DE102019210218A1 - Traffic control in the area of an overlap or merging of at least two traffic routes - Google Patents

Abstract

The invention relates to a processor unit (10) for a system (8) for traffic control in the area of an overlap or merge (1) of at least two traffic routes (2, 3, 4, 5), with at least one vehicle (6, 7) in the Area of intersection or merging (1) of the at least two traffic routes (2, 3, 4, 5) and is in particular moving towards the intersection or merging (1) of the at least two traffic routes (2, 3, 4, 5). The processor unit (10) comprises a communication interface (11) and is set up to access a movement data record (14, 15) of a vehicle (6, 7) by means of the communication interface (11), the movement data record (14, 15 ) is assigned to the vehicle (6, 7) which is located in the area of the intersection or merging (1) of the at least two traffic routes (2, 3, 4, 5) and in particular to the intersection or merging (1) of the at least two Traffic routes (2, 3, 4, 5) closed. Furthermore, the processor unit is set up to determine a trajectory (T1 ', T2') based on the movement data set (14, 15) for the vehicle (6, 7), so that delays caused by the overlap or merging (1) are minimized, whereby required security specifications are taken into account. In this context, additional claims are directed in particular to a system (8), to a vehicle (6, 7), to a method and to a computer program product (13).

Description

The invention relates to a technology for traffic control in the area of an overlap or merging of at least two traffic routes. In this context, what is claimed is in particular a processor unit, a system, a computer program product and a method for traffic control in the area of an overlap or merging of at least two traffic routes.

From the EP 2 682 927 discloses a method of controlling traffic through the use of traffic lights at intersections, the traffic light being configured to show a green traffic signal or a red traffic signal. There is a detection and identification of vehicles which are approaching an intersection at predetermined limits with each approach to the intersection, these predetermined limits including a closer limit and a more distant limit. Vehicle detection nodes are installed in order to check the surrounding area of the intersection, whereby vehicles are equipped with identification tags. The surrounding area is checked with these detection nodes using radio frequency signals, a response being generated by the identification label with the code word with identification data of the vehicle that has come into the checked area. The response is received and decoded by the detection nodes. According to the EP 2 682 927 B1 the duration of the green traffic signal is set according to the time that both vehicles that have crossed the more distant limit of approach to the intersection during the red traffic signal and vehicles that could not cross the intersection during the previous green traffic signal need, to cross the closer limit of approach to the intersection.

Vehicles have to stop when the traffic lights indicate this, causing delays and possibly traffic jams. Likewise, vehicles for roundabouts have to brake or stop at a roundabout and wait for enough space to drive on. One object of the present invention can therefore be seen in enabling a more constant flow of traffic in all directions, reducing delays and ensuring a safe transition, in particular over an intersection. The object is achieved by the subjects of the independent claims. Advantageous embodiments are the subject of the dependent claims, the following description and the figures.

The present invention proposes a regulation of the autonomous vehicle traffic, in particular at intersections and / or roundabouts, so that an almost constant flow of traffic in all directions is possible with a simultaneous minimal adjustment of the speed of the vehicles. No traffic lights are required. To this end, the present invention provides a technology for traffic control, for example a minimally delayed AD traffic control for intersections and roundabouts. In this context, the abbreviation “AD” stands for the English-language technical term “Autonomous Driving” (in German: autonomous driving). In particular, a technology for controlling autonomously driving cars is thus provided. However, the present invention is not limited to the autonomous driving of vehicles, in particular not to the autonomous driving of vehicles that can control the flow of traffic in a self-organized manner. Rather, optimized individual routes can be calculated for each traffic situation, in which the traffic flow is to be controlled. In one embodiment, a processor unit calculates optimized individual routes or trajectories for each traffic situation in which the traffic flow is to be controlled and not organized by the autonomous vehicles themselves. Examples of a traffic situation for which a traffic flow can be controlled are intersections and roundabouts.

In this sense, according to a first aspect of the invention, a processor unit for a system for traffic control in the area of an intersection or merging of at least two traffic routes is proposed, with at least one vehicle in the area of the intersection or Merging of the at least two traffic routes is located and is in particular moving towards the intersection or merging of the at least two traffic routes. The processor unit comprises a communication interface and is set up to access a movement data record of a vehicle by means of the communication interface, the movement data record being assigned to the vehicle that is located in the area of the intersection or merging of the at least two traffic routes and is in particular on the Overlap or merge of the at least two traffic routes moved towards. Furthermore, the processor unit is set up to determine a trajectory for the vehicle based on the movement data set, so that delays caused by the overlap or merging are minimized, the required safety specifications being taken into account.

In one embodiment, several vehicles are located in the area of the intersection or merging of the at least two traffic routes and are moving in particular towards the intersection or merging of the at least two traffic routes. In this embodiment, the processor unit is set up to access movement data sets of several vehicles by means of the communication interface, with one movement data set being assigned to a vehicle that is located in the area of the intersection or merging of the at least two traffic routes and, in particular, of the intersection or merging which moves towards at least two traffic routes. Furthermore, the processor unit is set up to determine a trajectory for each of the vehicles based on the movement data records, so that delays caused by the overlap or merging are minimized, the required safety specifications being taken into account.

According to a second aspect of the invention, a system for traffic control in the area of an overlap or merging of at least two traffic routes is provided, with at least one vehicle being in the area of the intersection or merging of the at least two traffic routes and in particular on the intersection or merging of the at least two Traffic routes closed. The system comprises a processor unit according to the first aspect of the invention. In one embodiment, several vehicles are located in the area of the intersection or merging of the at least two traffic routes and are moving in particular towards the intersection or merging of the at least two traffic routes. The system proposed in the context of this invention can be referred to as an ADTC system. In this context, “ADTC” stands for “Autonomous Driving Traffic Control”. The processor unit of the ADTC system analyzes a current traffic situation and the intended destination of all road users. It calculates an optimal route (route and speed planning) so that delays, especially due to the intersection or the roundabout, are minimized and the traffic flows evenly in all directions. This optimized individual trajectory (waypoints in space and time) for each of the vehicles can be sent to each autonomously driving vehicle, which in turn is required to adhere to this sequence. Mechanisms can be implemented that enable the vehicles to be clearly identified and the trajectories to be assigned accordingly.

According to a third aspect of the invention, a vehicle is provided. The vehicle can comprise a processor unit according to the first aspect of the invention. Furthermore, the vehicle can comprise a driver assistance system, the driver assistance system being set up to access a trajectory for the vehicle by means of a communication interface, the trajectory from a processor unit according to the first aspect of the invention or from a system according to the second aspect of the invention has been determined. Optionally, the driver assistance system can be set up to control the vehicle based on the trajectory for the vehicle. Furthermore, the driver assistance system can be set up to output driving commands for a driver of the vehicle on a man-machine interface, e.g. on a display, the driving commands being based on the trajectory for the vehicle.

• - Zugreifen mittels einer Kommunikations-Schnittstelle einer Prozessoreinheit auf einen Bewegungsdatensatz eines Fahrzeugs, wobei der Bewegungsdatensatz dem Fahrzeug zugeordnet ist, das sich im Bereich der Überschneidung oder Zusammenführung der wenigstens zwei Verkehrswege befindet und sich insbesondere auf die Überschneidung oder Zusammenführung der wenigstens zwei Verkehrswege zubewegt, und
• - Ermitteln einer Trajektorie für das Fahrzeug basierend auf dem Bewegungsdatensatz mittels der Prozessoreinheit, sodass durch die Überschneidung oder Zusammenführung verursachte Verzögerungen minimiert werden, wobei geforderte Sicherheitsvorgaben berücksichtigt werden.

According to a fourth aspect of the invention, a method for traffic control in the area of an intersection or merging of at least two traffic routes is provided, with at least one vehicle in the area of the intersection or Merging of the at least two traffic routes is located and is in particular moving towards the intersection or merging of the at least two traffic routes. The procedure consists of the following steps:

• Accessing a movement data record of a vehicle by means of a communication interface of a processor unit, the movement data record being assigned to the vehicle which is located in the area of the intersection or merging of the at least two traffic routes and is in particular moving towards the intersection or merging of the at least two traffic routes, and
• - Determination of a trajectory for the vehicle based on the movement data set by means of the processor unit, so that delays caused by the overlap or merging are minimized, with required safety specifications being taken into account.

• - Zugreifen mittels einer Kommunikations-Schnittstelle einer Prozessoreinheit auf Bewegungsdatensätze mehrerer Fahrzeuge, wobei jeweils ein Bewegungsdatensatz einem Fahrzeug zugeordnet ist, das sich im Bereich der Überschneidung oder Zusammenführung der wenigstens zwei Verkehrswege befindet und sich insbesondere auf die Überschneidung oder Zusammenführung der wenigstens zwei Verkehrswege zubewegt, und
• - Ermitteln einer Trajektorie für jedes der Fahrzeuge basierend auf den Bewegungsdatensätzen mittels der Prozessoreinheit, sodass durch die Überschneidung oder Zusammenführung verursachte Verzögerungen minimiert werden, wobei geforderte Sicherheitsvorgaben berücksichtigt werden.

In one embodiment, several vehicles are located in the area of the intersection or merging of the at least two traffic routes and are moving in particular towards the intersection or merging of the at least two traffic routes. In this exemplary embodiment, the method comprises the following steps:

• Accessing movement data sets of several vehicles by means of a communication interface of a processor unit, with one movement data set being assigned to a vehicle that is located in the area of the intersection or merging of the at least two traffic routes and is in particular moving towards the intersection or merging of the at least two traffic routes, and
• - Determination of a trajectory for each of the vehicles based on the movement data sets by means of the processor unit, so that delays caused by the overlap or merging are minimized, the required safety specifications being taken into account.

According to a fifth aspect of the invention, a computer program product for traffic control in the area of an intersection or merging of at least two traffic routes, with at least one vehicle being in the area of the intersection or merging of the at least two traffic routes and in particular the intersection or merging of the at least two traffic routes moved towards. When executed on a processor unit, the computer program product instructs the processor unit to access a movement data record of a vehicle by means of a communication interface of the processor unit, the movement data record being assigned to the vehicle that is located in the area of the overlap or merging of the at least two traffic routes and is in particular moving towards the intersection or merging of the at least two traffic routes, and to determine a trajectory based on the movement data set for the vehicle, so that delays caused by the overlapping or merging are minimized, with required safety requirements being taken into account.

In one embodiment, several vehicles are located in the area of the intersection or merging of the at least two traffic routes and are moving in particular towards the intersection or merging of the at least two traffic routes. When executed on a processor unit, the computer program product in this embodiment instructs the processor unit to access movement data sets of several vehicles by means of the communication interface of the processor unit, with one movement data set being assigned to a vehicle that is located in the area of the overlap or merging of the at least two traffic routes is located and in particular is moving towards the intersection or merging of the at least two traffic routes. Furthermore, the computer program product, when it is executed on the processor unit, instructs the processor unit to determine a trajectory for each of the vehicles based on the movement data records, so that delays caused by the overlap or merging are minimized, with the required safety requirements being taken into account.

The following statements apply equally to the processor unit according to the first aspect of the invention, for the system according to the second aspect of the invention, for the vehicle according to the third aspect of the invention, for the method according to the fourth aspect of the invention and for the computer program product according to the fifth aspect of the invention. The following exemplary embodiments are partially described in connection with the scenario according to which several vehicles are located in the area of overlap or merging. However, these explanations also apply mutatis mutandis to the scenario according to which only a single vehicle is located in the area of the overlap or merge.

Based on the movement data records, a trajectory is determined for each of the vehicles, so that delays caused by the overlap or merging are minimized. This takes place with simultaneous consideration of the required security specifications (e.g. minimum distances). These can vary depending on the vehicle type, load, speed, etc.

The communication interface enables the exchange of data, specifically an exchange of data in particular between the processor unit on the one hand and the sensor unit of the system and the vehicles (or their communication interfaces) on the other.

In their entirety, the movement data sets result in a holistic representation of the current traffic situation in the area of the intersection or merging of the at least two traffic routes. The processor unit is set up to determine a trajectory for each of the vehicles based on the movement data sets. In particular, the trajectories of the vehicles are coordinated with one another in such a way that delays caused by the overlap or merging are minimized. This enables traffic to flow evenly in all directions. If it follows the trajectory determined for itself, each vehicle can move in such a way that its stops, decelerations (braking) and accelerations are minimized until they overlap or merge, in the intersection or merge and in a definable area after the overlap or merge will.

The trajectory feature can be understood as a path that the vehicle will follow in the future, for example within the next few seconds should. A speed profile can be assigned to the path, the speed profile being able to specify a target speed for each point along the path.

The traffic routes can in particular be streets or bicycle paths. The intersection of the at least two traffic routes can in particular be an intersection or a roundabout. The merging of the at least two traffic routes can be, for example, a threading lane. The feature “in the area” of the intersection or merging of the at least two traffic routes can be understood to mean a definable spatial area in front of and also behind the intersection or merging. The size of this area can, for example, be determined based on an influence which the intersection or merging has on the traffic flow. The size of the area can also be made dependent on the distance limit value from which a vehicle still has an influence on the traffic control within the overlap or merge. For example, the range can be a few meters, a multiple of 10 meters or a few hundred meters. The range can also be set to a size that is in the kilometer range. The size of the area can also be changed and adapted to the respective needs on site.

The vehicles are, for example, a motor vehicle such as an automobile (e.g. a passenger vehicle weighing less than 3.5 t), motorcycle, scooter, moped, bicycle, e-bike, bus or truck (bus and truck e.g. with a Weight of over 3.5 t). In other words, the invention can be used in all automotive areas. The vehicle can, for example, belong to a vehicle fleet. The vehicle can be controlled by a driver, possibly supported by a driver assistance system. However, the vehicle can also be controlled remotely or partially autonomously or autonomously, for example.

In a simple example, a first vehicle and a second vehicle can be located in the area of the overlap or merging of the at least two traffic routes, for example in the area of an intersection or in the area of a roundabout.

The first vehicle is moving towards the intersection or merge, e.g. on a first road that leads to the intersection or merge. The movement of the first vehicle can be described in a first movement data set. The first movement data record can contain a first identification data record which allows identification of the first vehicle. Furthermore, the first movement data set can contain information about a position, a speed and a planned trajectory of the first vehicle. For this purpose, the first vehicle can use a variety of sensor information, e.g. GNSS, radar, lidar, camera, IMU and odometry data.

The second vehicle is also moving towards the intersection or junction, e.g. on a second road that leads to the intersection or junction. The movement of the second vehicle can be described in a second movement data set. The second movement data record can contain a second identification data record which allows identification of the second vehicle. Furthermore, the second movement data set can contain information about a position, a speed and a second planned trajectory of the second vehicle. For this purpose, the second vehicle can use a variety of sensor information, e.g. GNSS, radar, lidar, camera, IMU and odometry data.

The respective identification data set (“Car ID”) includes data that enable a clear association between the vehicle and the identification data set. In this way, several vehicles can be distinguished from one another by means of the respective identification data set. In particular, each vehicle has its own unique identification data record. In other words, the identification data set is assigned to the vehicle and enables the vehicle to be clearly identified among several vehicles. The identification data record can for example include data from a license plate. However, this is just an example. Furthermore, the identification data record can also include, for example, a chassis number or a tax number of the vehicle. Alternatively, in a further embodiment, the vehicles can be assigned a unique car ID, so to speak, “internally” by the system of the present invention, without the vehicle in question being sent an identification data record.

The respective position of the vehicle can for example be determined by a module for position determination, e.g. a GNNS sensor, in particular a GPS sensor. Alternatively or additionally, a SLAM system with a camera, a lidar sensor or a radar sensor can also be used to determine the position. Other suitable technologies in this context are, for example, magnet systems or RFID tags.

The respective planned trajectory can be generated by a trajectory algorithm or a system for autonomous driving (common English term: Autonomous Driving System, or AD system for short). The AD system typically includes a module for environmental perception with sensors and a planning module. The planning module can comprise several levels, e.g. a navigation level on a larger scale (e.g. several km; a route from start to finish can be selected here) and a navigation level on a smaller scale (e.g. in the 50m to 100m ahead, depending on the speed of the vehicle; Here a choice of course and speed in the immediate vicinity of the vehicle is possible in order to determine how the vehicle should move in traffic). The planning module generates a planned trajectory that can be specified to a driver assistance system of the first and / or second vehicle for controlling the vehicle.

The first vehicle can transmit its first movement data set to the processor unit, which can access the first movement data set by means of the communication interface. In a similar way, the second vehicle can transmit its second movement data set to the processor unit, which can access the second movement data set by means of the communication interface. Alternatively or additionally, the processor unit can also - without the movement data sets having to be generated by the vehicles - access a sensor system which, alternatively or additionally, can generate the first movement data set of the first vehicle and the second movement data set of the second vehicle when the first vehicle and the second vehicle are located in a detection area of the sensor system.

Based on the first movement data set of the first vehicle and based on the second movement data set of the second vehicle, the processor unit can create an image of the traffic situation (traffic situation) in the area of the intersection or merging of the first road on which the first vehicle is moving and the second road on which the second vehicle is moving. The processor unit can determine whether, when and in which constellation the first vehicle and the second vehicle meet in the area of the intersection or merging of the first street and the second street. If, in a very simple example, the planned trajectories of the two vehicles do not overlap at all, then the vehicles can - without unnecessary braking and subsequent acceleration - move towards the roundabout, drive through the roundabout and continue on their journey after the roundabout.

In one embodiment, the at least one movement data set contains information about an identification, a position, a speed and a planned trajectory of the vehicle in question.

The movement data records can be generated by the vehicles themselves. The vehicles, which can in particular be autonomous vehicles, can be set up to make an estimate in particular of their current ego position and ego speed. For this purpose, the vehicle in question can use a variety of sensor information, e.g. GNSS, radar, lidar, camera, IMU and odometry data. This estimate of the current ego position and ego speed as well as the planned trajectory up to and a few meters after the overlap or merge can be sent to the system, e.g. via WiFi.

In a further embodiment, the ADTC system is set up to take cyber security aspects into account and to enable secure communication.

The ADTC system can have a sensor system (centralized and / or distributed in nodes) that enables it to identify the autonomous vehicles, measure their position and speed and thus obtain a holistic internal representation of the current traffic situation. Thus, in one embodiment, the sensor system is set up to identify vehicles in the area of an overlap or merge of at least two traffic routes, to determine their position and their speed and to generate a system-based movement data set for each of the vehicles based on corresponding information. To this end, the sensor system can have one, several or all of the following technologies (sensor types): radar, lidar, camera, ultrasound or another suitable technology.

The ADTC can have a single or multiple sensors with associated communication nodes, even at a greater distance from, in particular, the intersection or the roundabout itself, which enables longer-term planning. In this sense, the sensor system can be arranged centrally in one position or distributed in several positions.

A variant of the invention is an ADTC system without a sensor system, which in particular only focuses on accurate ego position estimates and ego It is based on vehicle speed estimates in order to create its internal representation of the current traffic situation. In this sense, the processor unit can be set up to use the communication interface to access vehicle-based movement data sets of the vehicles, the vehicle-based movement data sets having been generated by the vehicles themselves, and to determine a trajectory for each of the vehicles based on the vehicle-based movement data sets, so that Delays caused by the overlap or merging are minimized, taking into account required security targets.

In a further embodiment, the communication interface of the system receives the ego position estimate and speed estimate of the autonomous vehicles. The ADTC system compares the objects detected by its scanning system and identifies the autonomous vehicle that is communicating. In this sense, the processor unit is set up in a further embodiment to compare the vehicle-based movement data records with the system-based movement data records and, based on the vehicle-based movement data records and on the system-based movement data records, to determine a trajectory for each of the vehicles, so that caused by the overlap or merging Delays is minimized, while required security requirements are taken into account.

• 1 eine Draufsicht auf einen Kreisverkehr, auf den sich zwei Fahrzeuge zubewegen,
• 2 eine Seitenansicht eines der Fahrzeuge nach 1.

In the following, exemplary embodiments of the invention are explained in more detail with reference to the schematic drawing, the same or similar elements being provided with the same reference symbols. Here shows

• 1 a top view of a roundabout towards which two vehicles are moving,
• 2 a side view of one of the vehicles according to 1 .

1 shows an overlap or merging of several traffic routes. In the exemplary embodiment shown, the intersection or merging is a roundabout 1 , and at the traffic routes around a first street 2 , a second street 3 , a third street 4th and around a fourth street 5 (counting clockwise, starting at "three o'clock" with the first street). The streets 2 to 5 spread out in a star shape from the roundabout 1 from or all lead to the roundabout 1 .

On the first street 2 there is a first vehicle 6th in a first position P1 who have favourited the first vehicle 6th can determine for example by means of a GPS sensor. The first vehicle 6th drives at a first speed v1 on the roundabout 1 to, being the first vehicle 6th a first planned trajectory T1 follows (a planned course of the first vehicle is shown 6th , where the first trajectory T1 additionally includes a first speed profile along the planned course). The first trajectory T1 provides that the first vehicle 6th into the roundabout 1 drives in and the roundabout 1 at the next exit, leaving the first vehicle 6th his ride on fourth street 5 continues.

On the second street 3 there is a second vehicle 7th on a second position P2 who have favourited the second vehicle 7th can determine for example by means of a GPS sensor. The second vehicle 7th travels at a second speed v2 on the roundabout 1 to, being the second vehicle 7th a second planned trajectory T2 follows (a planned course of the second vehicle is shown 7th , where the second trajectory T2 additionally includes a second speed profile along the planned course). The second trajectory T2 provides that the second vehicle 7th into the roundabout 1 drives in and the roundabout 1 at the next exit, leaving the second vehicle 7th his ride on the first street 2 continues.

The first vehicle 6th can be an autonomously driving vehicle, for example a motor vehicle in the form of a passenger vehicle, and the second vehicle 7th can also be an autonomously driving vehicle, for example also a motor vehicle in the form of a passenger vehicle. This means that the vehicles 6th , 7th the respectively given trajectories T1 , T2 can follow autonomously without the intervention of a driver of the respective vehicle 6th , 7th need. Alternatively, the drivers of the vehicles 6th , 7th can also be supported by a driver assistance system, the respectively planned trajectory T1 , T2 to follow semi-autonomously. Furthermore, only one of the vehicles can 6th , 7th or none of the vehicles at all 6th , 7th autonomously or partially autonomously - as described above - can be operated.

The second vehicle is located in the exemplary embodiment shown 7th in the first position P1 closer to the roundabout 1 than the first vehicle 6th (which is in the second position P2 located) so that the second vehicle 7th as the first vehicle in the roundabout 1 retracts when both vehicles 6th , 7th their planned trajectory T1 , T2 consequences. When the first vehicle 6th the trajectory T2 of the second vehicle 7th is not known, then the first vehicle 6th before the roundabout 1 slow down (stop, or at least its speed v1 significantly lower) to the second vehicle 7th the opportunity to give his ride through the roundabout 1 continue as the second vehicle 1 (for legal reasons) has right of way and the first vehicle 6th in the through 1 shown traffic situation does not yet know that of the second vehicle 7th over the roundabout 1 on the first street 2 wants to get to and not on third street 4th or on fourth street 5 . Braking the first vehicle 6th however, if unnecessary, the driving time of the first vehicle increases 6th and guides through the braking and the subsequent acceleration (after it has been recognized that the second vehicle 7th turns or wants to turn) leads to an increased energy expenditure for the first vehicle 6th .

The roundabout 1 is with a system 8th for traffic control in the area of the roundabout 1 equipped (ADTC system 8th ). The system is in the exemplary embodiment shown 8th in the middle of the roundabout 1 which, however, is purely exemplary. The system 8th comprises in the example shown hardware in the form of a sensor system 9 , a processor unit 10 , a communication interface 11 and a storage unit 12 and software in the form of a computer program product 13 . The computer program product 13 can be on the storage unit 12 be saved. The processing unit 10 can by means of the communication interface 11 on the storage unit 12 and to the computer program product stored thereon 13 access so that the computer program product 13 on the processor unit 10 can be carried out in order to carry out the method steps described below or to ensure the functionalities described below.

The sensor system 9 can - how through 1 shown - be arranged in a centralized manner, but alternatively also distributed in several nodes (e.g. on one of the streets 2 , 3 , 4th , 5 so join the roundabout 1 approaching vehicles and their trajectories can be recognized). The sensor system 9 enables, for example, (partially) autonomous vehicles 6th and 7th to identify their position and speed and thus a holistic internal representation of the current traffic situation in the area of the roundabout 1 to obtain.

The sensor system 9 has a range that enables both vehicles 6th , 7th in their through 1 and 2 to capture the positions shown. The range can be in the range of a few hundred meters, for example.

The movement of the first vehicle 6th can in a first vehicle-based movement data set 14th to be discribed. The first vehicle-based movement data set 14th can have a first identification record ID1 contain, which is an identification of the first vehicle 6th allowed under several vehicles. Furthermore, the first movement data record 14th the first position P1 , the first speed v1 and the planned first trajectory T1 of the first vehicle 6th contain. The first vehicle-based movement data set 14th can through the first vehicle 6th to be generated. For this purpose, the first vehicle can use a variety of sensor information, for example GNSS, radar, lidar, camera, IMU and odometry data. Corresponding sensors can be on the first vehicle 6th be arranged.

Furthermore, the sensor system 9 of the system 8th for traffic control in the area of the roundabout 1 a first position P10 and a first speed v10 of the first vehicle 6th determine as well as the first vehicle 6th identify. The sensor system can do this 9 include one, more, or all of the following technologies: radar, lidar, camera, ultrasound, or any other suitable technology. Corresponding information (first identification data record ID10 , first position 10 , first speed v10 ) can in a first system-based movement data record 140 be summarized.

The movement of the second vehicle 7th can in a second vehicle-based movement data set 15th to be discribed. The second movement record 15th can have a second identification record ID2 contain, which is an identification of the second vehicle 7th allowed under several vehicles. Furthermore, the second movement data record 15th the second position P2 , the second speed v2 and the planned second trajectory T2 of the second vehicle 7th contain. The second movement record 15th can through the second vehicle 7th to be generated. The second vehicle can do this 7th Use a variety of sensor information, such as GNSS, radar, lidar, camera, IMU, and odometry data. Corresponding sensors can be installed on the second vehicle 7th be arranged.

Furthermore, the sensor system 9 of the system 8th for traffic control in the area of the roundabout 1 a second position P20 and a second speed v20 of the second vehicle 7th determine as well as the second vehicle 7th identify. The sensor system can do this 9 include one, more, or all of the following technologies: radar, lidar, camera, ultrasound, or any other suitable technology. Corresponding information (second identification data record ID20 , second position 20th , second speed v20 ) can in a second system-based movement data set 150 be summarized.

The first vehicle 6th can use its vehicle-based first movement data set 14th to the Processor unit 10 transmit which by means of the communication interface 11 on the first movement data record 14th can access. Similarly, the second vehicle 7th its vehicle-based second movement data set 15th to the processor unit 10 transmit which by means of the communication interface 11 on the second movement data record 15th can access. Using the communication interface 11 can the processor unit 10 also to the system-based movement data sets 140 , 150 access it with the corresponding vehicle-based movement data sets 14th , 15th can compare.

Based, for example, on the vehicle-based first movement data set 14th of the first vehicle 6th and based on the vehicle-based second movement data set 15th of the second vehicle 7th can the processor unit 10 an overview of the traffic situation in the area of the roundabout 1 create. Knowing the planned trajectories T1 , T2 can the processor unit 10 determine that the planned trajectories T1 , T2 of the two vehicles 6th , 7th do not overlap at all.

Based, for example, on the vehicle-based movement data sets 14th , 15th can be the processor unit for the first vehicle 6th a first system trajectory T1 ' and for the second vehicle 7th a second system trajectory T2 ' determine. The first system trajectory T1 ' and the second system trajectory T2 ' are coordinated in such a way that the roundabout 1 caused deceleration (in the present case: braking and acceleration of the first vehicle 6th ) is avoided or minimized. Specifically, in that 1 The example shown shows the course developments T1 , T2 of the vehicles 6th , 7th to be kept. As for the speed profiles of the vehicles 6th , 7th along the course of the course T1 , T2 is concerned, the first vehicle can be braked 6th before the roundabout 1 (around the second vehicle 7th to let happen) can be waived. The second vehicle too 7th can within the framework of what is permitted and physically possible (physical driving restrictions) at a relatively high speed through the roundabout 1 be directed.

The processing unit 10 can be the first system trajectory T1 ' by means of the communication interface 11 to the first vehicle 6th to transfer. Furthermore, the processor unit 10 the second system trajectory T2 ' by means of the communication interface 11 to the second vehicle 7th to transfer.

The first vehicle 6th can be based on the received first system trajectory T1 ' autonomous or semi-autonomous on the roundabout 1 closed and through the roundabout 1 and on a stretch after the roundabout 1 be driven. The second vehicle 7th may similarly based on the received second system trajectory T2 ' autonomous or semi-autonomous on the roundabout 1 closed and through the roundabout 1 and on a stretch after the roundabout 1 be driven.

If at least one of the vehicles is 6th , 7th is a non-autonomous driving vehicle, the optimized system trajectories T1 ' and T2 ' also to a man-machine interface of the vehicle concerned 6th , 7th be transmitted, for example to a display unit such as screen or head-up display, in order to instruct the driver of the vehicle accordingly.

2 shows an example of details of one of the two vehicles 6th , 7th out 1 . The following is 2 in connection with the first vehicle 6th explained. However, these statements also apply mutatis mutandis to the second vehicle 7th . The vehicle 6th includes a driver assistance system 16 . The driver assistance system 16 can by means of a communication interface 17th on an optimized trajectory T1 ' for the vehicle 6th access, taking the trajectory T1 ' from the processor unit 10 of the ADTC system 8th as has been determined above in connection with 1 has been described.

The driver assistance system 16 can the vehicle 6th still based on the trajectory T1 ' for the vehicle 6th control, in particular autonomously or partially autonomously. Furthermore, the driver assistance system 16 Driving commands for a driver 18th of the first vehicle 6th output on a man-machine interface, with the travel commands on the trajectory T1 ' for the first vehicle 6th based. The human-machine interface can be a display unit, for example 19th act that in a center console of the first vehicle 6th can be arranged. Alternatively, the human-machine interface can also be a head-up display.

List of reference symbols

ID1

vehicle-based identification data record first vehicle

ID2

vehicle-based identification data record first vehicle

ID10

system-based identification data record for the first vehicle

ID20

system-based identification data set for the second vehicle

T1

planned trajectory first vehicle

T2

planned trajectory first vehicle

T1 '

trajectory determined by the system for the first vehicle

T2 '

trajectory determined by the system for the second vehicle

P1

vehicle-based position first vehicle

P2

vehicle-based position of the second vehicle

P10

system-based position of the first vehicle

P20

system-based position of the second vehicle

v1

vehicle-based speed first vehicle

v2

vehicle-based speed of the second vehicle

v10

vehicle-based speed first vehicle

v20

vehicle-based speed of the second vehicle

1

Roundabout

2

first Street

3

second Street

4th

third street

5

fourth street

6th

first vehicle

7th

second vehicle

8th

system

9

Sensor system

10

Processor unit

11

Communication interface

12

Storage unit

13

Computer program product

14th

vehicle-based first movement data set

15th

second movement data record

16

Driver assistance system

17th

Communication interface

18th

driver

19th

Display unit

20th

Center console

140

system-based first movement data set

150

system-based second movement data set

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

• EP 2682927 [0002]
• EP 2682927 B1 [0002]

Claims (15)

Processor unit (10) for a system (8) for traffic control in the area of an intersection (1) or merging of at least two traffic routes (2, 3, 4, 5), with at least one vehicle (6, 7) in the area of the intersection ( 1) or the merging of the at least two traffic routes (2, 3, 4, 5) and is in particular moving towards the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5), the processor unit (10) comprises a communication interface (11) and is set up to - To access a movement data record (14; 15) of a vehicle (6; 7) by means of the communication interface (11), the movement data record (14; 15) being assigned to the vehicle (6; 7) located in the area of the overlap (1) or merging of the at least two traffic routes (2, 3, 4, 5) is located and in particular is moving towards the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5), and - To determine a trajectory (T1 '; T2') based on the movement data set (14; 15) for the vehicle (6; 7) so that delays caused by the overlap (1) or merging are minimized, with the required safety requirements being taken into account. Processor unit (10) Claim 1 , whereby several vehicles (6; 7) are in the area of the intersection (1) or merging of the at least two traffic routes (2; 3; 4; 5) and are in particular on the intersection (1) or merging of the at least two traffic routes (2 ; 3; 4; 5), the processor unit (10) being set up to - access movement data sets (14; 15) of several vehicles (6; 7) by means of the communication interface (11), one movement data set (14 ; 15) is assigned to a vehicle (6; 7) which is located in the area of the intersection (1) or merging of the at least two traffic routes (2; 3; 4; 5) and is in particular on the intersection (1) or merging of the at least two traffic routes (2; 3; 4; 5) moved towards, and - based on the movement data sets (14; 15) for each of the vehicles (6; 7) to determine a trajectory (T1 ';T2') so that the intersection (1) delays caused or merging are minimized w ground, taking into account the required safety specifications Processor unit (10) Claim 1 or 2 , the at least one movement data set (14; 15) each relating to information relating to - an identification (ID1; ID2), - a position (P1; P2), - a speed (v1; v2) and - a planned trajectory (T1; T2) of the vehicle in question (6; 7). Processor unit (10) Claim 2 or 3 , the movement data sets (14; 15) being generated by the vehicles (6; 7) themselves. System (8) for traffic control in the area of an intersection (1) or merging of at least two traffic routes (2, 3, 4, 5), with at least one vehicle (6, 7) in the area of the intersection (1) or merging of at least two traffic routes (2, 3, 4, 5) is located and in particular is moving towards the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5), the system (8) comprising a processor unit (10) after any of the preceding claims. System (8) according to Claim 5 , whereby several vehicles (6; 7) are in the area of the intersection (1) or merging of the at least two traffic routes (2; 3; 4; 5) and are in particular on the intersection (1) or merging of the at least two traffic routes (2 ; 3; 4; 5) to move. System (8) according to Claim 6 The system comprising a sensor system (9), the sensor system (9) being set up to - vehicles (6; 7) in the area of an intersection (1) or merging of at least two traffic routes (2, 3, 4, 5) identify, determine their position (P1; P2) and their speed (v1; v2) and - based on corresponding information, generate a system-based movement data set (140; 150) for each of the vehicles (6; 7). System (8) according to Claim 7 wherein the sensor unit (9) has at least one of the following sensor types, namely - a radar sensor, - a lidar sensor, - a magnetic field sensor, - an RFID sensor, - a camera sensor and - an ultrasonic sensor. System (8) according to Claim 7 or 8th , wherein the sensor unit (9) is arranged centrally in one position or distributed in several positions. System (8) according to Claim 6 , wherein the processor unit (10) is set up to - access vehicle-based movement data sets (14; 15) of the vehicles (6; 7) by means of the communication interface (11), the vehicle-based movement data sets (14; 15) have been generated by the vehicles (6; 7) themselves, and - based on the vehicle-based movement data sets (14; 15) for each of the vehicles (6; 7) a trajectory (T1 ';T2') to be determined so that delays caused by the overlap (1) or merging are minimized, taking into account required security specifications. System (8) according to Claim 10 and after one of the Claims 7 to 9 , wherein the processor unit (10) is set up to - compare the vehicle-based movement data records (14; 15) with the system-based movement data records (140; 150), and - based on the vehicle-based movement data records (14; 15) and based on the system-based movement data records (140; 150) to determine a trajectory (T1 ';T2') for each of the vehicles (6; 7) so that delays caused by the overlap (1) or merging are minimized, the required safety specifications being taken into account. Vehicle (6; 7) comprising a driver assistance system (16), the driver assistance system (16) being set up to access a trajectory (T1 '; T2') for the vehicle (6; 7) by means of a communication interface (17) , the trajectory (T1 '/ T2') having been determined by a processor unit (10) according to one of the preceding claims. Vehicle (6; 7) after Claim 12 , wherein the driver assistance system (16) is set up to control the vehicle (6; 7) based on the trajectory (T1 ';T2') for the vehicle (6; 7) or drive commands for a driver (18) of the vehicle ( 6; 7) on a man-machine interface (19), the travel commands based on the trajectory (T1 ';T2') for the vehicle (6; 7). Method for traffic control in the area of an intersection (1) or merging of at least two traffic routes (2, 3, 4, 5), with at least one vehicle (6, 7) in the area of the intersection (1) or merging of the at least two traffic routes ( 2, 3, 4, 5) and is in particular moving towards the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5), the method comprising the steps: - Accessing a movement data record (14; 15) of a vehicle (6; 7) by means of a communication interface (11) of a processor unit (10), the movement data record (14; 15) being assigned to the vehicle (6; 7) which is in the area of the intersection (1) or the merging of the at least two traffic routes (2, 3, 4, 5) and in particular is moving towards the intersection (1) or the merging of the at least two traffic routes (2, 3, 4, 5), and - Determination of a trajectory (T1 '; T2') for the vehicle (6; 7) based on the movement data set (14; 15) by means of the processor unit (10), so that delays caused by the overlap (1) or merging are minimized, with required security specifications are taken into account. Computer program product (13) for traffic control in the area of an intersection (1) or merging of at least two traffic routes (2, 3, 4, 5), with at least one vehicle (6, 7) in the area of the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5) and is in particular moving towards the intersection (1) or merging of the at least two traffic routes (2, 3, 4, 5), the computer program product (13), when it is on a processor unit (10) is executed, instructs the processor unit (10), - To access a movement data record (14; 15) of a vehicle (6; 7) by means of a communication interface (11) of the processor unit (10), the movement data record (14; 15) being assigned to the vehicle (6; 7) which is in the area of the intersection (1) or the merging of the at least two traffic routes (2, 3, 4, 5) and in particular is moving towards the intersection (1) or the merging of the at least two traffic routes (2, 3, 4, 5), and - To determine a trajectory (T1 '; T2') based on the movement data set (14; 15) for the vehicle (6; 7) so that delays caused by the overlap (1) or merging are minimized, with the required safety requirements being taken into account.

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