DE102022122832A1 - Method for operating an at least partially automated motor vehicle - Google Patents

Abstract

The invention relates to a method for operating an at least partially automated motor vehicle, comprising the following steps: receiving traffic situation data on the motor vehicle side, which describe a critical traffic situation ahead of the motor vehicle in the direction of travel of the motor vehicle, deciding on the motor vehicle side based on the received traffic situation data whether the present traffic situation is for the at least partially automated journey of the motor vehicle is relevant or not, if the present traffic situation is relevant to the at least partially automated journey of the motor vehicle, the motor vehicle side decides based on the traffic situation data whether the motor vehicle can drive through the critical traffic situation at least partially automatically, the motor vehicle side operation of the motor vehicle based on the decision on the motor vehicle side as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically. The invention relates to a device, a computer program and a machine-readable storage medium.

Description

The invention relates to a method for operating an at least partially automated motor vehicle, a device, a computer program and a machine-readable storage medium.

State of the art

The disclosure document US 2020/0242920 A1 discloses a method for a transport vehicle for determining a section of route for which there is an exceptional traffic situation. The transport vehicle is controlled remotely to drive through the extraordinary traffic situation.

The disclosure document DE 10 2018 203 426 A1 discloses a method for operating a motor vehicle with an autopilot system.

The disclosure document CN 102 481 936 A discloses a method for operating a motor vehicle with an autopilot system.

Disclosure of the invention

The object on which the invention is based is to provide a concept for the efficient operation of an at least partially automated motor vehicle.

This task is solved by means of the respective subject matter of the independent claims. Advantageous embodiments of the invention are the subject of dependent subclaims.

• kraftfahrzeugseitiges Empfangen von Verkehrssituationsdaten, welche eine kritische, in Fahrtrichtung des Kraftfahrzeugs dem Kraftfahrzeug vorausliegende Verkehrssituation beschreiben,
• kraftfahrzeugseitiges Entscheiden basierend auf den empfangenen Verkehrssituationsdaten, ob die vorliegende Verkehrssituation für die zumindest teilautomatisiert geführte Fahrt des Kraftfahrzeugs relevant oder nicht ist,
• bei Relevanz der vorliegenden Verkehrssituation für die zumindest teilautomatisiert geführte Fahrt des Kraftfahrzeugs kraftfahrzeugseitiges Entscheiden basierend auf den Verkehrssituationsdaten, ob das Kraftfahrzeug die kritische Verkehrssituation zumindest teilautomatisiert durchfahren kann, kraftfahrzeugseitiges Betreiben des Kraftfahrzeugs basierend auf der kraftfahrzeugseitigen Entscheidung, ob das Kraftfahrzeug die kritische Verkehrssituation zumindest teilautomatisiert durchfahren kann.

According to a first aspect, a method for operating an at least partially automated motor vehicle is provided, comprising the following steps:

• Receiving traffic situation data on the motor vehicle side, which describes a critical traffic situation ahead of the motor vehicle in the direction of travel of the motor vehicle,
• decision on the part of the motor vehicle based on the received traffic situation data as to whether the existing traffic situation is relevant or not for the at least partially automated journey of the motor vehicle,
• if the present traffic situation is relevant for the at least partially automated journey of the motor vehicle, the motor vehicle decides based on the traffic situation data whether the motor vehicle can drive through the critical traffic situation at least partially automatically, the motor vehicle operates the motor vehicle based on the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically can.

According to a second aspect, a device is provided which is set up to carry out all steps of the method according to the first aspect.

According to a third aspect, a computer program is provided which comprises instructions which, when the computer program is executed by a computer, for example by the device according to the second aspect, cause the computer to carry out a method according to the first aspect.

According to a fourth aspect, a machine-readable storage medium is provided on which the computer program according to the third aspect is stored.

The invention is based on and includes the knowledge that the above object is achieved by providing the motor vehicle with information about a critical traffic situation ahead of the motor vehicle in the direction of travel of the motor vehicle, i.e. sending it to it, for example. The motor vehicle is thus efficiently enabled to decide for itself whether the existing traffic situation is relevant or not with regard to an at least partially automated journey of the motor vehicle. This means that the motor vehicle is an at least partially automated motor vehicle, which therefore drives at least partially automatically. Based on the traffic situation data, a decision is made on the motor vehicle side, i.e. within the motor vehicle, as to whether or not this traffic situation is relevant at all for the at least partially automated journey of the motor vehicle.

If it has been decided that the existing traffic situation is relevant for the at least partially automated journey of the motor vehicle, a decision is made on the motor vehicle side as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically. This decision is based on the information about the critical traffic situation, i.e. based on the traffic situation data.

This means that by providing or sending the traffic situation data to the motor vehicle, for example by sending the traffic situation data via communication network, the motor vehicle, based on receiving the traffic situation data, is efficiently enabled to initially decide whether the traffic situation is relevant at all for the at least partially automated journey or not. If the existing traffic situation is relevant to the at least partially automated journey of the motor vehicle, the received traffic situation data enables it to decide in an efficient manner for itself whether it can drive through the critical traffic situation at least partially automatically or not.

Based on the decision, the motor vehicle is operated on the motor vehicle side. This brings about the particular technical advantage that the motor vehicle can be operated efficiently.

The concept described here has the particular advantage that there is knowledge within the motor vehicle through the traffic situation data that a context is changing, i.e. that a critical traffic situation exists ahead of the motor vehicle. This enables the motor vehicle to efficiently evaluate this traffic situation and derive recommendations for action from it. Because the vehicle has knowledge about the critical traffic situation, it can, for example, evaluate whether it is able to master the traffic situation, i.e. to drive through it at least partially automatically. With this knowledge, the motor vehicle can, for example, decide what it still needs or needs and/or has to do for an at least partially automated journey through the traffic situation.

The motor vehicle is therefore provided with knowledge about the traffic situation external to the motor vehicle, based on which the decision-making steps are carried out. The motor vehicle itself cannot generally determine such knowledge external to the vehicle. This is because an environmental sensor system of the motor vehicle has a limited range and can therefore only detect, for example, a critical traffic situation that is within the range of the environmental sensor system. The motor vehicle can therefore evaluate the traffic situation earlier based on the traffic situation data external to the motor vehicle compared to the case in which the motor vehicle detects and evaluates potentially critical traffic situations based solely on its own environmental sensors.

The motor vehicle can therefore advantageously be operated efficiently, for example by carrying out suitable actions early or in a timely manner in order to master the critical traffic situation or, for example, to avoid it.

In one embodiment of the method it is provided that the traffic situation data is received within a first defined geographical area, which is located in front of the traffic situation in relation to the direction of travel, so that the motor vehicle decides whether the existing traffic situation is relevant for the at least partially automated journey of the motor vehicle or not, is performed based on the traffic situation data received within the first geographical area.

This brings about, for example, the technical advantage that the decision on the part of the motor vehicle as to whether the existing traffic situation is relevant or not for the at least partially automated journey of the motor vehicle can be carried out efficiently. This means that, according to this embodiment, it is provided that the traffic situation data received within the first geographical area is used as a decision basis to decide whether the present traffic situation is relevant or not.

In one embodiment of the method it is provided that if further traffic situation data describing the traffic situation is received on the motor vehicle side after the motor vehicle has left the first geographical area, the further traffic situation data for the motor vehicle side decides whether the present traffic situation is at least partially automated guided journey of the motor vehicle is relevant or not can be ignored.

This brings about the technical advantage, for example, that the decision as to whether the existing traffic situation is relevant or not for the at least partially automated journey of the motor vehicle can be carried out efficiently.

It is therefore determined that only those traffic situation data that are received within the first geographical area are used as a basis for the decision regarding relevance. Traffic situation data that is received after driving through the first geographical area no longer plays a role in the decision regarding relevance according to this embodiment and is therefore ignored. This brings about the particular technical advantage that further traffic situation data, which is only received after driving through the first geographical area, can no longer influence the decision regarding relevance. Because it should be noted that the motor vehicle, while carrying out the steps of the method according to the first aspect, continues to approach the traffic situation, so that a decision must be made in good time as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically, should this be relevant. From a certain point in time, it may be more advantageous to make a decision regarding the relevance of the received traffic situation data than to wait any longer to see whether further traffic situation data may be received, since in such a case there may no longer be sufficient time available for the further procedural steps , because the motor vehicle has already approached the traffic situation too closely to, for example, guide the motor vehicle through the traffic situation at least partially automatically.

In one embodiment of the method it is provided that the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically is carried out within a second defined geographical area, which is located in front of the traffic situation and after the first geographical area in relation to the direction of travel.

This brings about the technical advantage, for example, that the decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically can be carried out efficiently. A second geographical area is therefore defined within which the motor vehicle must decide whether it can drive through the traffic situation at least partially automatically or not. Here too, as explained above, the fact that the motor vehicle continues to approach the critical traffic situation while carrying out the procedural steps plays a role. For this reason, a decision must be made at some point as to whether the motor vehicle is able to drive through the traffic situation at least partially automatically or not. Such a decision must sensibly be made well in advance of the traffic situation in order to be able to plan and carry out actions resulting from this decision in a timely manner. It is therefore particularly advantageous if, according to this embodiment, a second geographical area is defined within which the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically must be made.

In one embodiment of the method it is provided that if further traffic situation data, which describe the traffic situation, is received on the motor vehicle side after the motor vehicle has left the first geographical area or the second geographical area, the further traffic situation data for the motor vehicle side decides whether the motor vehicle the critical traffic situation can be driven through at least partially automatically.

Analogous to the above statements, this brings about the technical advantage, for example, that the decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically or not can be carried out efficiently. Further traffic situation data, which is received by the motor vehicle after driving through the first or after driving through the second geographical area, plays no role in this decision according to this embodiment, and is therefore ignored.

Deciding based on the traffic situation data as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically is, according to one embodiment, deciding based on the traffic situation data as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically based on the traffic situation data.

This means that, according to this embodiment, it is checked, for example, whether the received traffic situation data is sufficient and whether the motor vehicle can drive through the critical traffic situation at least partially automatically. Based on a result of this testing, it is envisaged, for example, that the motor vehicle is operated on the motor vehicle side. For example, it is provided that if the traffic situation data received is not sufficient for the motor vehicle to be able to drive through the traffic situation at least partially automatically, further traffic situation data is requested, for example requested from an infrastructure. Such an infrastructure includes, for example, a traffic control center. Based on the requested additional traffic situation data, it can then be checked again, for example, whether the motor vehicle can drive through the critical traffic situation at least partially automatically or not. The decision as to whether the motor vehicle can drive through the traffic situation in an at least partially automated manner or not can then be made, for example, based on the additional traffic situation data requested.

The second geographical area, for example, borders directly on the first geographical area, i.e. without any distance. This means that an end of the first geographical area corresponds to a beginning of the second geographical area.

In one embodiment of the method it is provided that the infrastructure assistance data includes definition data which define the area(s).

This brings about the technical advantage, for example, that the geographical areas are efficiently specified to the motor vehicle in terms of their definition. The motor vehicle is therefore specified where the first and/or second area is located. Determination data includes, for example, a respective position of a beginning and/or an end of the first and/or second geographical area. Determination data includes, for example, a length of the first and/or second geographical area. The motor vehicle is thus efficiently enabled to know when the first and/or second geographical area begins and ends.

The motor vehicle can therefore efficiently determine on the motor vehicle side when it enters the first area and when it leaves it and when it enters the second area, for example, and when it leaves this second area again, for example.

In this respect, it can be efficiently determined on the motor vehicle side which of the received traffic situation data should be used for the decision steps according to one of the exemplary embodiments described above and which should, for example, be ignored.

In one embodiment of the method it is provided that if it has been decided that the motor vehicle cannot drive through the critical traffic situation at least partially automatically, the operation of the motor vehicle includes issuing a takeover request to a driver of the motor vehicle to take over the driving of the motor vehicle, or control signals are generated and output for at least partially automated control of a transverse and/or longitudinal guidance of the motor vehicle in order to bring the motor vehicle into a safe state.

This brings about the technical advantage, for example, that the motor vehicle can be operated efficiently.

Bringing the motor vehicle into a safe state includes, for example, stopping the motor vehicle. This means, for example, that control signals for at least partially automated control of a transverse and/or longitudinal guidance of the motor vehicle are generated in such a way that with an at least partially automated control of the transverse and/or longitudinal guidance of the motor vehicle based on the generated control signals, the motor vehicle in the is brought to a safe state, for example stopped.

In one embodiment of the method it is provided that the motor vehicle-side decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically includes a motor vehicle-side determination according to which maximum degree of automation the critical traffic situation can be driven through at least partially automatically, the motor vehicle-side decision as to whether the motor vehicle critical traffic situation can be driven through at least partially automatically, is carried out based on a result of the motor vehicle determination according to which maximum degree of automation the critical traffic situation can be driven through at least partially automated, so that a decision by the motor vehicle that the motor vehicle can drive through the critical traffic situation at least partially automatically specifies the critical traffic situation at least partially automated in accordance with the determined maximum degree of automation.

This brings about the technical advantage, for example, that the decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically or not can be made efficiently. According to this embodiment, it is therefore provided that it is determined where a limit lies with regard to at least partially automated driving of the motor vehicle. For example, there are traffic situations that can be driven through by a motor vehicle according to level 3 of automation, but not with a higher level of automation. This can result, for example, from automotive technical constraints. For example, an environmental sensor system of the motor vehicle may not be sufficient for a specific traffic situation to drive through the critical traffic situation according to automation level 5. The environmental sensors can, for example, be sufficient to navigate through the traffic situation according to automation level 4. This means that the motor vehicle can, for example, drive through the traffic situation in this case according to automation level 3 or less, maximum 4, but not with automation level 5.

In one embodiment of the method it is provided that the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically is carried out based on at least one motor vehicle characteristic, wherein the at least one motor vehicle characteristic is an element selected from the following group of motor vehicle characteristics: mass , length, width, height, wheelbase, drag curve, maximum possible steering angle, maximum possible deceleration, maximum possible acceleration, environmental sensor equipment, data technology equipment.

This brings about the technical advantage, for example, that the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically can be made efficiently. In this embodiment, motor vehicle characteristics are or are taken into account. For example, the critical traffic situation can include a narrowed lane, for example in the context of a construction site, whereby, due to the width of the motor vehicle, such a narrowed lane can only be driven manually by a driver of the motor vehicle, or where the motor vehicle can also drive through a narrowed lane at least partially automatically, but then with a reduced vehicle speed compared to a lane that is not narrowed.

In one embodiment of the method it is provided that if it has been decided that the motor vehicle cannot drive through the critical traffic situation at least partially automatically, it is determined on the motor vehicle side whether there is a detour in order to avoid the traffic situation, the motor vehicle being driven based on a result of the The vehicle is used to determine whether there is a bypass to avoid the traffic situation.

This brings about the technical advantage, for example, that the motor vehicle can be operated efficiently. According to this embodiment, it is therefore provided that a check is made as to whether the motor vehicle can avoid the traffic situation or not. The result can, for example, be provided to a driver of the motor vehicle. For example, avoiding the traffic situation can include at least partially automated avoiding the traffic situation. This means that, for example, even if the motor vehicle cannot drive through the critical traffic situation at least partially automatically, the motor vehicle can drive through the bypass at least partially automatically, so that the motor vehicle can continue to drive at least partially automatically. This can, for example, relieve a driver of the motor vehicle in his driving task.

With regard to an embodiment, according to which driving around the traffic situation includes at least partially automated driving around, a step of determining whether the motor vehicle can drive around the traffic situation at least partly automatically or not can be provided, for example, the motor vehicle on the motor vehicle side based on a result of this determination is operated.

In one embodiment of the method it is provided that if it has been decided that the motor vehicle can drive through the critical traffic situation at least partially automatically, the motor vehicle operation of the motor vehicle includes generating and outputting control signals for at least partially automated control of a transverse and/or longitudinal guidance of the motor vehicle to prepare for driving through the traffic situation.

This brings about the technical advantage, for example, that the motor vehicle can be operated efficiently.

In one embodiment of the method it is provided that the control signals are generated in such a way that when the transverse and/or longitudinal guidance of the motor vehicle is controlled based on the control signals generated, a motor vehicle speed is reduced or increased and/or a lane change is carried out and/or a Distance to a road user in front is reduced or increased and / or the motor vehicle is guided in such a way that another road user can merge into the motor vehicle's own lane according to a zipper principle or that the motor vehicle can thread into an adjacent lane according to a zipper principle.

This brings about the technical advantage, for example, that the motor vehicle can be driven efficiently. This also brings about the technical advantage, for example, that driving through the traffic situation can be prepared efficiently.

In one embodiment of the method it is provided that the traffic situation data each includes one or more elements of the following group of data: position data of the traffic situation, lane information data (width, longitudinal inclination, transverse inclination, curve radii, road markings present yes/no, road markings in a different color, e.g. yellow). temporary changes, ...) of one or more lanes that run through the traffic situation. Information about the context of the situation such as “construction site”, lane reduction (e.g. from 3 to 2 lanes), end of a motorway, toll booth, tunnel, bridge.

This brings about the technical advantage, for example, that particularly suitable traffic situation data is available in the motor vehicle, so that the decision-making steps can be carried out efficiently.

In one embodiment of the method it is provided that this is a computer-implemented method.

In one embodiment of the method it is provided that this is carried out using the device according to the second aspect.

Device features result analogously from corresponding process features and vice versa.

The embodiments and exemplary embodiments described here can be combined with one another in any way, even if this is not explicitly described.

The phrase “at least partially automated leadership” includes one or more of the following cases: assisted leadership, partially automated leadership, highly automated leadership, fully automated leadership. The phrase “at least partially automated” therefore includes one or more of the following phrases: assisted, partially automated, highly automated, fully automated.

Assisted driving means that a driver of the motor vehicle permanently carries out either the lateral or longitudinal guidance of the motor vehicle. The other driving task (i.e. controlling the longitudinal or lateral guidance of the motor vehicle) is carried out automatically. This means that when the motor vehicle is being driven with assistance, either the transverse or longitudinal guidance is controlled automatically.

Semi-automated driving means that in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) and/or for a certain period of time, a longitudinal and a Lateral guidance of the motor vehicle can be controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. However, the driver must permanently monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The driver must be ready to take full control of the vehicle at any time.

Highly automated driving means that for a certain period of time in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) longitudinal and lateral guidance of the motor vehicle be controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. If necessary, a request to take over control of the longitudinal and lateral guidance is automatically issued to the driver, in particular with a sufficient time reserve. The driver must therefore potentially be able to take over control of the longitudinal and lateral guidance. Limits of automatic control of the transverse and longitudinal guidance are automatically recognized. With highly automated guidance, it is not possible to automatically bring about a minimal risk situation in every initial situation.

Fully automated guidance means that in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) longitudinal and lateral guidance of the motor vehicle is controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. Before the automatic control of the transverse and longitudinal guidance is ended, the driver is automatically requested to take over the driving task (controlling the transverse and longitudinal guidance of the motor vehicle), in particular with a sufficient time reserve. If the driver does not take over the driving task, the system automatically returns to a risk-minimized state. Limits of automatic control of the transverse and longitudinal guidance are automatically recognized. In all situations it is possible to automatically return the system to a system state that minimizes risk.

An automation level in the sense of the description is, for example, one of the following automation levels: 0, 1, 2, 3, 4 and 5. An automation level can also be referred to as an SAE level according to the SAE J3016 standard, where “SAE” stands for “Society of Automotive Engineers”, which can be translated into German as “Association of Automotive Engineers”.

Automation level 0 means that the lateral and longitudinal guidance of the motor vehicle is controlled manually by the driver of the motor vehicle.

Level of automation 1 means that the motor vehicle is at least guided with assistance.

Level of automation 2 means that the motor vehicle is driven partially automatically, but constant monitoring by the driver is necessary.

Degree of automation 3 means that the motor vehicle is driven partially automatically, but constant monitoring by the driver is no longer necessary while the motor vehicle is carrying out the control. However, it must be possible for the driver to take over control within a short time, e.g. 10s.

Automation level 4 means that the motor vehicle is driven fully automatically in a defined environment.

Automation level 5 means that the motor vehicle is driven fully automatically (in all situations).

A critical traffic situation includes, for example, one or more elements of the following group: construction site, accident, black ice, obstacle in the lane, narrowed lane, narrowing of lanes, exit and/or entrance to a motorway and/or expressway and toll booth.

The phrase “at least one” means “one or more”.

In one embodiment, the method comprises a step of at least partially automated control of the transverse and/or longitudinal guidance of the motor vehicle based on the output control signals.

• 1 ein Ablaufdiagramm eines Verfahrens zum Betreiben eines zumindest teilautomatisiert geführten Kraftfahrzeugs,
• 2 eine Vorrichtung,
• 3 ein maschinenlesbares Speichermedium und
• 4 ein zumindest teilautomatisiert geführtes Kraftfahrzeug.

The invention is explained in more detail below using preferred exemplary embodiments. Show here:

• 1 a flowchart of a method for operating an at least partially automated motor vehicle,
• 2 a device,
• 3 a machine-readable storage medium and
• 4 an at least partially automated motor vehicle.

• kraftfahrzeugseitiges Empfangen 101 von Verkehrssituationsdaten, welche eine kritische, in Fahrtrichtung des Kraftfahrzeugs dem Kraftfahrzeug vorausliegende Verkehrssituation beschreiben,
• kraftfahrzeugseitiges Entscheiden 103 basierend auf den empfangenen Verkehrssituationsdaten, ob die vorliegende Verkehrssituation für die zumindest teilautomatisiert geführte Fahrt des Kraftfahrzeugs relevant oder nicht ist,
• bei Relevanz der vorliegenden Verkehrssituation für die zumindest teilautomatisiert geführte Fahrt des Kraftfahrzeugs kraftfahrzeugseitiges Entscheiden 105 basierend auf den Verkehrssituationsdaten, ob das Kraftfahrzeug die kritische Verkehrssituation zumindest teilautomatisiert durchfahren kann,
• kraftfahrzeugseitiges Betreiben 107 des Kraftfahrzeugs basierend auf der kraftfahrzeugseitigen Entscheidung, ob das Kraftfahrzeug die kritische Verkehrssituation zumindest teilautomatisiert durchfahren kann.

1 shows a flowchart of a method for operating an at least partially automated motor vehicle, comprising the following steps:

• receiving 101 on the motor vehicle side of traffic situation data which describes a critical traffic situation ahead of the motor vehicle in the direction of travel of the motor vehicle,
• decision 103 on the motor vehicle side based on the received traffic situation data as to whether the existing traffic situation is relevant or not for the at least partially automated journey of the motor vehicle,
• If the existing traffic situation is relevant for the at least partially automated journey of the motor vehicle, the motor vehicle decides 105 based on the traffic situation data as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically,
• Motor vehicle-side operation 107 of the motor vehicle based on the motor vehicle-side decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically.

In one embodiment, the method comprises a step of at least partially automated control of the transverse and/or longitudinal guidance of the motor vehicle based on the output control signals.

2 shows a device 201 that is set up to carry out all steps of the method for operating an at least partially automated motor vehicle.

For example, the device 201 includes a communication interface which is set up to receive the traffic situation data, for example via a communication network. A communication network includes, for example, a cellular network and/or a WLAN network.

The device 201 comprises, for example, a processor device comprising one or more processors, wherein the processor device is set up to carry out the respective steps of the decision. For example, the device 201 comprises an operating device which is set up to operate the motor vehicle based on the motor vehicle decision as to whether the motor vehicle can drive through the critical traffic situation at least partially automatically. For example, the operating device comprises a control device for at least partially automated control of a transverse and/or longitudinal guidance of the motor vehicle.

3 shows a machine-readable storage medium 301 on which a computer program 303 is stored. The computer program 303 includes commands that occur when the computer is running program 303 by a computer to cause it to execute a method according to the first aspect.

4 shows an at least partially automated motor vehicle 401. The motor vehicle 401 drives on a four-lane road 403 comprising a first lane 405, a second lane 407, a third lane 409 and a fourth lane 411. A permissible direction of travel on the first lane 405 and on the second Lane 407 runs from top to bottom in relation to the paper plane and is symbolically marked by a first arrow with the reference number 413. A direction of travel permitted on the third lane 409 and on the fourth lane 411 runs from bottom to top in relation to the paper plane and is symbolically marked by a second arrow with the reference number 415.

The motor vehicle 401 travels in the third lane 409. A direction of travel of the motor vehicle 401 is symbolically identified by a third arrow with the reference number 417. The third arrow 417 runs analogously to the second arrow 415 from bottom to top with respect to the paper plane.

Based on the direction of travel 417, the third lane 409 is the left lane for the motor vehicle 401 and the fourth lane 411 is the right lane for the motor vehicle 401.

The motor vehicle 401 is therefore traveling in the left lane.

In front of the motor vehicle 401 in relation to the direction of travel 417 there is a critical traffic situation 419 comprising a changed lane guidance 421. The changed lane guidance 421 provides that the third lane 409 is guided to the second lane 407 and back to the third lane 409.

A first geographical area 423 is defined, the beginning of which is identified by reference number 425 and the end of which is identified by reference number 427.

Within the first geographical area 423, traffic situation data is sent to the motor vehicle 401 by an infrastructure-side communication unit 429 comprising a wireless communication interface 431 via a wireless communication network, for example a WLAN and/or a cellular network. The infrastructure-side communication unit 429 can be a so-called RSU, for example. “RSU” stands for “Road Side Unit”, i.e. a road-side unit in German.

Only the traffic situation data that is received from the motor vehicle 401 within the first geographical area 423 is used to decide whether the critical traffic situation 419 is relevant for the at least partially automated journey or not.

Within a second geographical area 433, if relevant, a decision is made on the motor vehicle side as to whether the motor vehicle 401 can drive through the traffic situation 419 at least partially automatically or not.

The second geographical area 433 lies in the direction of travel 417 of the motor vehicle 401 after the first geographical area 423. A beginning of the second geographical area 433 is marked with the reference number 433. One end of the second geographical area 433 is identified by reference numeral 437.

There is a third geographical area 439 between the second area 433 and the first area 423. The three areas 423, 433 and 439 follow one another immediately, so that a beginning of the third area 439 corresponds to the end 427 of the first area 423 and so a End of the third area 439 corresponds to the beginning 435 of the second area 433.

Within the third area 439, the step of deciding on relevance is carried out.

In the present case, the relevance is given insofar as the motor vehicle 401 is in the left lane 409, which is guided into oncoming traffic according to the changed lane guidance 421.

If, for example, the motor vehicle 401 were to drive in the right lane 411, there would be no relevance, insofar as the motor vehicle 401 would not be affected by the changed lane guidance 421 in this case.

The second geographical area 429 is immediately followed by a fourth geographical area 441, i.e. without any distance. In the present case, a beginning of the fourth geographical area 441 thus corresponds to the end 437 of the second geographical area 433. In an embodiment not shown, it can be provided that the second geographical area 433 and the fourth geographical area 441 are spaced apart from one another. An end of the fourth area 441 is marked with the reference number 443 and corresponds, for example, to a beginning of the changed lane guidance 421.

The fourth geographical area 441 is immediately followed by a fifth geographical area 445, i.e. without any distance. The beginning of the fifth geographical area 445 is thus formed by the end 443 of the fourth geographical area 441. One end of the fifth area 445 is symbolically identified by the reference number 447. The end 447 of the fifth geographical area 445 corresponds, for example, to the end of the changed lane guidance 421 and thus marks the end of the critical traffic situation 419.

If the motor vehicle 401 comes to the decision that it cannot drive through the changed lane guidance 421 at least partially automatically, it determines whether it can bypass the changed lane guidance 421. In the present case, this is the case because the motor vehicle 401 can change to the right lane 411 and can therefore avoid the changed lane guidance 421. This lane change takes place within the fourth geographical area 441, i.e. in good time before the start of the changed lane guidance 421. An exemplary trajectory of the motor vehicle 417 is marked by a dashed arrow with the reference number 449.

If the motor vehicle 401 comes to the decision that it can drive through the changed lane guidance 421 at least partially automatically, driving through the changed lane guidance 421 is planned on the motor vehicle side and within the fifth geographical area 445 the motor vehicle 401 will drive through the changed lane guidance 421 at least partially automatically, which is exemplified by is marked by a dashed arrow with the reference number 451. This means, for example, that control signals for at least partially automated control of a transverse and/or longitudinal guidance of the motor vehicle are generated in such a way that when controlling the transverse and/or longitudinal guidance of the motor vehicle based on these control signals, the motor vehicle 401 at least partially automates the changed lane guidance 421 passes through. These generated control signals are output.

In the present case, for example, there are each a separate area, the second area 433 and the third area 439, for which the corresponding decision-making steps are defined, within which the respective decision must be made, for example, at the latest.

Determination data in the sense of the description defines, for example, one or more of the areas described above by way of example.

In summary, the concept described here is based in particular on providing the motor vehicle with contextual information and helpful data, based on which the motor vehicle itself can decide in a situation-appropriate and predictive manner whether a traffic situation ahead is relevant or not for its own vehicle control, and if it is relevant decide whether the motor vehicle can drive through the traffic situation at least partially automatically or not.

Knowing that a context for the motor vehicle is changing is a crucial factor for the correct assessment of information and situations by motor vehicles and also by drivers. Furthermore, knowing exactly when this happens and what this changed or new context is is key to being able to offer functions based on variable information and states. The concept described here not only offers added value for automated motor vehicles, but also explicitly offers a high level of safety for all types of traffic and can provide reliability regardless of the respective level of automation.

• Es sind sowohl alle notwendigen Informationen wie auch Fähigkeiten (Umfeldsensorikausstattung, physikalische Eigenschaften, datentechnische Grundlagen, etc.) vorhanden wie auch genug Zeit, um sich als Kraftfahrzeug mit Erreichen des Kontextwechsels weiterhin sicher, komfortabel und regelkonform verhalten zu können.
• Es sind nicht alle als notwendig eingestuften Informationen oder Fähigkeiten vorhanden, es ist jedoch noch Zeit bis der Kontextwechsel eintritt:
• Es kann zum Beispiel versucht werden, die noch fehlenden Informationen abzurufen (z.B. geänderte Kartendaten bzw. geänderte Spurinformationen).
• Eine Alternativstrategie kann zum Beispiel ermittelt und deren Umsetzung eingeleitet werden. Zum Beispiel kann das Kraftfahrzeug die Geschwindigkeit, insbesondere abhängig vom jeweiligen Automatisierungsgrad des Kraftfahrzeugs, reduzieren oder, insbesondere abhängig vom jeweiligen Automatisierungsgrad des Kraftfahrzeugs, die Übernahme der Steuerung durch den Fahrer anfordern.

Only when a motor vehicle knows, for example, from which point, i.e. from which coordinates, for example a changed lane guidance applies, can it itself evaluate whether it is able to master the upcoming situation or decide what else it needs and /or has to do. What is important is not only to make the exact context change known, but also to help ensure that a motor vehicle or the driver or the infrastructure, depending on the distribution of responsibilities and the situation, is able to decide what to do is. There can be several options:

• All the necessary information and capabilities (environmental sensor equipment, physical properties, data technology basics, etc.) are available, as well as enough time to continue to behave safely, comfortably and in accordance with the rules as a motor vehicle once the context change is achieved.
• Not all of the information or skills deemed necessary are present, but there is still time before the context switch occurs:
• For example, you can try to retrieve the missing information (e.g. changed map data or changed track information).
• For example, an alternative strategy can be identified and its implementation initiated. For example, the motor vehicle can reduce the speed, in particular depending on the respective degree of automation of the motor vehicle, or, in particular depending on the respective degree of automation of the motor vehicle, request that the driver take over control.

• Das Kraftfahrzeug kann selbst entscheiden, wie es mit der Situation umgeht und z.B. in den für das Kraftfahrzeug und die jeweilige Situation definierten sicheren Zustand wechseln.

Not all the necessary information is available and it can no longer be received until the context switch:

• The motor vehicle can decide for itself how to deal with the situation and, for example, switch to the safe state defined for the motor vehicle and the respective situation.

• Das Kraftfahrzeug kann im Falle eines hohen Automatisierungsgrades zum Beispiel eine alternative Route nehmen.

The motor vehicle does not have the necessary capabilities (environmental sensors, etc.) or physical requirements (too wide, too long, too heavy, etc.) to be able to safely handle the upcoming situation:

• In the case of a high level of automation, the motor vehicle can, for example, take an alternative route.

For example, the driver can be warned by the motor vehicle and the driver can decide independently, provided with the necessary information.

• Ein automatisiertes Kraftfahrzeug, unabhängig vom Automatisierungsgrad, nähert sich einer besonderen Situation (kritische Verkehrssituation), dies kann z.B. eine Baustelle mit geänderter Spurführung, eine Fahrspurreduktionen (auch an Brücken), eine Mautstelle, ein Tunnel im Gegenverkehr, ein einspuriger Tunnel aufgrund einer Baustelle im Tunnel oder eine ähnliche Situation sein.

Another exemplary scenario is intended to explain the concept described here as an example:

• An automated motor vehicle, regardless of the level of automation, approaches a special situation (critical traffic situation), for example this could be a construction site with changed lane guidance, a lane reduction (also on bridges), a toll booth, a tunnel in oncoming traffic, a single-lane tunnel due to a construction site in the Be a tunnel or a similar situation.

It enters a defined first geographical area. Within this zone or area, which is also safely covered, for example, by the range of an RSU in the case of DSRC (“Direct Short Range Communication”) and/or W-LAN or with sufficient mobile phone reception, the motor vehicle can provide the necessary information ( Traffic situation data) for safe and comfortable passage or to warn the person driving, received through the "special situation" (critical traffic situation). This can, for example, the exact information about the changed and now valid lanes, applicable maximum speeds, maximum loads, new roadway widths, etc. Based on the traffic situation data, for example, the motor vehicle (from SAE level 3) or, for example, the driver (SAE level 0 to 2) can decide whether the received traffic situation data is relevant for their own journey or not (e.g. , if a motor vehicle had previously planned to turn).

A second geographical area or geographical zone is also defined. In particular, this zone is located in such a way that a motor vehicle or a driver can always decide and act in a timely manner, i.e. before an uncomfortable or even dangerous situation can arise. In this zone, the motor vehicle or the driver must decide whether all relevant information and skills (abilities include, for example, both the physical requirements such as weight, length, width, drag curve, etc. as well as the sensory and data technology equipment.) are available for the journey to be able to carry out/continue as planned, with the changed conditions.

If this is the case, the motor vehicle prepares itself for the changed situation based on the data received. It begins to adjust its speed accordingly, positioning itself accordingly in the lane, etc.

However, if the motor vehicle itself recognizes that it does not have the necessary capabilities or information, it can decide for itself what it has to do or how it gets to a state that is defined as “safe”. A motor vehicle with SAE level 3 can, for example, hand control back to a driver and inform him in good time about the upcoming situation (change in lane guidance, number of lanes, etc.).

• L0-L2: Fahrer wird rechtzeitig genau informiert, was auf ihn zukommt.
• L3: Kraftfahrzeug braucht die Verkehrssituationsdaten insbesondere so früh, dass es rechtzeitig entscheiden kann, um gegebenenfalls an den Fahrer übergeben zu können. Dazu muss es mit der Information, warum übergeben wird und was ihn erwartet, an den Fahrer übergeben (zum Beispiel Baustelle anstatt freier Verkehr). Zu „rechtzeitig“ gehört zum Beispiel auch, dass das Kraftfahrzeug in der Lage ist, falls der Fahrer nicht übernimmt, selbst den sicheren Zustand zu erreichen.
• L4: Verkehrssituationsdaten müssen rechtzeitig kommen, damit das Kraftfahrzeug selbst in der Lage ist, rechtzeitig in den sicheren Zustand zu kommen.
• L5: Verkehrssituationsdaten müssen zum Beispiel so rechtzeitig kommen, dass es in der Lage ist die Situation vollständig zu bewerten und auch z.B. eine Umfahrung der kritischen Situation einzuleiten.

Depending on the level of automation (L0 to L5) of the motor vehicle, the following can be provided, for example:

• L0-L2: The driver is informed in good time exactly what to expect.
• L3: Motor vehicle needs the traffic situation data in particular so early that it can make a decision in good time in order to be able to hand it over to the driver if necessary. To do this, it must be handed over to the driver with information about why it is being handed over and what awaits him (for example, construction site instead of free traffic). “In a timely manner” also includes, for example, that the motor vehicle is able to reach the safe state itself if the driver does not take over.
• L4: Traffic situation data must arrive in time so that the motor vehicle itself can able to reach a safe state in time.
• L5: Traffic situation data, for example, must arrive in good time so that it is able to fully assess the situation and, for example, initiate a detour around the critical situation.

• Die vor Ort verbaute Infrastruktur liefert dem Kraftfahrzeug über ein Kommunikationsnetzwerk alle notwendigen Verkehrssituationsdaten.

Sources of information for the traffic situation data can be, for example, the following sources of information:

• The infrastructure installed on site provides the vehicle with all the necessary traffic situation data via a communication network.

The motor vehicle receives the information from a backend. This can also be done, for example, from a backend from the motor vehicle manufacturer and then also include specific information, such as traffic information that is collected and redistributed by the respective manufacturers from their own brand of motor vehicles.

For example, the traffic situation data is not transferred all at once, but can be handed over gradually with increasing detail. For example, before a final departure, information is transmitted or handed over that, for example, a changed lane guidance is ahead. The motor vehicle can then assess whether it is technically capable of handling the critical traffic situation due to its equipment or capabilities, or whether it has to avoid it over a wide area.

QUOTES INCLUDED IN THE DESCRIPTION

This list of 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.

Cited patent literature

• US 2020/0242920 A1 [0002]
• DE 102018203426 A1 [0003]
• CN 102481936 A [0004]

Claims (16)

Method for operating an at least partially automated motor vehicle (401), comprising the following steps: receiving (101) on the motor vehicle side traffic situation data which describe a critical traffic situation (419) ahead of the motor vehicle (401) in the direction of travel (417) of the motor vehicle (401), deciding (103) on the motor vehicle side, based on the received traffic situation data, whether the existing traffic situation (419) is relevant or not for the at least partially automated journey of the motor vehicle (401), If the existing traffic situation (419) is relevant for the at least partially automated journey of the motor vehicle (401), the vehicle side decides (105) based on the traffic situation data as to whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically, Motor vehicle-side operation (107) of the motor vehicle (401) based on the motor vehicle-side decision as to whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically. Procedure according to Claim 1 , wherein the traffic situation data is received within a first defined geographical area (423), which is located in front of the traffic situation (419) with respect to the direction of travel (417), so that the motor vehicle decision as to whether the existing traffic situation (419) is at least partially automated guided journey of the motor vehicle (401) is relevant or not, based on the traffic situation data received within the first geographical area (423). Procedure according to Claim 2 , wherein the decision on the motor vehicle side as to whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically is carried out within a second defined geographical area (433), which relates to the direction of travel (417) in front of the traffic situation (419 ) and after the first geographical area (423). Procedure according to Claim 2 or 3 , whereby if further traffic situation data describing the traffic situation (419) is received on the motor vehicle side after the motor vehicle (401) has left the first geographical area (423), the further traffic situation data for the motor vehicle side decides whether the present traffic situation (419 ) is relevant or not for the at least partially automated journey of the motor vehicle (401), can be ignored. Procedure according to one of the Claims 2 until 4 , whereby if further traffic situation data describing the traffic situation (419) is received on the motor vehicle side after the motor vehicle (401) has left the first geographical area (423) or the second geographical area (433), the further traffic situation data for the motor vehicle side Deciding whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically can be ignored. Procedure according to one of the Claims 2 until 5 , wherein the infrastructure assistance data includes definition data that define the area or areas. Method according to one of the preceding claims, wherein if it has been decided that the motor vehicle (401) cannot drive through the critical traffic situation (419) at least partially automatically, the operation of the motor vehicle (401) includes a takeover request to a driver of the motor vehicle (401 ) is issued to take over the control of the motor vehicle (401), or control signals for at least partially automated control of a transverse and / or longitudinal guidance of the motor vehicle (401) are generated and output in order to bring the motor vehicle (401) into a safe state. Method according to one of the preceding claims, wherein the motor vehicle-side decision as to whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically includes a motor vehicle-side determination according to which maximum degree of automation the critical traffic situation (419) can be driven through at least partially automatically, whereby the motor vehicle-side decision as to whether the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically is carried out based on a result of the motor vehicle-side determination according to which maximum degree of automation the critical traffic situation (419) can be driven through at least partially automatically, so that a motor vehicle-side decision that the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically, specifies that it can drive through the critical traffic situation (419) at least partially automatically in accordance with the determined maximum degree of automation. Method according to one of the preceding claims, wherein the motor vehicle decides whether the motor vehicle (401) meets the critical traffic situation tion (419) can be carried out at least partially automatically, based on at least one motor vehicle characteristic, the at least one motor vehicle characteristic being an element selected from the following group of motor vehicle characteristics: mass, length, width, height, wheelbase, drag curve, maximum possible steering angle, maximum possible deceleration, maximum possible acceleration, environmental sensor equipment, data technology equipment. Method according to one of the preceding claims, wherein if it has been decided that the motor vehicle (401) cannot drive through the critical traffic situation (419) at least partially automatically, it is determined on the motor vehicle side whether there is a bypass in order to avoid the traffic situation (419), wherein the motor vehicle (401) is operated based on a result of determining on the motor vehicle side whether there is a detour in order to avoid the traffic situation (419). Method according to one of the preceding claims, wherein if it has been decided that the motor vehicle (401) can drive through the critical traffic situation (419) at least partially automatically, the motor vehicle-side operation of the motor vehicle (401) involves generating and outputting control signals for at least partially automated control of a cross - and/or longitudinal guidance of the motor vehicle (401) in order to prepare for driving through the traffic situation (419). Procedure according to Claim 11 , wherein the control signals are generated in such a way that when the transverse and/or longitudinal guidance of the motor vehicle (401) is controlled based on the control signals generated, a motor vehicle speed is reduced or increased and/or a lane change is made and/or a distance to a vehicle in front is changed Road users are reduced or increased and / or the motor vehicle (401) is guided in such a way that another road user can merge into the motor vehicle's own lane according to a zipper principle or that the motor vehicle (401) can thread into an adjacent lane according to a zipper principle. Method according to one of the preceding claims, wherein the traffic situation data each comprises one or more elements of the following group of data: position data of the traffic situation (419), lane information data (width, longitudinal inclination, transverse inclination, curve radii, road markings present yes/no, road markings in a different color, e.g. yellow for temporary changes, ...) of one or more lanes that run through the traffic situation (419). Information about the context of the situation such as “construction site”, lane reduction (e.g. from 3 to 2 lanes), end of a motorway, toll booth, tunnel, bridge. Device (201) which is set up to carry out all steps of the method according to one of the preceding claims. Computer program (303), comprising commands which, when the computer program (303) is executed by a computer, cause the computer to carry out a method according to one of Claims 1 until 13 to carry out. Machine-readable storage medium (301) on which the computer program (303) can be stored Claim 15 is stored.

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