

In a not shown embodiment, it can be provided that although the first motor vehicle 803 and the third motor vehicle 807 are not registered, these motor vehicles receive the non-motor vehicle-specific infrastructure data of the first infrastructure server 816 and of the second infrastructure server 818, i.e. the infrastructure data which are not optimally adapted to the first and

second motor vehicles

803, 807 or which are specifically sought for the first and

second motor vehicles

803, 807, wherein, in particular, the use of these non-motor vehicle-specific infrastructure data in the

respective motor vehicle

803, 807 is restricted. Such limitations may include, for example: the non-motor vehicle-specific infrastructure data is not used for at least partially automated driving tasks, but only for information purposes or warning purposes. For example, it is provided that, for an

unregistered motor vehicle

803, 807, the correspondingly transmitted non-motor vehicle-specific infrastructure data are designated as unsafe, i.e., unsafe, so that the controller in the

motor vehicle

803 or 807 does not use these data designated as unsafe for at least partially automated driving tasks. The reason for this is, in particular, that these data are marked as unsafe, since the

motor vehicles

803, 807 are not logged in and, for this reason, the following checks are not carried out: whether at least one safety condition is satisfied.

Fig. 9 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect. The flow chart is substantially the same as the flow chart shown in fig. 6. An additional step 901 is provided between step 615 and step 617.

According to a step 901, it is provided that the received vehicle-specific infrastructure data is checked with regard to correctness. This test is carried out in particular in motor vehicles. For example, the received vehicle-specific infrastructure data is checked with regard to plausibility.

Fig. 10 shows a flow chart of method steps that may be used in a method according to the first and/or second aspect. The flow chart according to fig. 10 is substantially the same as the flow chart shown in fig. 6.

After step 611, step 1001 is additionally provided. According to the step 1001, the infrastructure side analyzes the current predefined conditions or conditions experienced or being experienced by the registered motor vehicle. Such presets or conditions include, for example, tunnel closures, lane closures or similar driving restrictions.

Likewise, in step 615, the corresponding analysis result is transmitted to the registered motor vehicle.

Further, step 1003 is provided after step 1001.

Step 1003 includes the feature of step 613 of the flowchart of fig. 6, in which a vehicle-specific specification is determined for the registered vehicle as an example of the vehicle-specific infrastructure data which the vehicle must implement in each case. Such a specification includes, for example, a driving task.

Step 1005 comprises the feature of step 609 of the flowchart of fig. 6, in which it is additionally provided that the transmitted presettings or conditions are taken into account for the planning and implementation of the at least partially automated driving task.

Fig. 11 shows a flow chart of a method for supporting an at least partially automatically guided vehicle supported by an infrastructure, comprising the following steps:

-receiving 1101 a request for transmitting infrastructure data, based on which the motor vehicle can be guided at least partially automatically, over a communication network;

-receiving 1103 vehicle specific data over a communication network;

-deriving 1105 vehicle-specific infrastructure data based on the received vehicle-specific data;

in response to the receipt of the request, the ascertained vehicle-specific infrastructure data, on the basis of which the vehicle can be at least partially automatically guided, is transmitted 1107 over the communication network.

In one embodiment, it is provided that the AD vehicle should be safely driven into the tunnel. For this purpose, the AD vehicle, before entering, via the infrastructure, obtains data (vehicle-specific infrastructure data) specifically intended for the AD vehicle in a timely manner, which data is used, for example, by the AD vehicle as an additional sensor and is, for example, integrated into a local environment model of the vehicle. The decision about the use and meaning of the received surroundings model remains in the AD vehicle. For example, the infrastructure fuses the data of sensors (e.g. cameras, radar, lidar) installed in the tunnel entrance area to an infrastructure-side ambient model. For example, the surroundings model is assigned to a specific AD vehicle in the surroundings in front of the tunnel entrance by a so-called "Road Side Unit (RSU)" (i.e. a communication Unit arranged in the road environment), preferably in the form of a list of all relevant objects and obstacles in the tunnel entrance area.

This preferably takes place cyclically by wireless direct communication, so that each AD vehicle in the region in front of the tunnel entrance obtains information specifically adapted to the motor vehicle. That is to say, in particular, different information is transmitted to different vehicles. The tunnel infrastructure preferably does not guide the AD vehicle (for example via a predefined safe driving corridor) and for example does not take over the control of the vehicle. The decision rights with regard to the driving strategy and the driving manoeuvres remain for example in the AD vehicle. The basis for the "infrastructure-specific infrastructure data that can be determined on the infrastructure side" is, in particular, that the infrastructure knows the characteristics of the motor vehicle. This is achieved in particular by: the motor vehicle transmits motor vehicle-specific data to the infrastructure, i.e. in particular a remote infrastructure server.

In one embodiment, each vehicle is responded to individually, i.e., unicast communication is performed with each vehicle. In one embodiment, a plurality of vehicles having a common characteristic are collectively responsive. That is, multicast communication is performed with a plurality of automobiles. The common characteristic may be, for example: multiple vehicles have the same level of safety integrity.

In one embodiment, in addition to the embodiments described above, information about the signal status of the tunnel lights is transmitted (e.g. by unicast and/or multicast) to the AD vehicles in connection with the tunnel entry. This is preferably achieved cyclically via wireless direct communication through the RSU locally located near the tunnel entrance. For the test, a situation similar to a tunnel closure or clearance is generated, for example, by the traffic guidance center. Similarly, decisions about the influence and use of the signal status of the optical signal device remain in the AD vehicle, for example, at all times.

The solution described here comprises a method with which, for example, (entry, travel-through and/or exit) tunnel scenarios can be executed safely-also by security-critical actions-and by assuming responsibility. For example, such a scheme may also be applied to one or more of the following traffic conditions: such as at construction sites, bridges, highway entrances, highway intersections, and dangerous/complex road segments. A tunnel is an exemplary example.

In one embodiment, a step "environment analysis" is provided, according to which the environment is analyzed by the infrastructure. That is, the infrastructure analyzes the surroundings with respect to all traffic participants (e.g. vehicles, motorcycles, pedestrians, etc.) and the presence of objects on and beside the road and the influence of these objects on the road traffic. In one embodiment, the infrastructure creates an environmental model from data of the infrastructure, for example in the form of an object list. Here, the object information preferably includes data (velocity, acceleration) about changes over time, in addition to position and size.

In another embodiment, the infrastructure predicts possible further movements (trajectory, further/future speed, further/future acceleration) for the object.

Preferably, the analysis of the environment is performed repeatedly throughout. That is, this step may be implemented, for example, as a parallel process that repeats all the time.

For example, when checking for a secure login/transfer, for example, the following are checked:

is the communication partner impersonate and appropriate/allowed for the method? This may be implemented by means of a certificate, for example.

Is the framework conditions necessary for support followed? For example: is the system (vehicle, infrastructure) working properly? Is the system have sufficiently secure components (e.g., ASIL class C or class D)? Is all security conditions (e.g., weather, speed) adhered? Is this support currently allowed?

In one embodiment, it is provided that vehicle-specific infrastructure data are transmitted from the infrastructure only to registered AD vehicles. The background is, in particular, that in the "login/check" step: whether the AD vehicle is able or allows the use of vehicle-specific infrastructure data for safety-critical actions (without the driver as a backup (ruckfillebene) or as a responsible person/system).

In this case, the vehicle-specific infrastructure data transmitted to the vehicle are preferably in real time, since the infrastructure updates these infrastructure data, for example, continuously (see above).

To further increase the security, the procedure can be extended, for example, with the additional step "check correctness". Here, for example, in a vehicle, a check is made for vehicle-specific infrastructure data "is this possible? ".

Preferably, the step "login/check" and/or the step "correctness" are recorded so as to be able to provide evidence in the event of a product liability problem, preferably by means of an anti-counterfeiting method (e.g. blockchain).

In another embodiment, the anti-counterfeiting place records additional related data.

The solution described here is based in particular on the following: the infrastructure receives information about which vehicle, for example, is which vehicle — that is to say: which is a registered vehicle and which is not a registered vehicle, which registered vehicle of the plurality of registered vehicles is e.g. where on the road (lane, position in the lane, etc.), which registered vehicle of the registered vehicles is e.g. how (speed, next action, etc.) on the road. This information is used on the infrastructure side in order to derive data adapted to the vehicles, on the basis of which the vehicles can be guided at least partially automatically.

In one embodiment, the logged-on vehicle sends its own data to the infrastructure, e.g.

-position and/or

-speed and/or

-a planned trajectory.

In this way, the infrastructure can unambiguously identify the registered vehicle.

In a further embodiment, the infrastructure can also determine groups of similar vehicles (see above; for example, grouped according to the corresponding safety integrity level) and then inform them jointly, preferably again by multicasting.

These additional information (vehicle-specific data) are used in particular to determine support data (e.g. planning data) specifically for each vehicle, generally vehicle-specific infrastructure data.

In a further embodiment, the vehicle additionally transmits the environmental information from the vehicle to an infrastructure, i.e. in particular a remote infrastructure server, which can incorporate this environmental information into the environmental analysis.

In one embodiment, the infrastructure can additionally analyze or determine and additionally transmit, in particular, vehicle-specific presets, for example, tunnel-closed, lane-closed, driving presets (e.g., speed).

Then, for example, a predetermined is implemented by the logged-in AD vehicle or AD vehicles (for example, a stop ahead of the tunnel). The AD vehicle itself, for example, analyzes and plans how to do so.

In another embodiment, non-vehicle specific infrastructure data is also sent to other vehicles (unsecured/allowed vehicles or non-AD vehicles).

The difference here is, for example, that these vehicles only allow/are able to use data for the information function/comfort function/warning function. That is, for example, a driver is present during driving and has responsibility. In this case, the process is preferably recorded against forgery.

In general, vehicle-specific infrastructure data is transmitted from the infrastructure, in particular from a remote infrastructure server, to each individual logged-in AD vehicle. That is, the vehicle gets relevant and/or optimized environmental data from the infrastructure, e.g., specific to the vehicle. Based on these data, the vehicle decides on its own actions, e.g., based on fused information from the infrastructure and the own vehicle.

In one embodiment, the vehicles are logged in here, but not sufficiently Safe/Secure (which means in particular that these vehicles do not have a predetermined safety integrity level or that their respective safety integrity level lies below a predetermined minimum safety integrity level). In such an embodiment, the data handed over may be vehicle specific.

In one embodiment, the vehicle is not logged in. In this embodiment, the non-motor vehicle-specific infrastructure data is obtained, for example, by broadcast communication, i.e., all of the vehicles can obtain, for example, the same (non-motor vehicle-specific) information.

For example, such a scheme may be applied to one or more of the following traffic conditions: for example in construction sites, bridges, highway entrances, highway diversions, dangerous/complex road sections.

Claims

1. Method for guiding a motor vehicle (803, 805, 807, 809) at least partially automatically, comprising the following steps:

-determining (101): there is a need for infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809);

-in response to determining that there is a need for infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809), -sending (103) a request for sending infrastructure data over a communication network, based on which the motor vehicle (803, 805, 807, 809) can be at least partially automated guided;

-transmitting (105) vehicle-specific data over the communication network;

-receiving (107), in response to the sending of the request, motor vehicle specific infrastructure data over the communication network, based on which motor vehicle (803, 805, 807, 809) the motor vehicle can be directed at least partially automatically;

-generating (109), based on the vehicle-specific infrastructure data, control signals for at least partially automatically controlling a lateral guidance and/or a longitudinal guidance of the vehicle (803, 805, 807, 809);

-outputting (111) the generated control signal.

2. Method according to claim 1, wherein a location signal is received, which represents a location of the motor vehicle (803, 805, 807, 809), wherein the determination that there is a need for an infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809) is carried out on the basis of the location of the motor vehicle (803, 805, 807, 809).

3. Method according to claim 1 or 2, wherein in response to determining that there is a need for infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809), login data is sent over the communication network for the motor vehicle (803, 805, 807, 809) to log in at a remote infrastructure server (816, 818) and a communication connection (823) is established between the infrastructure server (816, 818) and the logged-in motor vehicle (803, 805, 807, 809), wherein the motor vehicle-specific infrastructure data from the infrastructure server (816, 818) is received over the established communication connection (823).

4. The method of claim 3, wherein the vehicle-specific data is transmitted after successful login at the remote infrastructure server (816, 818).

5. Method according to any of the preceding claims, wherein the received vehicle-specific infrastructure data is checked, wherein the control signal is generated based on the result of the check of the received vehicle-specific infrastructure data.

6. Method according to any one of the preceding claims, wherein a motor vehicle data signal is received, which represents motor vehicle data generated by means of the motor vehicle (803, 805, 807, 809), wherein the received infrastructure data is fused with the motor vehicle data in order to find fused infrastructure-motor vehicle data, wherein the control signal is generated on the basis of the infrastructure-motor vehicle data.

7. Method according to one of the preceding claims, wherein it is checked whether at least one safety condition for infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809) is fulfilled, wherein the control signal is generated on the basis of the result of the check whether at least one safety condition for infrastructure-supported, at least partially automated guidance of the motor vehicle (803, 805, 807, 809) is fulfilled.

8. The method of claim 7, wherein the at least one security condition is each an element selected from the following group of security conditions: a positive identity check of the motor vehicle (803, 805, 807, 809) and/or the infrastructure; a predetermined safety integrity level is present in the motor vehicle (803, 805, 807, 809) and/or in the infrastructure; a predetermined level of security integrity is present in one or more communication connections (823) between the motor vehicle (803, 805, 807, 809) and an infrastructure; -a predetermined security integrity level is present in the communication means for establishing the communication connection (823) between the motor vehicle (803, 805, 807, 809) and the infrastructure; a predetermined safety integrity level exists in the entire system consisting of the motor vehicle (803, 805, 807, 809) and the infrastructure and in particular the communication; a predetermined safety integrity level is present in the motor vehicle (803, 805, 807, 809) and/or one or more parts of the infrastructure, in particular components, algorithms, interfaces; there is a maximum waiting time for communication between the motor vehicle (803, 805, 807, 809) and the infrastructure; there is a predetermined level of computer protection for a device implementing the steps of the method according to any one of the preceding claims; there are predetermined means and/or predetermined algorithms and/or predetermined communication possibilities for implementing the steps of the method according to any of the preceding claims; redundancy and/or diversity in at least one predetermined means and/or at least one predetermined algorithm and/or at least one predetermined communication possibility for implementing the steps of the method according to any of the preceding claims; at least one predetermined availability specification is present, which indicates the availability of at least one predetermined component and/or at least one predetermined algorithm and/or at least one predetermined communication possibility; there is at least one predetermined quality criterion of the at least one predetermined component and/or of the at least one predetermined algorithm and/or of the at least one predetermined communication possibility; there is at least one scenario comprising measures for reducing faults and/or measures in case of failure of at least one predetermined component and/or at least one predetermined algorithm and/or at least one predetermined communication possibility, and/or the at least one scenario comprises measures for fault analysis, and/or the at least one scenario comprises measures at fault interpretation; there are one or more backup scenarios; there is at least one predetermined function; the presence of predetermined traffic conditions; the presence of a predetermined weather; maximum possible time for performing also or implementing one or more steps of the method according to any of the preceding claims, respectively; there is at least one check result indicating that the element or function for carrying out the method according to any of the preceding claims is currently functioning without failure.

9. Method for infrastructure-supported support of an at least partially automatically guided motor vehicle (803, 805, 807, 809), comprising the following steps:

-receiving (1101) a request for transmitting infrastructure data on the basis of which the motor vehicle (803, 805, 807, 809) can be guided at least partially automatically over a communication network;

-receiving (1103) vehicle specific data over the communication network;

-deriving (1105) vehicle-specific infrastructure data based on the received vehicle-specific data;

-transmitting (1107) the ascertained vehicle-specific infrastructure data over the communication network, based on which the vehicle (803, 805, 807, 809) can be guided at least partially automatically.

10. The method according to claim 9, wherein login data is received over the communication network for the motor vehicle (803, 805, 807, 809) to log in at an infrastructure server (816, 818) and to establish a communication connection (823) between the infrastructure server (816, 818) and the logged in motor vehicle (803, 805, 807, 809), wherein the motor vehicle specific infrastructure data is transmitted by the infrastructure server (816, 818) over the established communication connection (823).

11. The method according to claim 10, wherein the vehicle-specific infrastructure data is transmitted via the established communication connection (823) only after the vehicle (803, 805, 807, 809) has successfully logged in at the infrastructure server (816, 818), so that the vehicle-specific infrastructure data is prohibited from being transmitted to vehicles (803, 805, 807, 809) that are not logged in at the infrastructure server (816, 818).

12. Method according to one of claims 9 to 11, wherein it is checked whether a safety condition for at least one motor vehicle (803, 805, 807, 809) which is supported by an infrastructure for at least partially automated guidance is fulfilled, wherein the motor vehicle-specific infrastructure data are ascertained on the basis of the result of the check whether the safety condition for at least one motor vehicle (803, 805, 807, 809) which is supported by an infrastructure for at least partially automated guidance is fulfilled.

13. The method according to any one of claims 9 to 12, wherein motor vehicle-specific data is received from a plurality of motor vehicles, wherein ascertaining the motor vehicle-specific infrastructure data comprises ascertaining common motor vehicle-specific infrastructure data for at least some of the plurality of motor vehicles based on the received motor vehicle-specific data, wherein the common motor vehicle-specific infrastructure data is transmitted to the at least some of the plurality of motor vehicles.

14. The method according to claim 13, wherein the vehicle-specific data is used to determine for which of the plurality of vehicles common vehicle-specific infrastructure data are to be determined, such that the determined vehicle is equivalent to the at least some of the plurality of vehicles.

15. The method of claim 13 or 14, wherein the vehicle-specific infrastructure data is transmitted to the at least some of the plurality of vehicles as a multicast message.

16. Apparatus (201) arranged to perform all the steps of the method according to any one of the preceding claims.

17. Computer program (303), comprising instructions which, when the computer program (303) is executed by a computer, arrange the computer to carry out the method according to any one of claims 1 to 15.

18. A machine-readable storage medium (301) on which the computer program (303) according to claim 17 is stored.