CN116229704A - Method for determining the quality of data transmission of an infrastructure system, external computing unit, method for operating a motor vehicle and computer program - Google Patents

Abstract

A method for determining a data transmission quality of an infrastructure system for driving assistance of an at least partially automated guided, networked motor vehicle is proposed. According to the method, an infrastructure data signal is first transmitted by the infrastructure system to at least one networked motor vehicle in an ambient environment monitored by the infrastructure system. Preferably, the infrastructure data signals are transmitted to a plurality of networked motor vehicles. The infrastructure data signals are received by the respective networked motor vehicle. According to the invention, the infrastructure data signals are evaluated in terms of data transmission quality by a computing unit of the respective motor vehicle, and at least one quality parameter of the infrastructure data signals is determined therefrom. According to the invention, the data transmission quality of the infrastructure system is determined from at least one quality parameter of the infrastructure data signal. An external computing unit, an infrastructure-assisted method and a computer program for operating an at least partially automated guided networked motor vehicle are also proposed.

Description

Methods for determining the quality of data transmission of infrastructure systems, external computing units, operating Method and computer program for operating a motor vehicle

technical field

The invention relates to a method for determining the quality of data transmission of an infrastructure system for driving assistance (Fahrunterstützung) of an at least partially automated and guided networked motor vehicle. The invention also relates to an infrastructure system for driver assistance of an at least partially automated and guided networked motor vehicle. The invention also relates to a computer program.

Background technique

As in other fields of technology, networking is playing an increasingly important role in vehicle applications. More and more vehicles have the possibility to connect to other traffic participants, infrastructure components such as so-called roadside units or to backend services in the cloud.

In particular, the networking of vehicles with systems on the infrastructure side has recently gained importance. Such infrastructure systems are able to assist the driving task of an at least partially automated guided vehicle by, for example, sensors at the edge of the road or data servers providing additional information, the vehicle's on-board sensor system cannot or only limitedly Generate the additional information yourself. Such assistance can intervene directly in the driving function if, for example, the autonomous vehicle is no longer able or can only drive further autonomously to a limited extent due to its limited view of the environment. Through this networking of vehicle systems and infrastructure systems via so-called V2X communication, traffic safety and traffic efficiency can be decisively improved.

Publication DE 10 2017 101 435 A1 shows a system and method for navigation guidance using a wireless network. For navigation guidance via the wireless network, the roadside infrastructure is used. According to the method, a request from a first vehicle for navigational guidance to a destination is received, and furthermore a first maneuver for navigating in the direction of the destination from an initial position is determined. Additionally, communicating the first maneuver to the first vehicle is included. Wireless transceivers are used to communicate with roadside infrastructure. A first unit for inclusion in the roadside infrastructure is selected based on proximity to an initial location of the vehicle. A request for navigational guidance to a destination entered by a user is implemented to the first unit. A first maneuver for navigating out of an initial position in the direction of a destination is initiated by the first unit.

Laid-open document DE 10 2019 209 154 A1 shows an infrastructure-side environment detection during autonomous driving. The sensor data are recorded by a plurality of infrastructure-side sensors in the surrounding area of the vehicle. Fused sensor data is generated based on the detected sensor data. Environment model data are permanently generated by evaluating the sensor data on the infrastructure side, objects located in the surrounding area being localized and identified. Finally, the environment model data is transmitted to the vehicle. Furthermore, a method for autonomously controlling a vehicle is described. An environment model generating device and a vehicle control device are also described.

Contents of the invention

In the case of such assistance to the driving task of a connected automated motor vehicle by an infrastructure system, it is important that the information from the infrastructure arrives at the connected motor vehicle with high reliability and low latency (latency) .

One object of the present invention can therefore be seen as: to provide a reliable method for operating an infrastructure system for driver assistance of an at least partially automated and guided networked motor vehicle.

A further object of the present invention can be considered as follows: to provide an infrastructure system for driver assistance of an at least partially automated guided networked motor vehicle which has a high degree of reliability.

According to a first aspect of the present invention, a method is proposed for determining the quality of data transmission of an infrastructure system for driving assistance in an at least partially automated and guided networked motor vehicle. According to the method, an infrastructure data signal is initially transmitted by the infrastructure system to at least one networked motor vehicle which is located in the surroundings monitored by the infrastructure system. Preferably, the infrastructure data signal is transmitted to a plurality of networked motor vehicles. The infrastructure data signal is received by the corresponding networked motor vehicle. According to the invention, the infrastructure data signal is evaluated by the computing unit of the respective motor vehicle with regard to the quality of the data transmission, and at least one quality parameter of the infrastructure data signal is ascertained therefrom. According to the invention, the data transmission quality of the infrastructure system is determined on the basis of at least one quality parameter of the infrastructure data signal.

In this context, "data transmission quality of the infrastructure system" is to be understood as a measure with which a networked motor vehicle provided with data transmission quality can determine whether the information sent by the infrastructure system to the networked motor vehicle is or not To what extent it can be used for partially or fully automated driving functions.

Preferably, the data transmission quality is ascertained based on at least one of the following quality parameters: latency of the infrastructure data signal and/or data rate of the infrastructure data signal and/or packet error rate of the infrastructure data signal and/or The signal-to-noise ratio of the infrastructure data signal and/or the bit error rate of the infrastructure data signal. These measurement variables can be extracted in a known manner from the received infrastructure data signals and in particular directly represent a measure of the current data transmission quality of the infrastructure system. For example, several of these quality parameters can be measured and the data transmission quality can be determined, for example, from a weighted combination of the quality parameters. Alternatively or additionally, at least one quality parameter can be used directly as a measure of the quality of the data transmission.

The determined data transmission quality can now be continued to be used by the motor vehicle. For example, the data transmission quality or a value representing the data transmission quality can be compared with a predetermined threshold value. Based on the result of the comparison, the motor vehicle can decide, for example, whether the environmental information sent by the infrastructure system is reliable and can be used for an at least partially automated driving function of the motor vehicle. If the data transmission quality is poor, i.e. the infrastructure data signal has high latency and/or a high error rate, it may no longer be possible to use the information contained in the infrastructure data signal for partially or fully automated driving functions. Ensure the safety of this driving function. This can be avoided, for example, by comparing the quality of the data transmission with minimum values predetermined, for example, by the type of partially or fully automated driving function and/or other parameters.

In a preferred embodiment of the invention in which the infrastructure data signal is transmitted to a plurality of motor vehicles, the plurality of motor vehicles each transmit the quality parameters determined thereby to the external computing unit. Thus, the external computing unit receives a plurality of quality parameters. From the received plurality of quality parameters and/or information aggregated therefrom (e.g., aggregated quality parameters), an infrastructure can be determined from the received plurality of quality parameters and/or the aggregated one or more quality parameters The aggregated data transfer quality of the system. This aggregated data transmission quality can be made available to the requesting motor vehicle via an external computer unit.

Due to the aggregation of the quality parameters sent by a plurality of motor vehicles by the external computing unit, outliers can advantageously be removed and, for example, an average value of a number of vehicle evaluations can be formed for a specific position or clock time of the surroundings. In this case, for example, machine learning algorithms can be used which can automatically learn the location- and/or time-dependence of the data transmission quality and can iteratively be compared with new measurements and improved.

Particularly preferably, ambient information transmitted by the infrastructure system and/or the motor vehicle can additionally be received by the external computing unit. Now, the determination of the aggregated data transmission quality of the infrastructure system can be made based on the aggregated quality parameters and the received environmental information.

The surrounding information is preferably detected by surrounding sensor systems of the respective motor vehicle and/or by infrastructure sensor systems of the infrastructure system, wherein the surrounding information includes in particular information about objects in the surroundings of the motor vehicle.

The infrastructure data signal sent by the infrastructure system can include, for example, environmental information about the road section monitored by the infrastructure system, on the basis of which information a driving assistance for the receiving motor vehicle can be carried out. An infrastructure data signal can include, for example, a list of objects.

The environmental information includes, for example, information about the number and position of vehicles or other objects in the surroundings of the infrastructure system, ie within the road section monitored by the infrastructure system. As a result, influences on the data transmission quality, such as the current traffic density, can be taken into account, so that the effectiveness of the determined aggregated data transmission quality is improved.

In a particularly preferred embodiment of the invention, in addition to at least one quality parameter, the respective motor vehicle also transmits the current time and/or its current position to the external computing unit.

In this way, the aggregated data transmission quality can preferably be determined as a function of position within the road section monitored by the infrastructure system and/or as a function of time. Thus, a time-dependent and/or location-dependent map of the road section monitored by the infrastructure system can be created. Advantageously, the quality of the data transmission can thus be provided to the requesting motor vehicle depending on the current time and/or the current position of the motor vehicle.

For this purpose, for example, the road area monitored by the infrastructure system can be spatially divided into a plurality of grid cells, wherein each grid cell is assigned a data transmission quality value which indicates the value for the corresponding grid cell aggregated data transfer quality. This results in a so-called heat map, from which areas or grid cells with high or low data transmission quality are directly identified. The grid cells can be chosen to be all the same size, for example a square with a side length of 1 meter. Alternatively, smaller grid cells can also be provided, for example, in certain areas of the monitored road section, eg particularly safety-critical, so that a higher resolution of the heat map is produced in these areas.

The data transmission quality of the infrastructure system determined according to the invention can preferably be used as a basis for an estimate of the future data transmission quality, which can be based on the data transmission quality or the aggregated data transmission quality location-dependently and/or time-dependently calculated. Additional information, such as current traffic information or environmental information, which is detected by the infrastructure system and/or one or more motor vehicles, can also be included in this estimation. Advantageously, therefore, an estimate of the data transmission quality of the infrastructure system at a future point in time can be provided to the requesting motor vehicle.

All in all, the present invention proposes an improved method for evaluating communication properties between infrastructure systems and vehicles and using this information (possibly taking additional input data into account) to estimate the near future.

According to a second aspect of the invention, an external computing unit is proposed which is designed to be used in the method according to the invention. The external computing unit includes a communication module, which is configured to receive quality parameters of infrastructure data signals from a plurality of motor vehicles. The external computing unit also includes an aggregation module, which is designed to aggregate the received quality parameters and determine an aggregated data transmission quality of the infrastructure system as a function of the aggregated quality parameters. The external computing unit is also designed to provide the determined data transmission quality to the requesting motor vehicle.

Preferably, the communication module of the external computing unit can additionally be configured to receive environmental information transmitted by the infrastructure system and/or the motor vehicle. The aggregation module is capable of determining an aggregated data transmission quality of the infrastructure system based on the aggregated quality parameters and the received context information.

The external computing unit can be configured, for example, as part of a cloud system or cloud backend. In this case, the transfer of the quality parameters to the external computing unit can take place, for example, via a wireless data connection, for example a cellular connection.

In an alternative embodiment, the external computer unit can be designed, for example, as part of the infrastructure system. The infrastructure system can include, for example, so-called roadside units. The roadside unit can comprise a communication unit which is designed to send infrastructure data signals to motor vehicles in the road section monitored by the infrastructure system and to receive various data from connected motor vehicles, in particular by the machine The quality parameters of the infrastructure data signal obtained by the EMU.

According to a third aspect of the invention, a computer program is proposed which, when run on a computer, implements the steps of the method according to the invention to be performed by an external computing unit.

According to a fourth aspect of the present invention there is proposed a method for infrastructure-assisted operation of an at least partially automated guided networked motor vehicle, wherein the motor vehicle receives environmental information from an infrastructure system, and wherein the The motor vehicle itself determines or receives the data transmission quality of the infrastructure system, in particular from an external computing unit according to the second aspect of the invention. The data transmission quality of an infrastructure system is determined according to the method according to the invention according to the first aspect of the invention. The motor vehicle is guided at least partially automatically as a function of the environmental information and the determined data transmission quality of the infrastructure system.

The expression "connected motor vehicle" includes a motor vehicle which has a suitable communication device with which the connected motor vehicle can exchange data with other road users, in particular with infrastructure systems. For this purpose, a wireless data connection is established via which the networked motor vehicle can send and/or receive data. Preferably a radio connection can be involved, for example a cellular connection or a direct wireless connection. Such communication between a motor vehicle and another traffic participant is also referred to as V2X or C2X communication.

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

"Assisted guidance" means that the driver of the motor vehicle permanently guides the motor vehicle either laterally or longitudinally. Corresponding further driving tasks, ie control of the longitudinal or transverse guidance of the motor vehicle, are carried out automatically. That is to say, during the auxiliary guidance of the motor vehicle, either the transverse guidance or the longitudinal guidance is automatically controlled.

"Partially automated guidance" means: in certain situations (e.g. driving on a motorway, driving in a parking lot, overtaking objects, driving in a lane determined by lane markings) and/or for a certain period of time automatically Controls the longitudinal and lateral guidance of the motor vehicle. The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle himself. However, the driver must permanently monitor the automatic control of longitudinal and transverse guidance so that manual intervention can be performed if required. The driver must be ready to take full control of the vehicle guidance at any time.

"Highly automated guidance" means: For a certain period of time, in certain situations (for example: driving on the highway, driving in a parking lot, overtaking objects, driving in a lane determined by lane markings) Longitudinal and lateral guidance of motor vehicles. The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle himself. The driver does not have to permanently monitor the automatic control of the longitudinal and transverse guidance in order to be able to intervene manually if required. If necessary, a takeover request is automatically output to the driver, in particular with sufficient time allowance for taking over control of the longitudinal and transverse guidance. Therefore, the driver must potentially be able to take over control of the longitudinal and transverse guidance. The boundaries of the automatic control of lateral guidance and longitudinal guidance are automatically identified. In highly automated guidance it is not possible to automatically achieve the least risky state in any initial situation.

"Fully automated guidance" means the automatic control of the longitudinal guidance and Lateral guidance. The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle himself. The driver does not have to monitor the automatic control of the longitudinal and transverse guidance in order to be able to intervene manually if required. Before the automatic control of the transverse and longitudinal guidance is terminated, the driver is automatically requested to take over the driving task (control of the transverse and longitudinal guidance of the motor vehicle), in particular with a sufficient time margin. If the driver does not take over the driving task, a return is automatically made to the least risky state. The boundaries of the automatic control of lateral guidance and longitudinal guidance are automatically identified. In all situations an automatic return to the least risky system state is possible.

Unmanned control or guidance means the automatic control of the motor vehicle independently of the specific application situation (e.g. driving on a motorway, driving in a parking lot, overtaking objects, driving in a lane defined by lane markings) longitudinal and lateral guidance. The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle himself. The driver does not have to monitor the automatic control of the longitudinal and transverse guidance in order to be able to intervene manually if required. Thus, for example, the longitudinal and lateral guidance of the vehicle is automatically controlled in all road types, speed ranges and environmental conditions. Thus, the driver's entire driving task is automatically taken over. A driver is therefore no longer required. The motor vehicle can thus also be driven from any starting position to any desired target position without a driver. Potential problems are resolved automatically, ie without driver assistance.

Remote control of the motor vehicle means remote control of the lateral and longitudinal guidance of the motor vehicle. This means, for example, that remote control signals for remote control of the transverse and longitudinal guidance are sent to the motor vehicle. Remote control is performed, for example, by means of a remote control.

Description of drawings

Embodiments of the present invention are described in detail with reference to the attached drawings.

FIG. 1 schematically shows an exemplary traffic situation, wherein the execution of a method according to a first embodiment of the invention is shown.

Fig. 2 exemplarily shows a heat map of data transmission quality of an infrastructure system generated according to an embodiment of the present invention.

FIG. 3 shows an exemplary illustration of a navigation map on which various infrastructure systems for driving assistance of an at least partially automated and guided networked motor vehicle are shown.

Fig. 4 shows a flowchart of a method according to a second embodiment of the present invention.

Fig. 5 schematically shows an external computing unit according to a third embodiment of the invention.

Detailed ways

In the following description of the embodiments of the present invention, the same elements are denoted by the same reference numerals, wherein a repeated description of these elements is omitted as necessary. The figures show only schematically the subject matter of the invention.

FIGS. 1 a ) and 1 b ) each show a simplified schematic view of a networked traffic system in which the method of a possible embodiment of the invention is carried out. The networked traffic system comprises networked motor vehicles 1 and an infrastructure system 2 which is arranged in a stationary or stationary manner in an environment 50 monitored by the infrastructure system 2 .

Networked motor vehicle 1 has a first communication device 17 . The infrastructure system 2 has a second communication device 15 . Data can be exchanged between the networked motor vehicle 1 and the infrastructure system 2 by means of the two communication devices 17 , 15 . In this case, the data exchange takes place, for example, via a data connection 11 which is based on radio transmission. For example, direct wireless connections (DSRC, C-V2X) or cellular connections (LTE, 5G, etc.) can be used here.

The motor vehicle 1 and the infrastructure system 2 can exchange arbitrary information via the data connection 11, such as preferably Cooperative Awareness Messages and/or Vulnerable Road User Awareness Messages and/or collective Perception Messages (CollectivePerception Messages). In order that networked motor vehicle 1 can assess the reliability of the information obtained in this way from infrastructure system 2 as best as possible, the data transmission quality of infrastructure system 2 is determined according to the invention.

In this example, a networked motor vehicle 1 is driving on a road section 20 monitored by an infrastructure system 2 and would like to use information from the infrastructure system 2 for an at least partially automated driving function, e.g. Object information of other vehicles 3 , 4 and 5 driving on 20 , which has been ascertained by the infrastructure system by means of environmental sensors 16 . For this purpose, the infrastructure system 2 sends an infrastructure data signal 30 to the motor vehicle 1 and the motor vehicle 1 receives the infrastructure data signal 30 . The infrastructure data signal 30 includes object information about the vehicles 1 , 3 , 4 and 5 , for example in the form of an object list 35 .

Motor vehicle 1 can now evaluate received infrastructure data signal 30 (indicated by arrow 42 ) by means of a suitable computing unit (not shown) and thereby ascertain at least one quality parameter of the infrastructure data signal. One or more quality parameters can be ascertained, for example, by determining the latency, data rate, packet error rate, bit error rate and/or signal-to-noise ratio (SNR) of the infrastructure data signal. The data transmission quality 40 of the infrastructure system 2 is determined on the basis of at least one quality parameter of the infrastructure data signal thus determined. The data transmission quality 40 can in particular depend on the location and the point in time at which the infrastructure data signal 30 has been received.

The networked motor vehicle 1 can now use the determined data transmission quality 40 in order, for example, to evaluate the quality or reliability of the information received by means of the infrastructure data signal 30 and to decide whether and how The received information is used for at least partially automated driving functions of motor vehicle 1 .

In a further preferred embodiment of the invention, the one or more quality parameters determined by motor vehicle 1 are transmitted to external computing unit 70 . This is shown schematically in Fig. 1b). In addition, motor vehicle 1 can likewise transmit to external computing unit 70 the position and time at which it has received infrastructure data signal 30 from which the one or more quality parameters have been determined. In this example, the external computing unit 70 is part of the cloud backend. For transmission, a data connection 12 is established between motor vehicle 1 and base station 60 . A data set 45 is transmitted to the base station 60 , which in this example includes the determined quality parameters of the infrastructure data signal 30 and the time of receipt and the position of the motor vehicle 1 at this time. The base station 60 transmits these data to the communication module 75 of the external computing unit 70 , wherein the external computing unit (cloud) is connected to the base station 60 eg via the Internet or directly by means of a cable connection. In addition, environmental information, ie, information about vehicles 3 , 4 , and 5 driving ahead, can be transmitted in this way to external computing unit 70 . Alternatively, however, these ambient information can also be sent from the infrastructure system 2 to the external computing unit 70 or cloud backend. The external computing unit can now provide the aggregated data transmission quality of the infrastructure system 2 to the requesting service or traffic participant (for example, a networked motor vehicle).

In the cloud 70 the transmitted data of many motor vehicles can be aggregated. By means of this large amount of information, for example, outliers can be removed, and a mean value can be formed for a number of vehicle evaluations for a determined position and/or time, and the aggregated data transmission quality can be ascertained therefrom. For example, it is conceivable that at a certain time of day ("rush hour") on a certain weekday there are a particularly large number of vehicles on the road and that the quality of the data transmission deteriorates as a result, since the radio channel is more heavily loaded with many vehicles. Utilize and thus can result in increased access times and more packet loss. In this case, for example, machine learning methods can be used which are able to automatically learn the correlations between position, time and data transmission quality, compare them iteratively with new measurements and improve them, for example. From the generated data, for example, the data transmission quality of the infrastructure system can then be provided locally (and over time), as shown by way of example in FIG. 2 .

A location-resolved representation of the data transmission quality of the infrastructure system 2 can be generated, for example, from the aggregated quality parameters by means of the external computing unit 70 . In the diagram shown by way of example in FIG. 2 , the area 50 monitored by the infrastructure system 2 is divided into a plurality of grid cells 310 , which can be embodied, for example, as squares with a side length of 1 meter. Other geometries and dimensions are conceivable and can be selected, for example, depending on the situation or according to the surroundings. By determining the data transmission quality in a position-dependent manner, each grid cell 310 can be assigned a specific value for the data transmission quality, which represents the average data transmission quality in this grid cell. In the example shown, grid cell 312 has a poor data transmission quality, whereas grid cell 314 has a good data transmission quality, for example. Furthermore, the values can be interpolated with the aid of neighboring cells for certain cells for which no data has been obtained. This results in a so-called “heat map” 300 , which can be transmitted as an aggregated data transmission quality to the requesting networked motor vehicle. In this case, the heat map can be created or transmitted within a certain clock time or alternatively independently of the clock time, depending on how drastically the quality of the data transmission in the area 50 varies during the day.

Alternatively or additionally, as shown in FIG. 3 , information about infrastructure systems 452 , 454 , 456 , 458 , 460 , 462 , 464 , 466 along the route 450 can be shown and issued in the navigation map 400 . warnings (eg when certain thresholds for data transmission quality are undershot). In the example shown, infrastructure system 458 has poor data transmission quality and is therefore marked accordingly, for example in colour. The networked and automated vehicle can then actively query the cloud backend for the data transmission quality of upcoming infrastructure systems, perhaps automatically alerted to infrastructure systems with poor data transmission quality.

Fig. 4 shows the flow of a possible embodiment of the combined method according to the invention, wherein firstly in the first phase 510 (training phase) the data transmission quality of the infrastructure system is determined, and in the second phase 520 (use phase) In the present invention, a networked motor vehicle is guided at least partially automatically with the aid of environmental information provided by an infrastructure system, the use of which depends on a previously determined data transmission quality of the infrastructure system.

In a first phase 510 , in step 512 , networked motor vehicle 502 moves into an area monitored by infrastructure system 506 . Motor vehicle 512 requests assistance using infrastructure system 506 and receives infrastructure data signal 517 from infrastructure system 506 in the form of a transmission. The infrastructure data signal 517 can, for example, include context information, for example in the form of a list of objects. In step 514 , infrastructure data signal 517 is evaluated by a computing unit of motor vehicle 502 and at least one quality parameter 516 of the infrastructure data signal is ascertained therefrom. The evaluation of infrastructure data signal 517 can take place, for example, with regard to latency and/or data rate and/or packet error rate and/or signal-to-noise ratio and/or bit error rate of the infrastructure data signal. The quality parameter can be ascertained as a function of the position and/or time of the motor vehicle.

At least one quality parameter 516 of the infrastructure data signal is transmitted from the motor vehicle 502 to the cloud backend 504 , optionally together with a location specification and/or a time specification. Additionally, infrastructure system 506 can transmit current environment information 518 , such as an environment model, to cloud backend 504 . In the cloud backend 504 the aggregated data transmission quality of the infrastructure system 506 is determined from the received information 516 , 518 .

In a second phase 520 , at a later point in time, in step 522 , networked motor vehicle 502 moves towards an area monitored by infrastructure system 506 . This can be the same motor vehicle 502 as in first phase 510 or a different networked motor vehicle 502 . Networked motor vehicle 502 requires information about the current or future data transmission quality of infrastructure system 506 for at least partially automated, infrastructure-assisted operation. To this end, networked motor vehicle 502 sends a corresponding request to cloud backend 504 in step 524 . Optionally, the cloud backend requests current environment information 528 from the infrastructure system 506, and derives the data transmission quality of the infrastructure system 506 from the aggregated data transmission quality determined in the first stage 510 and the current environment information 528 and communicate this estimate 526 to the motor vehicle 502 .

In order to be able to take current parameters such as traffic density into account in determining the data transmission quality, environmental information, such as an environmental model, should be sent to cloud backend 504 not only in training phase 510 but also in usage phase 520 . This transfer can be accomplished in two stages by infrastructure system 506 (as shown here) or alternatively by a motor vehicle. Context information for infrastructure systems 506 has the advantage that they are generally more extensive and of higher quality.

FIG. 5 schematically shows an external computing unit 600 which is designed as part of a cloud system. External computing unit 600 includes a communication module 620 which sets quality parameters for receiving infrastructure data signals from a plurality of networked motor vehicles 601 , 603 , 605 . Preferably, the networked motor vehicles 601, 603, 605 also transmit the position and/or the point in time, for example in the form of absolute or relative coordinates, at which the infrastructure data signal has been received by the corresponding motor vehicle 601, 603, 605 , at which point in time the infrastructure data signal has already been received by the respective motor vehicle 601 , 603 , 605 . Optionally, by means of the communication module 620 it is additionally possible to receive ambient information from the computing unit 600 which, for example, allows conclusions to be drawn about the traffic density in the area of the infrastructure system providing the corresponding infrastructure data signal. Such environmental information is received, for example, from one or more of networked motor vehicles 601 , 603 , 605 and or another data source 630 . This further data source 630 can be, for example, an infrastructure system.

External computing unit 600 includes an aggregation module 610 which is designed to aggregate the received quality parameters and determine an aggregated data transmission quality of the infrastructure system as a function of the aggregated quality parameters. In this case, further received data can be taken into consideration. In the example shown, the aggregation module 610 includes a machine learning (ML) module 624 that uses the received data to train a neural network. In a further module 622 an aggregated data transmission quality in the form of a heat map according to FIG. 2 can be generated from the received data. Here, the output of the machine learning module 624 can also be processed together. The aggregated quality parameters and/or the aggregated data transmission quality, for example in the form of a heat map, are stored in the storage unit 615 and are constantly updated. The aggregated data transmission quality can be provided by means of the communication module 620 from the storage unit, e.g. together with other information generated by the aggregation module, to the requesting motor vehicle or other participants, e.g. providing a map service of the navigation map according to FIG. 3 .

Claims (16)

1. A method for determining the data transmission quality of an infrastructure system (2, 506) for driving assistance in an at least partially automated guided networked motor vehicle (1, 502, 601, 603, 605), The method comprises the steps of: - sending an infrastructure data signal (30) to at least one vehicle (1, 502, 601, 603, 605) via the infrastructure system (2, 506) and via the corresponding vehicle (1, 502, 601, 603, 605 ) receiving said infrastructure data signal (30, 517); - analyzing (42) the infrastructure data signal (30, 517) by means of the computing unit of the respective motor vehicle (1, 502, 601, 603, 605) and thereby ascertaining the infrastructure data signal (30, 517) at least one quality parameter; - Determining a data transmission quality of said infrastructure system (2, 506) from at least one quality parameter of said infrastructure data signal (30, 517). 2. The method according to claim 1, wherein an infrastructure data signal (30) is sent to a plurality of motor vehicles (1, 502, 601, 603, 605), said method additionally comprising the steps of: - sending at least one quality parameter (516) by said respective motor vehicle (1, 502, 601, 603, 605) to an external computing unit (70, 504, 600), and by said external computing unit (70, 504, 600) receiving a plurality of quality parameters (516); - aggregate (516) received quality parameters of a plurality of motor vehicles (1, 502, 601, 603, 605) in said external computing unit (70, 504, 600); - determining the aggregated data transmission quality of said infrastructure system (2, 506) from the aggregated quality parameter (516); - The aggregated data transmission quality is provided to the requesting motor vehicle via the external computing unit (70, 504, 600). 3. The method according to claim 2, characterized in that the environmental information (518) sent by the infrastructure system (2, 506) and/or the motor vehicle is additionally sent by the external computing unit (70, 504 , 600) and determining the aggregated data transmission quality of the infrastructure system (2, 506) based on the aggregated quality parameters and the received context information (518). 4. The method according to any one of claims 1 to 3, characterized in that the data transmission quality is obtained based on at least one of the following quality parameters (516): the infrastructure data signal ( 30, 517) latency and/or data rate of said infrastructure data signal (30, 517) and/or packet error rate of said infrastructure data signal (30, 517) and/or said infrastructure data A signal-to-noise ratio of the signal (30, 517) and/or a bit error rate of said infrastructure data signal. 5. The method according to any one of claims 1 to 4, characterized in that the infrastructure data signal (30, 517) includes information on the road section (2, 506) monitored by the infrastructure system The environment information (35) of the received vehicle (1, 502, 601, 603, 605) is carried out on the basis of the environment information. 6. The method according to any one of claims 3 to 5, characterized in that via the environment sensing mechanism of the corresponding motor vehicle and/or via the infrastructure sensors of the infrastructure system (2, 506) sensing mechanism (1, 502, 601, 603, 605) to detect the environmental information (35), wherein the environmental information (35) especially includes 605) information on objects (3, 4, 5) in the environment. 7. The method according to any one of claims 2 to 6, characterized in that, in addition to the at least one quality parameter, the corresponding motor vehicle (1, 502, 601, 603, 605) also provides The external computing unit (70, 504, 600) transmits the current time and/or its current location. 8. The method according to claim 7, characterized in that the via Aggregated data transfer quality. 9. The method according to claim 8, characterized in that the road area (50) monitored by the infrastructure system (2, 506) is spatially divided into a plurality of grid cells (310), wherein each A data transmission quality value is assigned to each grid cell ( 310 ), which indicates the aggregated data transmission quality for the corresponding grid cell ( 310 ). 10. The method according to any one of claims 1 to 9, characterized in that an estimate ( 526). 11. An external computing unit (70, 504, 600) arranged to be used in a method according to any one of claims 1 to 10, said external computing unit comprising: - a communication module (75, 620) configured to receive quality parameters of infrastructure data signals from a plurality of networked motor vehicles (1, 502, 601, 603, 605), in particular by means of a base station (60 ); - an aggregation module (610) configured to aggregate the received quality parameters (516) and determine aggregated data of the infrastructure system (2, 506) as a function of the aggregated quality parameters (516) transmission quality; - wherein the external computing unit (70, 504, 600) is designed to provide the data transmission quality to the requesting motor vehicle (1, 502, 601, 603, 605). 12. The external computing unit (70, 504, 600) according to claim 11, characterized in that the communication module (75, 620) is additionally configured to receive information from the infrastructure system (2, 506) and / or environmental information (518) transmitted by the motor vehicle (1, 502, 601, 603, 605), especially by means of a base station (60), Furthermore, the aggregation module ( 610 ) is designed to determine the aggregated data transmission quality of the infrastructure system ( 2 , 506 ) as a function of the aggregated quality parameter ( 516 ) and the received environmental information ( 518 ). 13. The external computing unit (70, 504, 600) according to any one of claims 11 or 12, characterized in that the external computing unit (70, 504, 600) is configured as part of a cloud backend. 14. The external computing unit (70, 504, 600) according to any one of claims 11 or 12, characterized in that the external computing unit (70, 504, 600) is configured as the infrastructure system ( 2, 506), especially a part of the roadside unit. 15. A method for infrastructure-assisted operation of an at least partially automated guided networked motor vehicle (1, 502, 601, 603, 605), wherein the motor vehicle (1, 502, 601, 603 , 605) receiving environmental information (35) from an infrastructure system, wherein said motor vehicle (1, 502, 601, 603, 605) determines or receives data transmission quality of said infrastructure system (2, 506), in particular is from an external computing unit (70, 504, 600) according to any one of claims 11 to 14, wherein the infrastructure system (2, 506) is determined according to any one of claims 1 to 10 , wherein the motor vehicle (1, 502, 601, 603, 605) is guided at least partially automatically based on the environmental information (35) and the data transmission quality of the infrastructure system (2, 506) . 16. A computer program which, when said computer program is run on a computer, implements the method according to any one of claims 2 to 6 to be controlled by an external computing unit (70, 504, 600 ) steps to implement.

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