DE102019218467A1 - Method for operating an automated vehicle group - Google Patents

Abstract

A method for operating an automated vehicle group (100), comprising the steps: - Sensory detection of a vehicle (20) driving outside a lane of the vehicle group (100) by a first participant (10a ... 10n) of the vehicle group (100) and a second participant (10a ... 10n) of the vehicle group (100) following third participant (10a ... 10n) of the vehicle group (100); and- transmitting the sensor-recorded data of the vehicle (20) driving outside the lane of the vehicle group (100) from the first participant (10a ... 10n) to one, in particular all, participants (10a ... 10n) of the vehicle group (100 ).

Description

The invention relates to a method for operating an automated vehicle group. The invention also relates to a control device for performing the method. The invention also relates to a network of control devices. The invention also relates to a computer program. The invention also relates to a machine-readable storage medium.

State of the art

Systems are known in which vehicles form automated convoys (so-called vehicle platoons), particularly on motorways. Here vehicles collect one behind the other and drive over limited periods of time at a uniform speed at close intervals. The coordination of the formation, maintenance and dissolution of a vehicle platoon takes place via vehicle-to-vehicle communication. Approaches are known which, via vehicle-to-vehicle communication, allow all vehicles in the platoon to start or stop together (traffic jam platoon with common longitudinal control). This results in a strong improvement in the flow of traffic and, in the case of existing traffic jams, the potential to resolve them more quickly. Driving together in a platoon can also save fuel and avoid rear-end collisions.

Significant fuel savings can be achieved by means of platooning. The vehicles drive so closely behind one another that they have to be coupled with one another via an "electronic drawbar", i.e. they have to communicate with one another in real time, e.g. for the transmission of steering and braking signals.

DE 10 2015 223 241 A1 discloses a control unit for assisting overtaking maneuvers, wherein an overtaking vehicle and a possible obstacle such as oncoming traffic is identified and a specific cut-in place is created within the column.

WO 2017 048 165 A1 discloses a communication system for vehicles for overtaking a platoon standing for information exchange regarding a planned overtaking maneuver. An overtaking vehicle can be integrated into a gap, which can lead to a division of the column.

DE 10 2012 005 245 A1 discloses a process for overtaking a platoon with optionally integrating a vehicle into a gap in the platoon.

Floris Remmen et al. "Cut-in Scenario Prediction for Automated Vehicles", 2018 IEEE International Conference on Vehicular Electronics and Safety (ICVES), September 12-14, 2018 , Madrid, Spain discloses a method for predicting cut-in maneuvers in an automated vehicle group.

Disclosure of the invention

One object of the invention is to provide an improved method for operating an automated vehicle group.

• - Sensorisches Erfassen eines außerhalb einer Fahrspur des Fahrzeugverbunds fahrenden Fahrzeugs durch einen einem ersten Teilnehmer des Fahrzeugverbunds und einem zweiten Teilnehmer des Fahrzeugverbunds nachfahrenden dritten Teilnehmer des Fahrzeugverbunds; und
• - Übermitteln der sensorisch erfassten Daten des außerhalb der Fahrspur des Fahrzeugverbunds fahrenden Fahrzeugs von dem ersten Teilnehmer an einen, insbesondere alle, Teilnehmer des Fahrzeugverbunds.

According to a first aspect, the object is achieved with a method for operating an automated vehicle group, comprising the steps:

• - Sensory detection of a vehicle driving outside a lane of the vehicle group by a third participant of the vehicle group following a first participant of the vehicle group and a second participant of the vehicle group; and
• - Transmission of the sensor-recorded data of the vehicle driving outside the lane of the vehicle group from the first participant to one, in particular all, participants in the vehicle group.

The vehicle is therefore traveling in a lane that is different from the lane used by the participants in the vehicle group.

In this way, a cut-in that is not in the field of vision of a sensor system can be detected early and its data can be transmitted to all participants in the vehicle group. In this way, the stability of the vehicle assembly is advantageously significantly improved because, for example Rear-end collisions within the vehicle group are excluded as far as possible. According to a second aspect, the object is achieved with a control device which is designed to carry out the proposed method.

According to a third aspect, the object is achieved with a network of control devices.

According to a fourth aspect, the object is achieved with a computer program.

According to a fifth aspect, the object is achieved with a machine-readable storage medium.

Advantageous developments of the method are the subject of the dependent claims.

An advantageous development of the method provides that the vehicle traveling outside or off the lane of the vehicle group cuts in or will cut in between the first and the second participant in the vehicle group. The detection of the cutting-in vehicle by the third participant enables a timely response to the cutting-in vehicle.

An advantageous development of the method provides that the vehicle driving outside the lane of the vehicle group drives outside of a detection area of a distance-detecting sensor unit of the first and / or the second participant in the vehicle group. By detecting the vehicle by the third participant, failure to detect the vehicle by the first and / or second participant can be compensated for.

An advantageous development of the method provides that the data recorded by sensors are periodically transmitted to the participants in the vehicle group. The data is advantageously transmitted, for example, by means of so-called platoon control messages with a defined frequency of, for example, approx. 20 Hz to approx. 30 Hz.

A further advantageous development of the method provides that the vehicle is recognized in a radar system of the following participant either as a FUS object, as an ATS object or as an OHL object. As a result, different layers of radar signal processing can advantageously be used in order to thereby also detect other vehicles located in the vicinity of the alleged cut-in.

Another advantageous development of the method provides that a defined braking process of the first vehicle is initiated as a reaction to the detection of the vehicle. As a result, a collision within the vehicle group can be largely avoided.

Another advantageous development of the method provides that a defined steering process of the first vehicle is initiated as a reaction to the detection of the vehicle. In this way, too, a collision within the vehicle group can be largely avoided.

A further advantageous development of the method provides that data of the braking maneuver and / or the steering maneuver of the first vehicle are determined in the automated vehicle group and / or in the cloud. In this way, different calculation options for the required data are advantageously made available.

The invention is described in detail below with further features and advantages on the basis of several figures. All of the features described or shown form the subject matter of the invention individually or in any combination, regardless of how they are summarized in the patent claims or their reference, and regardless of their formulation or representation in the description or in the figures. The figures are primarily intended to clarify the principles essential to the invention and are not necessarily drawn to scale.

• 1 eine prinzipielle Darstellung einer Funktionsweise des vorgeschlagenen Verfahrens zum optimierten Betreiben eines automatisierten Fahrzeugverbunds;
• 2 eine prinzipielle Darstellung von Distanzen betreffend einen Einschervorgang eines Einscherers in einen automatisierten Fahrzeugverbund;
• 3 eine prinzipielle Darstellung von Detektionszeiten betreffend einen Einschervorgang eines Einscherers in einen automatisierten Fahrzeugverbund; und
• 4 einen prinzipiellen Ablauf einer Ausführungsform des vorgeschlagenen Verfahrens zum Betreiben eines automatisierten Fahrzeugverbunds.

In the figures shows:

• 1 a basic representation of a mode of operation of the proposed method for the optimized operation of an automated vehicle group;
• 2 a basic illustration of distances relating to a reeving process of a reeving device in an automated vehicle group;
• 3rd a basic representation of detection times relating to a reeving process of a reeving device in an automated vehicle group; and
• 4th a basic sequence of an embodiment of the proposed method for operating an automated vehicle group.

Description of embodiments

In the following, the terms automated vehicle or automated vehicle group are used synonymously in the meanings of partially automated vehicle / vehicle group, autonomous vehicle / vehicle group and partially autonomous vehicle / vehicle group.

A core concept of the invention is in particular to provide an improved method and a device for the optimized operation of an automated vehicle group.

1 shows a principle scenario of the proposed method. You can recognize you on a road 1b (e.g. motorway, country road, etc.) automated vehicle group driving in the direction of the arrow 100 with a total of three participants 10a , 10b , 10c , with the participants 10a , 10b , 10c each drive at a distance d and where the participant 10a the lead vehicle of the vehicle group 100 represents. It can be seen that a vehicle 20th on an adjacent lane 1a at the height of the participant 10b (hereinafter: "ego vehicle") drives and possibly in front of the ego vehicle 10b onto the roadway 1b could reev. There is no radio contact between the vehicle 20th and the automated vehicle network 100 so that it is assumed that the vehicle 20th not part of the vehicle network 100 is and it cannot be. The number three of participants 10a , 10b , 10c of the vehicle group 100 The automated vehicle network is only an example 100 can also have more than three participants 10a ... 10n exhibit.

The participants 10a ... 10n of the automated vehicle network 100 are equipped with a powerful environment sensor system (not shown), for example in the form of radar, ultrasound, lidar, camera, lane detection device, etc. At least one of the sensors mentioned is arranged in the front area in order to be able to detect the front area of the respective participant by sensors. Corresponding fields of vision 30a ... 30n (field of view, FoV) are for the ego vehicle 10b and the participant 10c indicated, the fields of view 30a , 30b , 30c of all participants 10a , 10b , 10c each be [-θ, θ].

Due to the horizontally narrow field of vision of, for example, radar, a cut-in cannot be detected clearly enough. This problem can have serious consequences if the person who cuts in initiates a maneuver between two participants in the automated vehicle group. Due to the system-related short driving distances between the vehicles 10a ... 10n of the automated vehicle network 100 A late detection of the cut-in maneuver can cause an aggressive reaction from a network controller and / or, in the worst case, even cause a collision between participants 10a ... 10n of the vehicle group 100 .

One recognizes in the scenario of 1 that the vehicle possibly willing to cut in and not belonging to the vehicle group 20th at time t = 0 (start of the cut-in maneuver) at coordinates x ₀ , y ₀ outside the field of view 30b of the ego vehicle 10b lies.

It is suggested that the vehicle 20th by means of an environment sensor system of the ego vehicle 10b following vehicle 10c at time t = tdet at which the vehicle is 20th in the position x (t _det ), y (t _det ) is detected by sensors. Corresponding sensor-recorded data is then sent to all participants by means of wireless communication (eg in the form of V2V communication, English vehicleto-vehicle) 10a ... 10n of the vehicle group 100 transmitted.

That way everyone is a participant 10a ... 10n of the vehicle group 100 about the existence of the vehicle 20th informed and appropriate measures can be initiated.

For example, the ego vehicle can 10b brake and / or carry out suitable steering maneuvers to enable the vehicle 20th as a cut in in front of the ego vehicle 10b in the in the lane 1b moving vehicle group 100 can reev.

As a result, a safe and stable operation of the automated vehicle group is advantageous 100 supported.

• - Taktische Schicht
• - Operative Schicht

To the driving of the participants 10a ... 10n To enable the following layers to be made possible at short intervals in a row, the following layers are usually provided in a network controller:

• - Tactical shift
• - Operational shift

While the tactical layer is mainly for the management of driving maneuvers of the automated vehicle group 100 is responsible, the operative shift is primarily responsible for providing kinematic parameters (e.g. distance, acceleration, etc.) with the smallest possible error in order to avoid unstable statuses in the entire vehicle group 100 to avoid.

These different tasks require different types of messages. The tactical layer mainly requires so-called Platoon Management Messages (PMM), which are event-based and are only exchanged when they are required.

The operational shift requires so-called Platoon Control Messages (PCM), which are sent by each participant 10a ... 10n of the vehicle group 100 defined periodically, e.g. transmitted at approx. 20 Hz to approx. 30 Hz. Current and desired status (e.g. gait, acceleration, etc.) of the participants 10a ... 10n are the most important parameters that are transmitted using PCM messages.

2 shows a distance diagram for cut-in scenarios. The vehicle begins 20th its reeving process at time t = 0 with a longitudinal and lateral distance x ₀ , y ₀ to the ego vehicle 10b . The vehicle continues to drive 20th at time t = 0 a relative longitudinal and lateral acceleration v _x , v _y in relation to the ego vehicle 10b . For the sake of simplicity, it is assumed that the acceleration of the vehicle 20th while changing lanes 1a on the lane 1b is constant. The question now arises as to the longitudinal distance at which the ego vehicle is 10b is able to control the vehicle 20th to be detected as a cutting-in object.

To do this, the following two aspects must be observed:

Radar field of view

$${\text{t}}_{\text{FoV}}=\left({\text{y}}_0-{\text{x}}_0\text{ tan }\mathrm{\theta }\right)/\left({\text{v}}_{\text{x}}\text{ tan }\mathrm{\theta }-{\text{v}}_{\text{y}}\right)\mathrm{....}\text{ andernfalls}$$

$${\text{t}}_{\text{FoV}}\mathrm{...}\text{ Zeitpunkt des Eintritts in das Sichtfeld}$$

The radar is unable to detect an object outside of its field of view. Therefore, it must first be determined how long it will take to get to the vehicle 20th as a cut in into the field of vision 30b of the ego vehicle 10b entry. It is assumed that each participant 10a ... 10n of the vehicle group 100 has a field of view [-θ, θ].
Depending on the position of the ego vehicle 10b At time t = 0, the following two cases can be distinguished: $${\text{t}}_{\text{FoV}}=0\mathrm{....}{\text{if <figure-callout id="0" label="y" filenames="DE102019218467A1\_0009.png,DE102019218467A1\_0010.png" state="{{state}}">y</figure-callout>}}_0<{\text{x}}_0\text{tan}\mathrm{\theta }$$

$${\text{t}}_{\text{FoV}}=\left({\text{y}}_0-{\text{x}}_0\text{tan}\mathrm{\theta }\right)/\left({\text{v}}_{\text{x}}\text{tan}\mathrm{\theta }-{\text{v}}_{\text{y}}\right)\mathrm{....}\text{otherwise}$$

$${\text{t}}_{\text{FoV}}\mathrm{...}\text{Time of entry into the field of view}$$

It should be noted that, due to v _y <0, the value of t _FoV cannot be negative.

Processing time of the sensor

wobei gilt: t_Proc2 > t_Proc1 It is assumed that the sensor (eg radar sensor) has a processing time t _Proc for detecting an object cutting in. Similar to the previous analysis of the field of view time t _FoV , the processing time t _Proc also depends on the initial position of the vehicle. Due to the tracking function of the sensor, the time is shorter if the vehicle is in the radar's field of view at time t = 0. It can therefore be defined as follows: $$\begin{array}{l}{\text{t}}_{\text{Proc}}={\text{<figure-callout id="1" label="t Proc" filenames="DE102019218467A1\_0009.png,DE102019218467A1\_0010.png" state="{{state}}">t</figure-callout>}}_{\text{Proc}}\mathrm{....}{\text{if <figure-callout id="0" label="y" filenames="DE102019218467A1\_0009.png,DE102019218467A1\_0010.png" state="{{state}}">y</figure-callout>}}_0<{\text{x}}_0\text{tan}\mathrm{\theta }\\ {\text{t}}_{\text{Proc}}={\text{t}}_{\text{Proc2}}\mathrm{....}\text{otherwise}\end{array}$$

where: t _Proc2 > t _Proc1

tdet ... Zeit zum Detektieren des Einscherers (Detektionszeit)Using equations (1) and (2), the detection time tdet can be defined as follows: $${\text{t}}_{\text{det}}={\text{f}}_{\text{FoV}}+{\text{t}}_{\text{Proc}}$$

tdet ... time to detect the reevers (detection time)

$$\text{x}\left({\text{t}}_{\text{det}}\right)={\text{y}}_0+{\text{v}}_{\text{y}}{\text{ t}}_{\text{det}}->\text{y}\left({\text{t}}_{\text{det}}\right)={\text{y}}_0+{\text{v}}_{\text{y}}{\text{t}}_{\text{det}}$$

Beispielhaft zeigt 2 einen longitudinalen und lateralen Abstand x(t_det), y(t_det) eines Objekts zu einem Zeitpunkt, in welchem es als ein Einscherer erkannt wird. Man erkennt, dass zum Zeitpunkt der Erkennung der longitudinale bzw. laterale Abstand des Einscherers weniger als 8m bzw. 2m betragen. Dies kann eine starke Abbremsung des Ego-Fahrzeugs 10b und der nachfolgenden Teilnehmer des Fahrzeugverbunds 100 zur Folge haben.The relative position of the vehicle 20th to the ego vehicle 10b at time t = tdet is: $$\text{x}\left({\text{t}}_{\text{det}}\right)={\text{x}}_0+{\text{v}}_{\text{x}}{\text{t}}_{\text{det}}$$

$$\text{x}\left({\text{t}}_{\text{det}}\right)={\text{<figure-callout id="0" label="y" filenames="DE102019218467A1\_0009.png,DE102019218467A1\_0010.png" state="{{state}}">y</figure-callout>}}_0+{\text{v}}_{\text{y}}{\text{t}}_{\text{det}}->\text{y}\left({\text{t}}_{\text{det}}\right)={\text{<figure-callout id="0" label="y" filenames="DE102019218467A1\_0009.png,DE102019218467A1\_0010.png" state="{{state}}">y</figure-callout>}}_0+{\text{v}}_{\text{y}}{\text{t}}_{\text{det}}$$

Exemplarily shows 2 a longitudinal and lateral distance x (t _det ), y (t _det ) of an object at a point in time at which it is recognized as a cut-in. It can be seen that at the time of detection, the longitudinal or lateral distance of the reevers is less than 8 m or 2 m. This can cause severe braking of the ego vehicle 10b and the subsequent participants in the vehicle group 100 have as a consequence.

With the proposed method it is advantageously possible to avoid such situations as far as possible.

The longitudinal distance of the vehicle is on the x-axis 20th to the ego vehicle 10b plotted at time t = 0. The relative distance R of the vehicle is on the y-axis 20th to the ego vehicle 10b applied. It can be seen that, for example, at the distance x _{0 of} the vehicle 20th to the ego vehicle 10b the longitudinal distance x (t _det ) and the lateral distance y (t _det ) are approx. 1.2 m and approx. 6 m, respectively. An exemplary processing time t _{Proc of} the sensor of 240 ms, an exemplary field of view of [-15 °, 15 °] and a lateral distance y _{0 of} the vehicle are assumed 20th to the ego vehicle 10b at time t = 0 of 5m.

It is proposed that according to the scenario of 1 the vehicle 20th from the sensor of the ego vehicle 10b following participant 10c is detected by sensors at time t = tdet. Hence the participant 10c the existence of the vehicle 20th in the left lane 1a known early on, regardless of whether the vehicle 20th wants to change lanes as a reevers or not.

After the participant 10c knows the vehicle 20th a relevant object for the ego vehicle 10b is, it transmits the attributes of this object to the ego vehicle using PCM messages 10b and to all other participants in the vehicle group 100 . The ego vehicle 10b uses the information received and determines it for the vehicle 20th in the neighboring lane 1a a set of trajectories with corresponding probabilities. The determination of the mentioned trajectories is based on V2V communication and is carried out before the vehicle 20th in the field of view 30b of the ego vehicle 10b entry. Hence the ego vehicle 10b able to brake accordingly early if the determined probability of the vehicle cutting in 20th on the lane 1b is correspondingly high.

The proposed method works advantageously even when behind the vehicle 20th another vehicle (not shown) in the lane 1a is located. In this case, the additional vehicle is not in the ATS list (ACC Target Selection) of the detecting sensor, but it is still possible to identify the additional vehicle by checking FUS or OHL objects (diffusion object, Object Hypothesis Long Range Radar (LRR)). For this it is necessary that information from deeper layers of the radar signal processing is evaluated.

Furthermore, with the proposed method, it is possible to detect a cut-in before the last participant (in the case of 1 : Attendees 10c) not possible. However, this does not have any disadvantageous effect, since an abrupt braking maneuver by the last participant prevents a collision with a participant who is following behind, since this participant does not even exist. In other words, for the last participant in the vehicle group, the scenario is similar to a scenario known per se with adaptive cruise control (ACC).

4th shows a time diagram for reeving scenarios with two courses A, B of the detection time tdet over the position x ₀ . The course A represents a conventional method using only radar. The course B represents the proposed method, whereby it can be seen that in this case the detection time tdet is independent of the position x _{0 of} the vehicle that is willing to cut in 20th at the time tdet is very short. The vehicle willing to cut in can thereby be advantageous 20th can be detected much faster.

4th shows a basic sequence of a method for operating an automated vehicle group 100 .
In one step 200 becomes a sensory detection of a vehicle 20th by a first participant 10a ... 10n of the vehicle group 100 following second participant 10a ... 10n of the vehicle group 100 carried out.
In one step 210 the sensor-based data of the vehicle is transmitted 20th to all participants 10a ... 10n of the vehicle group 100 .

As a result, the proposed method can advantageously increase a safety level in road traffic and provide a homogeneous flow of traffic.

The method according to the invention can advantageously be implemented as software that, for example, runs on an electronic control device (not shown) of at least one participant in the vehicle group 100 expires. The electronic device can also be used as a network of electronic control devices of the participants 10a ... 10n of the vehicle group 100 be trained. A simple adaptability of the method is supported in this way.

Although the proposed method was previously described exclusively on the basis of right-hand traffic, it goes without saying that the proposed method can also be used in left-hand traffic, in which case the previously mentioned direction / orientation information must be adapted accordingly.

The person skilled in the art will modify the features of the invention in a suitable manner and / or combine them with one another without deviating from the essence of the invention.

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 102015223241 A1 [0004]
• WO 2017048165 A1 [0005]
• DE 102012005245 A1 [0006]

Non-patent literature cited

• Floris Remmen et al. "Cut-in Scenario Prediction for Automated Vehicles", 2018 IEEE International Conference on Vehicular Electronics and Safety (ICVES), September 12-14, 2018 [0007]

Claims (12)

Method for operating a vehicle group (100), comprising the steps: - Sensory detection of a vehicle (20) driving outside a lane of the vehicle group (100) by a first participant (10a ... 10n) of the vehicle group (100) and a second participant (10a ... 10n) of the vehicle group (100) following third subscriber (10a ... 10n) of the vehicle group (100); and - Transmission of the sensor-recorded data of the vehicle (20) driving outside the lane of the vehicle group (100) from the first participant (10a ... 10n) to one, in particular all, participants (10a ... 10n) of the vehicle group (100) . Procedure according to Claim 1 , wherein the vehicle (20) driving outside the lane of the vehicle group (100) cuts in or will cut in between the first and the second participant (10a ... 10n) of the vehicle group (10). Procedure according to Claim 1 or 2 wherein the vehicle (20) driving outside the lane of the vehicle group (100) drives outside a detection area of a distance-detecting sensor unit of the first and / or the second participant (10a ... 10n) of the vehicle group (10). Method according to one of the preceding claims, wherein the data recorded by sensors are periodically transmitted to one, in particular all, participants (10a ... 10n) of the vehicle group (100). Method according to one of the preceding claims, wherein the vehicle (20) is recognized in a radar system of the following subscriber (10a ... 10n) either as a FUS object, as an ATS object or as an OHL object. Method according to one of the preceding claims, wherein a defined braking process of the first vehicle (10a ... 10n) is initiated in response to the detection of the vehicle (20). Method according to one of the preceding claims, wherein a defined steering process of the first vehicle (10a ... 10n) is initiated in response to the detection of the vehicle (20). Method according to one of the preceding claims, wherein data of the braking maneuver and / or the steering maneuver of the first vehicle (10a ... 10n) is determined in the automated vehicle group (100) and / or in the cloud. Control device that is set up, a method according to one of the Claims 1 to 8th to execute. Composite of at least two control units Claim 9 . Computer program comprising instructions which cause the computer program to be executed by a computer, a method according to one of the Claims 1 to 8th to execute. Machine-readable storage medium on which the computer program is based Claim 11 is stored.

Images