DE102012011994A1 - Method for cooperatively controlling traffic conditions of motor cars, involves transmitting current driving information from first vehicle to second vehicle, where intentional handling of first vehicle adapts handling of second vehicle - Google Patents

Abstract

The method involves exchanging information between two vehicles (FE, F1, F2) by using a car-to-car (C2C)-communication system (K) to handle driving behavior of the vehicles. Current driving information is transmitted from the first vehicle to the second vehicle of the two vehicles, so that intentional handling of the first vehicle adapts handling of the second vehicle. Receipt of the information over the intentional handling of the first vehicle is acknowledged by using the C2C-communication to the first vehicle, where the receipt comprises current position information of the second vehicle. The information is environment sensor data, driver condition data, driver intent data, vehicle status data and status data of assistance systems and safety systems.

Description

The invention relates to a method for supporting driver assistance and / or safety functions of motor vehicles by means of communication between the participating motor vehicles according to the preamble of claim 1 and the use of the method in an ACC driver assistance system and / or a pre-crash system according to the preamble of claim 10.

Currently, a cooperative behavior of a driver in traffic is only possible by interpreting the behavior of other road users. For this, the future driving behavior must be communicated to the outside world. This can be done for example by an actuation of the vehicle turn signal or when a road user performs an action that can be predicted by the driver from experience in the future, as is the case, for example, by driving over the lane marking when exiting on the highway.

The problem here is that the interpretation of the situation and the reaction of the driver depend on his prior knowledge and usually only a small amount of information is available. Very often the intention of road users or a critical situation for another vehicle is not recognizable in time for the own driver, so that he reacts too late or wrongly. In this case, many accidents could be avoided by a cooperative driving behavior, for example, an early deceleration could allow a Noteinscheren another road user in their own lane. This problem can not be solved by environmental sensors such as radar, laser scanner or camera systems. They can recognize objects, but they can not predict the behavior, the driver's condition or the driver's intention.

Currently, communication systems between road users are under development, in which information is exchanged between the road users, usually motor vehicles, via a radio link, the information of the respective other road users serving to control or influence one's own driving behavior. Such communication systems are referred to as car-to-car communication systems or C2C systems for short, although a designation C2X systems is also used if the data exchange can also take place with an infrastructure. Sensor data of an ego vehicle are transmitted to the further vehicles, so that the further vehicles can use the sensor data of other vehicles for detecting the traffic situation in addition to their own internal sensor data. Thus, the participating vehicles have the opportunity to cooperatively regulate and / or plan the further development of the traffic situation. The exchange of information takes place via a short-term radio network, for example a WLAN radio network, which several traffic participants can temporarily establish within a given subscriber radius with each other.

The publication EP 2 164 059 A1 discloses a method for controlling a traffic situation in which two or more vehicles are involved, the traffic situation being detected by the sensors of the individual vehicles and the data relating to the detected traffic situation of the individual vehicles being exchanged between the vehicles. As a result, common data is provided for the vehicles, whereby the trajectories of the individual vehicles can be cooperatively controlled taking into account the common data and whereby a further development of the traffic situation can be planned.

From the publication EP 2 169 649 A1 For example, a method for providing a recommendation regarding the performance of an overtaking maneuver is known. In this case, a vehicle approaching a preceding vehicle is supplied with route information of the preceding vehicle by means of C2C communication in order to plan an overtaking maneuver. The driver is given the recommendation to refrain from the overtaking maneuver, if it results from the supplied route information that the preceding vehicle is leaving the track in real time, that is, for example, turns off the road.

Furthermore, from the document DE 10 2008 061 303 A1 a method for controlling a motor vehicle is known, in which a data exchange takes place by means of C2C communication with neighboring vehicles. From the received data, a distance to a preceding vehicle to be observed is calculated, and the distance thus calculated is used as a direct default for a driver assistance system, such as an ACC assistance system, where the ACC travel path can be used to filter the data of the neighboring vehicles.

A disadvantage of the known methods and systems is that the behavior of drivers in the vicinity of vehicles and their intentions are not recognizable. Nor can the emergence of critical situations be taken into account.

The invention is therefore based on the object to improve the cooperative behavior of road users.

This object is achieved by a method having the features of claim 1 and by the Use of the method in an ACC driver assistance system and / or a pre-crash system with the features of claim 10. Preferred embodiments of the invention are the subject of the dependent claims.

In the method according to the invention for cooperatively controlling a traffic situation with at least two vehicles, which exchange information between the at least two vehicles by means of a C2C communication system, the exchanged information serving to influence the driving behavior of the vehicles involved is used as information to be exchanged in addition to the current driving behavior and current driving information transmitted from a first vehicle intended driving behavior to a second vehicle of the at least two vehicles. Based on the information about the intended driving behavior, the second vehicle adapts its driving behavior to the intended driving behavior of the first vehicle. With the communication of the intended driving behavior, such as braking, acceleration or lane change, therefore, the other vehicles can adjust early on the behavior of the intended driving behavior propagating vehicle and adjust their own driving behavior accordingly. Through such cooperative behavior critical driving situations are defused or even not arise.

The second vehicle preferably checks whether it is possible to regulate its driving behavior taking into account the intended driving behavior of the first vehicle, and in the case of a positive check informs the first vehicle that an execution of the intended driving behavior is possible.

More preferably, the intended driving behavior includes a lane change of the first vehicle. A lane change and a cooperative behavior of the other road users often makes it possible to defuse a critical situation.

Preferably, the adaptation of the driving behavior of the second vehicle of the at least two vehicles takes place by means of an acceleration or a deceleration. It is also possible that the second vehicle in turn makes a lane change.

More preferably, the intended driving behavior is in the form of a predictive trajectory. If this predictive trajectory, ie the intended trajectory, is transmitted in addition to the intended driving behavior, the adaptation of the second vehicle to the intended behavior of the first vehicle can be carried out with greater accuracy.

The information about the intended driving behavior transmitted from the first vehicle to the second vehicle preferably also includes a recommendation for the driving behavior of the second vehicle. In this way, the second vehicle immediately learns what behavior would be an optimal response to the intended drivability of the first vehicle, thereby further enhancing cooperative behavior.

More preferably, the second vehicle acknowledges receipt of the information about the intended driving behavior of the first vehicle by means of C2C communication to the first vehicle. In other words, there may be some sort of handover between the vehicles involved to ascertain whether the information about the intended driving behavior has arrived at the other road users and whether the other road users are also capable of the intended driving behavior react.

More preferably, the acknowledgment comprises information about the current position of the second vehicle. Based on the position information, the first vehicle can more precisely carry out its intended driving behavior since it knows the current position of the vehicle or vehicles involved in the traffic situation.

Preferably, the information to be exchanged further comprises environment sensor data, driver condition data, driver intent data, vehicle condition data and status data of assistance systems and safety systems, as well as position information.

Preferably, the use of the method described above in an ACC driver assistance system and / or a pre-crash system of a motor vehicle with a C2C Kommmunikation, which widens the range of application of these systems and dangers are reduced.

An early communication of the vehicle / driver behavior of vehicles ahead on the highway thus enables a comfort-oriented ACC control in the deceleration and acceleration range.

Furthermore, early communication of the vehicle / driver behavior of preceding or following vehicles constitutes their reaction in the event of a pre-crash intervention sure that the regulation of the pre-crash system in its own vehicle is adapted accordingly.

Another advantage is the enhanced information base for security systems, early intervention in active security functions, cooperative intervention in active assistance and security functions, and preconditioning of active and passive security systems.

Preferred embodiments of the invention are explained below with reference to the drawings. It shows

1 an example of a cooperative behavior in a first lane change situation,

2 an example of a cooperative behavior in a second lane change situation,

3 an example of cooperative behavior in a first pre-crash situation, and

4 an example of cooperative behavior in a second pre-crash situation.

1 shows an example of a cooperative behavior in a traffic situation, which is formed from the three vehicles ego vehicle EF, first foreign vehicle F1 and second foreign vehicle F2. In other words, in the traffic situation, three vehicles EF, F1, F2 are involved and the three vehicles EF, F1, F2 in this example move on a lane FB of a highway or highway-like road, consisting of a left lane FL and a right lane FR. In this case, the first foreign vehicle F1 runs on the right lane FR on the slower moving second foreign vehicle F2, which is symbolized by the short driving trajectory TF2 of the second foreign vehicle F2, which should also represent a measure of the speed of the second foreign vehicle.

The on the right lane FR on the second foreign vehicle F2 accruing first foreign vehicle F1 can on the one hand reduce its own speed, in other words brakes, or make a lane change to the left lane FL to avoid deceleration. However, since on the left lane FL from behind with higher speed approaches the ego vehicle EF, which is represented by the longer driving trajectory TEF of the ego vehicle, an excursion to the lane change would possibly lead to a collision or at least create a critical driving situation for the ego vehicle EF.

The ego vehicle EF is equipped with an ACC system, which is represented symbolically by the forward-facing environment sensor S1. By means of a C2C communication K, which is represented symbolically as wavefronts from the first foreign vehicle F1 to the ego vehicle EF, the ego vehicle EF and the first foreign vehicle F1 communicate and transmit mutually information and data. Since the first foreign vehicle F1 runs onto the second foreign vehicle, its ACC and lane change system assistance system (not shown) would slow down the first foreign vehicle F1. In order to avoid this, the first foreign vehicle F1 transmits its intended driving behavior, ie the lane change request, to the ego vehicle EF. This transmission of the intended driving behavior may include the transmission of the intended trajectory TF1 or may be effected by the transmission of the intended trajectory TF1. The ego vehicle EF checks the intended handling behavior as to whether a collapse of the first foreign vehicle is possible if the ACC system of the ego vehicle EF reduces its own speed. If this is possible, then this is communicated to the first foreign vehicle F1 by means of the C2C communication and the ego vehicle EF lowers the airspeed so far that the first foreign vehicle F1 can perform a safe lane change along the trajectory TF1 and can pass the slower second foreign vehicle F2.

By early communication of the intended driving behavior or the intended driving maneuver, a cooperative behavior can be achieved and the ego vehicle EF decreases the speed so that the first foreign vehicle F1 can perform the intended driving maneuver.

2 shows a second example of a cooperative behavior for a traffic situation on a highway or motorway-like driving road FB with two lanes FL, FR similar to that of the one formed by three vehicles EF, F1, F2 1 , Here is a slower second foreign vehicle F2 with the driving trajectory TF2 on the right lane and is overtaken by a faster first foreign vehicle F1 on the left lane FL. In the left lane, the first foreign vehicle F1 approaches the ego vehicle EF at a higher speed than the first foreign vehicle F1, which is to be grounded by the travel vector or the driving trajectory TEF of the ego vehicle EF. There is a C2C communication K between the ego vehicle EF and the first foreign vehicle F1, where the ego vehicle EF notifies the first foreign vehicle F1 of its higher travel speed and its desire to maintain this speed. Since the passing process of the first foreign vehicle F1 will be completed soon, the first foreign vehicle. F1 the left lane FL through a lane change maneuver along leave the predicted or intended trajectory TF1, so that the ego vehicle EF must maintain its speed or reduce it only for a short time. If a speed reduction of the ego vehicle EF was necessary, the desired speed, ie the adjusted ACC speed, can be reached again by a suitable acceleration after the first foreign vehicle F1 has changed to the right lane FR.

Instead of the lane change of the first vehicle F1, as an alternative it is also possible for the first vehicle F1 to adapt its speed to the speed of the ego vehicle EF and to increase the speed.

3 shows an example of a cooperative behavior between multiple vehicles EF, F1, F2 in a pre-crash situation on a highway or motorway-like road with a directional roadway FB with the two right and left lanes FR, FL. The present traffic situation presents itself as a pre-crash situation, since there is an obstacle in the form of, for example, a second foreign vehicle F2 which has remained lying on the right lane FR. The obstacle in the form of the stationary foreign vehicle F2 approaches the ego vehicle EF with forward-facing environment sensor system S1, which detects the presence of the obstacle second foreign vehicle F2 and activates the pre-crash system of the ego vehicle EF. Further, on the left lane FS of the highway-like lane FB, another vehicle approaches at high speed, represented by the travel vector TF1, in the form of a first foreign vehicle F1. In the example of 3 is the ego vehicle EF equipped with a rear-facing environment sensor S2 and therefore can the rear traffic, ie in the example, the approaching first foreign vehicle F1, and observe its behavior.

The pre-crash system of the ego vehicle EF must now decide the question of whether a braking of the ego vehicle EF is initiated, which could possibly lead to a collision KL, or if an evasive maneuver should be performed. In order to be able to perform a safe avoidance maneuver, the first foreign vehicle F1 is informed about the intended driving behavior of a lane change on the left lane FL by means of the C2C communication K, the intended driving behavior in 3 is represented by the intended driving trajectory TEF. The first foreign vehicle F1 can then adapt its own driving behavior accordingly. This can be done by reducing the speed, for example by means of an ACC system, or by a suitable braking maneuver of the pre-crash system. Which measure the first foreign vehicle F1 executes, of course, depends on its speed and its distance to the vehicle EF. It is essential that the exchange of information via C2C communication takes place as early as possible in order to overcome the critical situation as unspectacular as possible.

4 shows another example of cooperative behavior between multiple vehicles EF, F1, F2 in a pre-crash situation on a highway or motorway-like road with a directional roadway FB comprising right and left lanes FR, FL. The traffic situation corresponds to the 4 that of the 3 with changed role distribution between the ego vehicle EF and the first foreign vehicle F1. In this example, the ego vehicle EF is located on the left lane FL and a first foreign vehicle F1 located on the right lane runs onto an obstacle in the form of a stationary second foreign vehicle F2. The pre-crash system of the first foreign vehicle F1 can initiate an emergency braking, which can lead to a collision KL in unfavorable conditions, or an evasive maneuver with a lane change along the left lane along the trajectory TF1, with which the stationary obstacle F2 dodged becomes.

By the C2C communication, the ego vehicle EF is communicated that the first foreign vehicle F1 wants to perform a lane change along the trajectory TF1 due to a pre-crash situation and the ego vehicle EF is to adapt its driving behavior accordingly. The course of the pre-crash maneuver can be configured in various stages. For example, the ego vehicle EF can only be informed as to how the pre-crash maneuver will be executed, that is, whether a lane change will be performed or not, so that the ego vehicle EF in turn, d. H. whose pre-crash system needs to take appropriate action. However, the maneuver can also be configured such that within a predetermined time window, a response of the ego vehicle EF to the message via C2C communication of the first foreign vehicle F1 is awaited before the first foreign vehicle F1 takes its measures in the pre-crash situation and one Lane change is performed. The time window must be configured correspondingly small in order to carry out the planned pre-crash measure.

LIST OF REFERENCE NUMBERS

• EF

  Egofahrzeug

  F1

  Foreign vehicle 1

  F2

  Foreign vehicle 2

  FB

  roadway

  FR

  Lane right

  FL

  Lanes on the left

  S1

  Environment sensor ego vehicle front area

  S2

  Environment sensor ego vehicle rear area

  S3

  Sensor system first vehicle front area

  K

  C2C communication

  TEF

  Trajectory ego vehicle

  TF1

  Trajectory foreign vehicle 1

  TF2

  Trajectory foreign vehicle 2

  KL

  collision

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• EP 2164059 A1 [0005]
• EP 2169649 A1 [0006]
• DE 102008061303 A1 [0007]

Claims (10)

A method for cooperatively controlling a traffic situation with at least two vehicles which exchange information by means of a C2C communication system, the exchanged information serving to influence the driving behavior of the vehicles involved, characterized in that as information to be exchanged, in addition to the current driving behavior and current driving information, one of a first vehicle (EF, F1) intended driving behavior to a second vehicle (EF, F1) of the at least two vehicles (EF, F1, F2) is transmitted, and the second vehicle (EF, F1) its driving behavior to the intended driving behavior of the first vehicle (EF, F1) adapts. A method according to claim 1, characterized in that the second vehicle (EF, F1) checks whether a control of its driving behavior taking into account the intended driving behavior of the first vehicle (EF, F1) is possible, and in a positive check the first vehicle (EF , F1) that execution of the intended driving behavior is possible. Method according to one of the preceding claims, characterized in that the intended driving behavior includes a lane change. Method according to one of the preceding claims, characterized in that the intended driving behavior in the form of a predictive trajectory (TEF, TF1) is present. Method according to one of the preceding claims, characterized in that the adaptation of the driving behavior of the second vehicle (EF, F1) of the at least two vehicles (EF, F1, F2) by an acceleration or a deceleration or a lane change takes place. Method according to one of the preceding claims, characterized in that the information about the intended driving behavior transmitted by the first vehicle (EF, F1) to the second vehicle (EF, F1) further comprises a recommendation for the driving behavior of the second (EF, F1) vehicle , Method according to one of the preceding claims, characterized in that the second vehicle (EF, F1) acknowledges receipt of the information about the intended driving behavior of the first vehicle (EF, F1) by means of C2C communication to the first vehicle (EF, F1). A method according to claim 7, characterized in that the acknowledgment information about the current position of the second vehicle (EF, F1). Method according to one of the preceding claims, characterized in that the information to be exchanged further comprises environment sensor data, driver condition data, driver intent data, vehicle condition data and status data of assistance systems and safety systems. Use of the method according to one of the preceding claims in an ACC driver assistance system and / or a pre-crash system of a motor vehicle with a C2C communication.

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