DE102019205249A1 - Method for the automatic guidance of a motor vehicle, driver assistance system and computer program product - Google Patents

Abstract

The invention relates to a method for automatically guiding a motor vehicle (2), namely a first motor vehicle (2) which has a first driver assistance system (10) with a first control unit (14) and with a first communication unit (16), with the first Control unit (14) planning a first driving maneuver for the first motor vehicle (2) and thereby determining a first planned trajectory for the first motor vehicle (2) and wherein a second driving maneuver for a second motor vehicle (4) is performed by means of the first control unit (14) which is located in the vicinity of the first motor vehicle (2) is planned and a second planned trajectory for the second motor vehicle (4) is determined.

Description

The invention relates to a method for automatically guiding a motor vehicle, namely a first motor vehicle, which has a first driver assistance system with a first control unit and with a first communication unit, with the first control unit being used to plan a first driving maneuver for the first motor vehicle and a first planned one Trajectory for the first motor vehicle is determined. The invention also relates to a driver assistance system and a computer program product.

The spread of driver assistance systems that support a driver in guiding or controlling a motor vehicle continues to increase. Some of the driver assistance systems already enable partially automatic vehicle guidance and driver assistance systems for fully automatic guidance of a motor vehicle are already being developed.

In the next development step, such driver assistance systems for fully automatic driving of a motor vehicle should then exchange information with one another in order to make the planning of automatic vehicle driving more effective. A suitable concept for this is in the DE 10 2015 221 817 A1 described.

The object of the present invention is to specify an advantageous method, an advantageous driver assistance system and an advantageous computer program product of the type mentioned at the beginning.

This object is achieved by a method with the features of patent claim 1, by a driver assistance system with the features of patent claim 9 and by a computer program product with the features of patent claim 10. The advantages and preferred embodiments cited with regard to the method can also be applied to the driver assistance system and / or the computer program product and vice versa. Advantageous configurations with expedient further developments of the invention are specified in the dependent claims.

The method according to the invention is used for the automatic, in particular completely automatic, guidance or control of a motor vehicle, namely a first motor vehicle which has a first driver assistance system with a first control unit and with a first communication unit. In the course of executing the method, the first control unit is used to plan a first driving maneuver for the first motor vehicle and a first planned trajectory for the first motor vehicle is determined or calculated. In addition, the first control unit is also used to plan a second driving maneuver for a second motor vehicle, which is located in the vicinity of the first motor vehicle, which is for example positioned within a radius of 200 m around the first motor vehicle, and a second trajectory for the second motor vehicle is determined or calculated.

The second motor vehicle expediently has a second driver assistance system with a second control unit and with a second communication unit, the second driver assistance system preferably having a scope of functions comparable to the first driver assistance system. This means that the first motor vehicle and the second motor vehicle could in principle, in principle, swap their roles in the method described here. Nevertheless, for the sake of simplicity, the method is always described below only from the perspective of the first motor vehicle, the first driver assistance system and the first control unit.

For the inventive concept, it is essential that the second driving maneuver for the second motor vehicle is also planned by means of the first control unit and that a second trajectory is determined or calculated for the second motor vehicle. Put simply, the method according to the invention differs from known methods according to the prior art in that no longer plans every motor vehicle, every driver assistance system or every control unit only for itself, i.e. one's own motor vehicle, but that now a motor vehicle, a driver assistance system or a Control unit is also planned at least temporarily for at least one further motor vehicle, driver assistance system or at least one further control unit and thus drafts a common plan for at least two motor vehicles, that is to say a master plan.

This motor vehicle, this driver assistance system or this control unit, i.e. in particular the first motor vehicle, the first driver assistance system or the first control unit, is therefore not only used for automatic vehicle guidance but also typically for a kind of traffic control and accordingly the first motor vehicle is the first driver assistance system or the first control unit is preferably designed to at least temporarily implement traffic regulation.

In this way, other risks in road traffic can be reduced, since as a result, to a lesser extent, unexpected and potentially problematic actions of others Road users have to react, because their future behavior is, so to speak, also planned.

In an advantageous development, depending on the traffic situation, the first control unit plans not only a first and a second driving maneuver but also at least one further driving maneuver for another motor vehicle and also determines or calculates at least one further planned trajectory in the course of this. In a typical application, the first control unit even plans for more than four motor vehicles or more than six motor vehicles. The first control unit preferably plans for all motor vehicles that are positioned in a predetermined radius of, for example, 200 m or 400 m around the first motor vehicle or are moving in this surrounding area. However, planning is expediently only planned for those motor vehicles which, like the first and the second motor vehicle, have a comparable driver assistance system with a control unit and with a communication unit.

A planned trajectory describes the future movement of the assigned motor vehicle, that is to say of the motor vehicle for which the planned trajectory is calculated, the associated planned driving maneuver being reproduced by the planned trajectory. The planned trajectory thus describes the future movement of the assigned motor vehicle, provided that the assigned vehicle executes the planned driving maneuver.

A distinction must be made between a planned trajectory and an estimated trajectory. An estimated trajectory is derived from a current position, a current speed and, if applicable, a current acceleration of a motor vehicle, with the corresponding variables being able to be recorded by measurement. This means that a motor vehicle, for example the first motor vehicle, can acquire the corresponding information by means of one or more environment sensors and, based thereon, can calculate one or more estimated trajectories for motor vehicles in its vicinity.

Depending on the method variant, it is definitely provided that the first motor vehicle has at least one environment sensor or one environment sensor system and that the first control unit determines or calculates an estimated trajectory for at least one motor vehicle in the environment of the first motor vehicle. Corresponding estimated trajectories are preferably determined or calculated for motor vehicles in the vicinity of the first motor vehicle that are not themselves designed for automatic vehicle guidance and / or that are not designed for communication with other motor vehicles, i.e. that have no comparable driver assistance system and / or none have comparable communication unit.

However, it is essential for the method according to the invention that a second driving maneuver is planned for at least one other motor vehicle in the vicinity of the first motor vehicle, i.e. at least for the second motor vehicle, and a planned trajectory is determined or calculated. For a planned driving maneuver, for example for the second planned driving maneuver, at least one steering movement and / or at least one speed adjustment is typically planned for the future and such information cannot be found or not represented in an estimated trajectory since such information comes from a current position , a current speed and a current acceleration cannot be derived.

Furthermore, the first driving maneuver and the second driving maneuver and, if applicable, all further planned driving maneuvers are expediently coordinated with one another, whereby a type of traffic control is also implemented. The coordination is based on one or more different criteria or objectives, depending on the process variant. A typical criterion here is an optimized traffic flow. Another useful objective is the lowest possible energy consumption. A combination of several objectives is particularly common.

A variant of the method is also preferred in which information is transmitted from the second motor vehicle to the first motor vehicle by means of the second communication unit, for example by using the 5G mobile radio standard. This information is then received by the first communication unit and made available to the first control unit. For example, the current position of the second motor vehicle, its current speed, its current acceleration and / or a destination of the second motor vehicle are transmitted as information.

In an advantageous development, such transmitted information is used as a basis for planning the second driving maneuver and typically also for planning the first driving maneuver or is taken into account in the planning. A driving maneuver or a sequence of driving maneuvers, in particular the exact route to be traveled, e.g. as a sequence of coordinates or as a sequence of steering and / or acceleration / deceleration commands, is then typically used in the first control unit for the motor vehicles, taking this information into account planned in the area. It is particularly taken into account that there are no collisions and that there are secondary Requirements such as driving comfort, travel time and energy consumption are taken into account.

It is also advantageous if the first motor vehicle and / or the second motor vehicle has or have at least one environment sensor or at least one environment sensor system. A corresponding environment sensor system is, for example, a system with one or more environment cameras, a distance radar system, a lidar system, etc.

Alternatively or in addition to this, the route traveled by the first motor vehicle or the traffic route traveled on advantageously has at least one environment sensor or at least one environment sensor system and a communication unit, with the aid of which information that is determined by means of the at least one environment sensor or by means of the at least one environment sensor system is sent to the first motor vehicle are transmitted, for example by using the aforementioned 5G mobile radio standard.

As already explained above, the second motor vehicle typically has the second driver assistance system with the second control unit and with the second communication unit. On this basis, a variant of the method is preferred in which the second planned trajectory or at least basic data for the second planned trajectory is transmitted from the first control unit to the second control unit via the second communication unit using the first communication unit, for example again using the 5G mobile radio standard is used to coordinate the second driving maneuver planned for the second motor vehicle with the second control unit. In this case, the second motor vehicle is given the opportunity to comment on the master plan, so to speak, that is to say to approve or reject it, for example.

The basic data for the second planned trajectory is preferably a data record that contains sufficient information to calculate a trajectory in the actual sense of this term based thereon. For this purpose, a corresponding data record contains, for example, a number of spatial points which are determined by coordinates, for example GPS coordinates, and to which points in time are assigned. As an alternative or in addition to this, a corresponding data record contains, for example, time information as well as control commands assigned to the time information for intervening in the vehicle control or vehicle guidance, that is, for example, steering interventions, braking maneuvers or acceleration maneuvers. Accordingly, the data record does not necessarily reproduce a trajectory even then, but a trajectory can be derived from it, that is to say in particular the second planned trajectory.

In an advantageous further development, the transmitted second planned trajectory or the basic data for the second planned trajectory are evaluated by means of the second control unit and a confirmation or rejection of the second driving maneuver and in particular the second planned trajectory is preferably subsequently sent by the second control unit by means of the second communication unit the first communication unit is transmitted to the first control unit.

If a rejection is transmitted, a change request and / or a type of reason is preferably transmitted with the rejection or as part of the rejection, for example with information that was used during the evaluation of the second planned trajectory or the basic data for the second planned trajectory by the second control unit have been taken into account and have led to the rejection of the second driving maneuver. For example, an indication that the second driving maneuver would lead to a collision, in particular between two motor vehicles, for example because a road user was not taken into account who, for example, was simply not (yet) recognized by the first motor vehicle. Corresponding information is, for example, information about the surroundings and, in particular, sensor data of an environment sensor or environment sensor system of the second motor vehicle and / or information that was transmitted to the second motor vehicle via the second communication unit. In particular, this is information that was not available to the first control unit at the time of planning the driving maneuvers and was therefore not taken into account. It is therefore regarded as advantageous that it is ensured that the first motor vehicle knows exactly why a trajectory was rejected, since this enables, among other things, a more effective and, in particular, faster coordination.

If a corresponding rejection and in particular a corresponding change request and / or a corresponding reason is transmitted to the first motor vehicle via the first communication unit, then this or these are advantageously subsequently evaluated by the first control unit. More preferably, a revised second driving maneuver is then planned by means of the first control unit based on the rejection and in particular based on the change request and / or the reason and a revised second planned trajectory is determined and in particular calculated and the revised second planned trajectory or at least basic data for the revised second planned trajectory then in turn transmitted from the first control unit to the second control unit by means of the first communication unit via the second communication unit. In most cases, a revised first driving maneuver is also planned, since the driving maneuvers are or are preferably coordinated with one another.

This coordination process is preferably continued until the second control unit uses the second communication unit to transmit approval to a driving maneuver planned for the second motor vehicle, ie a revised second planned driving maneuver, to the first motor vehicle. Subsequently, this revised second planned driving maneuver and the associated revised second planned trajectory in the second motor vehicle are then preferably used by the second control unit for autonomous guidance of the second motor vehicle. In addition, the revised first planned trajectory associated with this coordinated master plan in the first motor vehicle is used by the first control unit for autonomous guidance of the first motor vehicle.

In such a coordination process, various possibilities or variants of a master plan are discussed until a solution that is accepted by all parties is available, i.e. typically a solution that is feasible from everyone's point of view and, for example, is also advantageous with regard to driving comfort, travel time and / or environmental influences. Such a coordination process will often be necessary in practice because in many situations, especially with high traffic density, there will be at least one motor vehicle B which is taken into account in several such master plans at the same time. For example, a motor vehicle A driving 50 m in front of motor vehicle B could create a master plan for motor vehicles A and B, and a motor vehicle C driving 50 m behind motor vehicle B could create a master plan for motor vehicles B and C. To merge these two master plans , motor vehicle C will expediently transmit suitable change requests to motor vehicles A and C and thus initiate a coordination process. Because in the case of significant incompatibilities, e.g. A's original master plan can no longer be used, but this is not a problem, since maneuver information is constantly being re-assessed and recalculated. Due to today's fast data connections and processing units, none of this leads to delays in the flow of traffic.

If no coordination process takes place, the first planned trajectory in the first motor vehicle is expediently simply used by the first control unit for autonomous guidance of the first motor vehicle and the second planned trajectory is used in the second motor vehicle by the second control unit for autonomous guidance of the second motor vehicle.

As already explained above, the first control unit preferably not only plans a first and a second driving maneuver but preferably at least temporarily one or more further driving maneuvers for one or more further motor vehicles in the vicinity of the first motor vehicle. I.e. that typically more than two motor vehicles are taken into account during planning, for example more than four. The coordination process described above between the first motor vehicle in the second motor vehicle can also be easily transferred to the case that planning is being carried out for more than two motor vehicles and in such a case coordination is then preferably also carried out with the other motor vehicles, with each motor vehicle typically being used evaluates the trajectory assigned to him and planned for him and transmits the result of the evaluation to the first motor vehicle.

If it can now also be assumed that all motor vehicles in a certain area, for example along a section of a traffic route, have a comparable driver assistance system with a control unit and with a communication unit, according to a further embodiment variant, the use of classic traffic rules is at least partially and / or at least temporarily waived.

It should be noted here that currently known partially or fully autonomous driver assistance systems act similarly to human drivers, i.e. largely without communication with other vehicles or drivers. An exception are “vehicle indicators” for communicating an intention to turn, change lanes or stop and occasionally “wave past”. This largely communication-free vehicle control only works because there are explicit or implicit specifications according to which road traffic takes place. For example, there are lanes, traffic lights, laws, etc. that are defined by road markings that structure traffic. Such specifications, i.e. the classic traffic rules, limit the area of action, however, which leads to a suboptimal traffic flow, e.g. by prohibiting overtaking on the right for safety reasons.

The behavior between autonomous road users, such as the first and the second motor vehicle, is now no longer preferred primarily via such rigid specifications as lane markings, traffic lights and other classic ones Traffic rules, controlled, but preferably through constant, flexible and precise coordination between road users. As a result, the design of the traffic continuously adapts to the actually available vehicles and their planned routes. This can lead, for example, to the fact that in the case of rush hour traffic out of town, there are effectively more lanes available that lead out of town. Traffic lights become superfluous and, ideally, traffic does not come to a standstill at intersections, as vehicles form appropriate lanes or columns early on (there is no longer any right-hand driving requirement) or, when there is increased traffic, a roundabout can appear "spontaneously". Overall, the flow of traffic is improved, vehicles get to their destination faster and energy consumption is reduced. In a preliminary stage, this principle will only take place in blocked-off areas or on designated route sections instead of in the entire road traffic, e.g. in internal goods logistics without obstacles, e.g. road users who do not follow the procedure.

A variant of the method is also useful in which the first motor vehicle is at least temporarily assigned a master status that authorizes the first control unit to also plan driving maneuvers for one or more other motor vehicles.

In some cases, the assignment takes place quasi by the first motor vehicle itself. In this case, for example, the first motor vehicle works by default or automatically as a master or in master status as soon as it receives or receives no trajectories from another motor vehicle. If a second motor vehicle, in particular the second motor vehicle, comes within range, that is, enters a predetermined radius of action of the first motor vehicle or a detection area of an environment sensor of the first motor vehicle, which is operating as a slave or in a slave status at this point in time, it remains this usually in the slave status and the first motor vehicle then also takes over the planning of the driving maneuvers for this second motor vehicle.

If, alternatively, a second motor vehicle with master status approaches the first motor vehicle, the question arises of who will subsequently take over the planning, i.e. who will keep the master traffic jam and who will switch to slave status. There are different options here that are suitable for different scenarios. For example, it makes sense that the motor vehicle with the most effective control unit, ie in particular with the highest computing power and / or the latest software, receives the master status and that the other motor vehicle changes to the slave traffic jam.

However, it is also important, for example, which motor vehicle is currently in the more advantageous position and thus, for example, has the better sensor coverage by environment sensors, that is to say has the better "view". In the case of at least two motor vehicles driving in the same direction, the motor vehicle in front will generally take over the planning and thus retain the master status, since it is the surroundings / the area ahead and also other road users usually quasi first and based on the also tend to perceive shorter distances better. This is particularly emphasized by the fact that in road traffic it is usually more important, due to the risk of collision, what is happening in front of a motor vehicle, i.e. in the direction of travel, happens as what happens behind the vehicle. This means that there are fewer plan changes overall, i.e. coordinating a valid plan is faster, which is an advantage.

If, in principle, some motor vehicles have a better "view" than other motor vehicles, e.g. a truck with many high-mounted sensors (good overview), these preferably take on the master role or the master status.

It also makes sense if vehicles with a higher priority, such as ambulances, fire engines or police vehicles, preferably take on the master role, for example so that they do not have to constantly log in and out and always have to be rescheduled, but can instead implement their desired trajectory directly.

Overall, it will be preferred in practice that changes between master status and slave status will take place frequently, for example the assignment will change when a motor vehicle turns, new motor vehicles approach, motor vehicle groups are separated by traffic lights or cross traffic, etc. It should also be noted here that the aforementioned examples primarily relate to groups of motor vehicles driving in the same direction (if, for example, the lanes are separated as on a motorway). According to the invention, however, motor vehicles also cooperate which are not driving in the same direction and, for example, come towards each other, especially in slow city traffic. In some cases it is then also expedient for the motor vehicles with master status of two groups approaching each other to remain in their master status and to coordinate their master plans with one another through a coordination process.

According to a further variant of the method, the first motor vehicle is at least temporarily assigned a first priority rank and the second motor vehicle is assigned a second priority rank, The two priority ranks are taken into account when planning the first driving maneuver and the second driving maneuver. In the case of more than two motor vehicles, each motor vehicle is then typically assigned a priority rank, with the priority ranks of two of these motor vehicles being able to be the same or different.

In this case, for example, an ambulance, a fire engine or a police vehicle is assigned a higher priority than all other motor vehicles, at least if they are in use, so that it is ensured that such motor vehicles reach their destination in the shortest possible time. This means that the higher the priority level, the more important the progress of a motor vehicle is, and that this is taken into account in the planning. For example, buses are given a higher priority than passenger cars.

In an advantageous development, the priority ranks are dynamically adapted. If, for example, a motor vehicle is waiting at an intersection, it is preferably provided that its priority rank rises as the waiting time increases, so that the waiting time can be limited, for example.

The method according to the invention described above is preferably implemented or carried out with the aid of a driver assistance system, the driver assistance system, that is to say in particular the first driver assistance system, being installed or implemented in a motor vehicle, in particular in the first motor vehicle. I.e. that the driver assistance system, namely the first driver assistance system, is set up to carry out the method according to the invention in at least one operating mode. For this purpose, the first driver assistance system has a first control unit and a first communication unit.

It is also advantageous if the first driver assistance system has at least one environment sensor or at least one environment sensor system, that is to say in particular an environment sensor system of the type described above.

Furthermore, the method is preferably carried out by means of a computer program product which is stored or installed in the first control unit, for example.

• 1 schematisch und ausschnittsweise eine Verkehrssituation mit drei Kraftfahrzeugen auf einem Verkehrsweg.

Further advantages, features and details of the invention emerge from the claims, the following description of preferred embodiments and on the basis of the schematic drawing. It shows:

• 1 schematically and partially a traffic situation with three motor vehicles on a traffic route.

A variant of the method according to the invention described below by way of example is explained using a traffic situation that is shown in FIG 1 is shown schematically. This traffic situation shows three motor vehicles 2 , 4th , 6th , namely a first motor vehicle 2 , a second motor vehicle 4th and a third motor vehicle 6th running along a traffic route 8th move. At the traffic route 8th In the exemplary embodiment, it is a three-lane road, that is to say a road with three lanes or lanes, with each of the three lanes from one of the three motor vehicles 2 , 4th , 6th is driven on.

The first motor vehicle 2 furthermore has a first driver assistance system in this exemplary embodiment 10 on, with a first environment sensor 12 , with a first control unit 14th as well as with a first communication unit 16 . The first environment sensor represents here 12 a number of environment sensors and / or a sensor system for monitoring the environment of the first motor vehicle 2 , for example a radar system and / or one or more cameras around the area.

Next are the second motor vehicle 4th and the third motor vehicle 6th with comparable driver assistance systems 18th , 20th equipped, the second motor vehicle 4th a second driver assistance system 18th and that third motor vehicle 6th a third driver assistance system 20th . The second driver assistance system 18th and that third driver assistance system 20th analogous to the first driver assistance system 10 a second environment sensor 22nd or a third environment sensor 24 , a second control unit 26th or a third control unit 28 and a second communication unit 30th or a third communication unit 32 on.

In the exemplary embodiment, there is also the traffic route 8th with environment sensors 34 equipped as well as with communication units 36 , each with several environment sensors 34 together with a communication unit 36 form a functional unit in which the associated environment sensors 34 signaling with the associated communication unit 36 are connected. The communication unit 36 in turn are designed to communicate with the communication units 16 , 30th , 32 of the three motor vehicles 2 , 4th , 6th .

The driver assistance systems 10 , 18th , 20th of the three motor vehicles 2 , 4th , 6th are now each designed and set up to carry out the method described here, in particular in any role distribution. The procedure will however below, for the sake of simplicity, exclusively from the perspective of the first motor vehicle 2 described.

The first motor vehicle 2 now monitored using the first environment sensor 12 the surroundings of the first motor vehicle 2 . The first environment sensor 12 has a range of 300 m, for example, so that the surroundings of the first motor vehicle 2 within a radius of 300 m around the first motor vehicle 2 is captured. An action radius of 200 m and the first driver assistance system are also specified in the exemplary embodiment 10 is designed with all motor vehicles within the radius of action by means of the first communication unit 16 Get in touch with.

In the exemplary embodiment there is only the second motor vehicle 4th and the third motor vehicle 6th within the radius of action and no other vehicles. The two driver assistance systems 18th , 20th of the second motor vehicle 4th and the third motor vehicle 6th respond to the first contact and it is determined in a first data exchange which of the motor vehicle 2 , 4th , 6th subsequently receives master status at least for a period of time. A corresponding master status is given to that motor vehicle, for example 2 , 4th , 6th awarded its control unit 14th , 26th , 28 has the highest computing power. In the exemplary embodiment, this is the first motor vehicle 2 .

As long as the first motor vehicle 2 the master status is subsequently assigned and remains assigned, the first motor vehicle takes over 2 the planning for the automatic guidance of all three vehicles 2 , 4th , 6th . This is done by means of the first control unit 14th a first driving maneuver for the first motor vehicle 2 planned a second driving maneuver for the second motor vehicle 4th and a third driving maneuver for the third motor vehicle 6th , with the three maneuvers for the three vehicles 2 , 4th , 6th be coordinated.

The planning of the driving maneuvers is typically based on a large amount of information, such as the current positions of all three motor vehicles 2 , 4th , 6th , their current speeds, their current accelerations and / or their destinations. Unless corresponding information is in the first motor vehicle 2 exist, for example by means of the first environment sensor 12 are recorded by measurement, the information is via an information exchange between the motor vehicles 2 , 4th , 6th and / or between the first motor vehicle 2 and the traffic route 8th the first motor vehicle 2 made available. This is done by the first motor vehicle 2 Requests for corresponding information and / or by transmitting the information unsolicited.

In the course of planning the driving maneuvers, a first planned trajectory for the first motor vehicle is then created 2 , a second planned trajectory for the second motor vehicle 4th and a third planned trajectory for the third motor vehicle 6th determined and in particular calculated. The planned trajectories to the other motor vehicles are shown below 4th , 6th for which the first motor vehicle 2 the planning takes over, transmitted.

The second control unit 26th of the second motor vehicle 4th and the third control unit 28 of the third motor vehicle 6th subsequently evaluate the planned trajectories independently of one another. The evaluation concludes with a confirmation or a rejection of the planned trajectories to the first motor vehicle 2 is transmitted. Used by one of the motor vehicles 2 , 6th If a rejection is transmitted, a change request and / or a type of reason is also preferably transmitted with the rejection or as part of the rejection, for example an indication that the planned trajectories would lead to a collision between two motor vehicles.

Receives the first motor vehicle 2 now from at least one of the other motor vehicles 4th , 6th a rejection and in particular also a change request or reason, then the rejection and, if applicable, the change request or the reason in the first control unit 14th again evaluated and based on the change request, the planning is revised. This coordination process continues until all vehicles involved 2 , 4th , 6th agree to a plan, for example a set of trajectories with a revised first planned trajectory, with a revised second planned trajectory and with a revised third planned trajectory.

The use of these trajectories is then released and, as a result, the first driver assistance system then uses 10 the revised first planned trajectory for the autonomous guidance of the first motor vehicle 2 , the second driver assistance system 18th the revised second planned trajectory for the autonomous guidance of the second motor vehicle 4th and that third driver assistance system 20th the revised third planned trajectory for the autonomous guidance of the third motor vehicle 6th .

List of reference symbols

2

first motor vehicle

4th

second motor vehicle

6th

third motor vehicle

8th

Traffic route

10

first driver assistance system

12

first environment sensor

14th

first control unit

16

first communication unit

18th

second driver assistance system

20th

third driver assistance system

22nd

second environment sensor

24

third environment sensor

26th

second control unit

28

third control unit

30th

second communication unit

32

third communication unit

34

Environment sensor traffic route

36

Communication unit traffic route

QUOTES INCLUDED IN THE DESCRIPTION

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

Patent literature cited

• DE 102015221817 A1 [0003]

Claims (10)

Method for the automatic guidance of a motor vehicle (2), namely a first motor vehicle (2) which has a first driver assistance system (10) with a first control unit (14) and with a first communication unit (16), wherein the first control unit (14) a first driving maneuver is planned for the first motor vehicle (2) and a first planned trajectory is determined for the first motor vehicle (2), characterized in that a second driving maneuver for a second motor vehicle (4), which is located in the vicinity of the first motor vehicle (2) is planned and a second planned trajectory for the second motor vehicle (4) is determined. Procedure according to Claim 1 , characterized in that the second motor vehicle (4) has a second driver assistance system (18) with a second control unit (26) and with a second communication unit (30) and that the second planned trajectory or basic data for the second planned trajectory from the first control unit ( 14) is transmitted to the second control unit (26) by means of the first communication unit (16) via the second communication unit (30) for the purpose of coordinating the second driving maneuver planned for the second motor vehicle (4) with the second control unit (26). Procedure according to Claim 2 , characterized in that the transmitted second planned trajectory or the basic data for the second planned trajectory is evaluated by means of the second control unit (26) and that the second control unit (26) confirms or rejects the second by means of the second communication unit (30) planned trajectory is transmitted to the first control unit (14) via the first communication unit (16). Procedure according to Claim 3 , characterized in that the transmitted rejection contains a change request and / or a reason. Procedure Claim 3 or 4th , characterized in that the transmitted rejection is evaluated by means of the first control unit (14), that a revised second planned trajectory is determined by means of the first control unit (14) based on the transmitted rejection and that the revised second planned trajectory or basic data for the revised second planned trajectory is transmitted from the first control unit (14) to the second control unit (26) by means of the first communication unit (16) via the second communication unit (30). Method according to one of the Claims 1 to 5 , characterized in that the first planned trajectory or a revised first planned trajectory is used for automatic guidance of the first motor vehicle (2) by the first driver assistance system (10) and that the second planned trajectory or a revised second planned trajectory for automatic guidance of the second Motor vehicle (4) is used by the second driver assistance system (18). Method according to one of the Claims 1 to 6th , characterized in that the first motor vehicle (2) is assigned at least temporarily a master status which authorizes the first control unit (14) to plan driving maneuvers for several motor vehicles (2,4,6), i.e. at least the first driving maneuver for the first motor vehicle (2) and the second driving maneuver for the second motor vehicle (4). Method according to one of the Claims 1 to 7th , characterized in that the first motor vehicle (2) is at least temporarily assigned a first priority rank, that the second motor vehicle (4) is assigned a second priority rank at least temporarily and that the two priority ranks are taken into account when planning the first driving maneuver and the second driving maneuver . Driver assistance system (10) for a motor vehicle (2), namely a first motor vehicle (2), designed to carry out a method according to one of the preceding claims in at least one operating mode and having a control unit (14) and a communication unit (16), characterized in that that the control unit (14) is set up to plan a driving maneuver for the first motor vehicle (2) and a driving maneuver for a second motor vehicle (4) which is in the vicinity of the first motor vehicle (2) in at least one operating mode, with for the first motor vehicle (2) a first planned trajectory is calculated and a second planned trajectory is calculated for the second motor vehicle (4). Computer program product containing a program which can be executed on a data processing unit (14), in particular a control unit (14) of a motor vehicle (2), which automatically executes a method according to one of the preceding claims after it is started.

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