DE102022205926A1 - Method for external vehicle control of a vehicle - Google Patents

Abstract

The invention relates to a method for external vehicle guidance of a vehicle (110) and traffic monitoring by means of interacting service units (12), which observe or control a limited traffic-relevant space (10), with at least the following method steps: a) Continuous interaction of the service unit (12 ) with decentralized infrastructure components, in particular environmental sensors (40) of the limited, traffic-relevant space (10) to generate an image (70) of the traffic-relevant space (10) in the service unit (12), b) specification of travel corridors (74) to the traffic-relevant space (10) passing road users (28, 30, 32, 34), in particular autonomously driving vehicles (110), by transmitting geometric driving specifications (82) to them andc) physical implementation of the geometric driving specifications (82) by the road users (28, 30, 32, 34), in particular autonomously driving vehicles (110). Furthermore, the invention relates to the use of the method for external vehicle guidance using decentralized infrastructure components.

Description

Technical area

The invention relates to a method for external vehicle guidance, traffic monitoring and traffic management using components of decentralized infrastructure units.

State of the art

DE 10 2015 206 439 A1 The subject is a system for assisting autonomous vehicles, comprising one or more environmental sensors that are arranged on stationary infrastructure elements, a processor for determining assistance data and a communication interface for sending them to autonomous vehicles. The environment sensors are designed to detect a respective environment of the infrastructure elements and, based on this, to enable autonomous vehicles to drive autonomously in the respective environment. According to a disclosed embodiment variant, the processor is designed in such a way that corresponding driving specification data for autonomous vehicles are calculated based on the respective surrounding environment of one or more driving specifications, so that the determined assistance data includes the driving specification data. A driving specification includes in particular a driving maneuver and/or a driving strategy and is specifically intended for a specific autonomous vehicle.

DE 10 2019 214 482 A1 relates to a method for safe, at least partially automated driving of a motor vehicle. This includes receiving infrastructure data signals and safety condition signals and checking them, as well as determining, generating and issuing control commands or control signals for a motor vehicle. The infrastructure data can include: environment sensor data from an infrastructure environment sensor, environmental data, weather data, traffic data, danger data, road user status data and / or a driving specification, based on which the motor vehicle can drive at least partially automatically. If the infrastructure data includes a driving specification, its safety is checked using data generated internally in the vehicle and/or algorithms provided. If possible, this check will be carried out taking additional infrastructure data into account.

DE 10 2019 008 896 A1 The subject is a computer-implemented method for planning a driving maneuver of an autonomous motor vehicle. Control signals for implementing the driving maneuver are generated based on a target, environmental input variables and input variables from other road users, with the underlying algorithm being assigned a unique code that is sent to other road users. In one version, the code is simultaneously sent to a traffic infrastructure, which reacts accordingly and ensures in a decentralized manner that only suitable motor vehicles are traveling autonomously in the corresponding zone.

The entire task of autonomous driving must be provided by the individual vehicle. This means that the entire relevant environment of the vehicle must be perceived, mapped and reflected and corresponding driving reactions must be determined. This task opens up an unmistakably large problem space. The failure of a component, such as a sensor in a single vehicle, endangers the safety of all road users in the vicinity of this vehicle. Coordination of autonomous vehicles is not possible due to the heterogeneity of the systems. Accordingly, fully autonomous driving on a large scale does not seem to be possible at the moment.

Autonomous driving at the current time places the responsibility of mastering all possible driving situations on the autonomous vehicle. The communication speed between the vehicle and the infrastructure or infrastructure components does not meet the requirements necessary to be able to safely drive vehicles under external control. The coordination of vehicles in highly dynamically changing scenarios does not appear possible; Furthermore, there is no practical concept for providing and managing sensors and vehicle guidance through the infrastructure on a larger scale.

Presentation of the invention

1. a) Kontinuierliche Interaktion der Serviceeinheit mit dezentralen Infrastrukturkomponenten, insbesondere Umgebungssensoren, des begrenzten, verkehrsrelevanten Raums zur Erzeugung eines Abbilds des verkehrsrelevanten Raums in der Serviceeinheit,
2. b) Vorgabe von Fahrkorridoren an den verkehrsrelevanten Raum passierende/betretende Verkehrsteilnehmer, insbesondere autonom fahrende Fahrzeuge, durch Übermittlung geometrischer Fahrvorgaben an diese und
3. c) physikalische Umsetzung der geometrischen Fahrvorgaben durch die Verkehrsteilnehmer, insbesondere autonom fahrende Fahrzeuge.

According to the invention, a method is proposed for external vehicle guidance of a vehicle and for traffic monitoring by means of interacting service units which observe or control a limited traffic-relevant space, with the following method steps being carried out:

1. a) Continuous interaction of the service unit with decentralized infrastructure components, in particular environmental sensors, of the limited, traffic-relevant space to generate an image of the traffic-relevant space in the service unit,
2. b) Specification of driving corridors for road users passing/entering the traffic-relevant area, in particular autonomous vehicles moving vehicles, by transmitting geometric driving specifications to them and
3. c) physical implementation of the geometric driving specifications by road users, especially autonomous vehicles.

The solution proposed according to the invention makes it possible to advantageously shift the perception of the surroundings and the guidance of the vehicle into the infrastructure, in particular into the service unit, while the physical implementation of a geometric movement or driving specification transmitted by this remains the responsibility of the vehicle. The method proposed according to the invention can therefore be used to provide a specification, in particular a geometric specification, for the vehicle guidance of a vehicle in geometric form from the service unit via data from the infrastructure, instead of expecting the vehicle to oversee and control the entirety of all situations that may arise. The method proposed according to the invention thus divides the a priori unmistakable problem space of the entirety of all possible driving situations into specific subspaces.

• - Vorgabe von Fahrkorridoren als geometrische Fahrvorgaben,
• - Bereitstellung von Statistiken,
• - Vorgabe lokaler Identifikationsnummern für den verkehrsrelevanten Raum nutzende Verkehrsteilnehmer, insbesondere autonom fahrende Fahrzeuge sowie
• - Notifikationsdienstleistungen.

In an advantageous development of the method proposed according to the invention, the service unit offers road users, in particular autonomous vehicles, external services, such as

• - Specification of driving corridors as geometric driving specifications,
• - providing statistics,
• - Specification of local identification numbers for road users using the traffic-relevant space, in particular autonomous vehicles
• - Notification services.

In an advantageous development of the method proposed according to the invention, a number of service units in several adjacent, traffic-relevant rooms form a higher-level network via standardized interfaces between the service units. In an advantageous embodiment of the method proposed according to the invention, the service unit continuously monitors sections of the traffic-relevant areas, which include entrances and exits to other traffic-relevant areas. In the method proposed according to the invention, input data is transmitted to the service units via environmental sensors in the traffic-relevant rooms, which represent all objects within the traffic-relevant room assigned to the respective service unit. This means that the service unit has a constantly updated image of the condition of the monitored traffic-relevant area, which is highly up-to-date.

In an advantageous development of the method proposed according to the invention, the image of the respective traffic-relevant space is continuously updated by the input data from the environmental sensors. This means that the driving corridors transmitted by the service unit to road users as geometric driving specifications are always up to date.

In the method proposed according to the invention, the driving corridors within the service unit are determined by a planner and transmitted as geometric driving specifications to the road users, in particular autonomously driving vehicles, and continuously updated individually for the road users through updates of the driving corridors.

To ensure the existence of a communication connection between the road users, in particular autonomous vehicles on the one hand, and the service unit on the other hand, watch dog signals are transmitted between them and, in the event of the absence of such watch dog signals, the movements or maneuvers are shut down or stopped Road users are initiated within the traffic-relevant area to be monitored by the service unit.

• - Vergabe einer lokalen Identifikationsnummer an einen Verkehrsteilnehmer, welcher den verkehrsrelevanten Raum betritt,
• - Zuweisung eines Fahrkorridors und dessen Aktualisierung an den den verkehrsrelevanten Raum betretenden Verkehrsteilnehmer, insbesondere ein autonom fahrendes Fahrzeug, welches in diesem Fall den Status eines extern geführten Fahrzeugs annimmt,
• - Aussendung von Watch-Dog-Signalen in bidirektionaler Richtung zwischen der Serviceeinheit und sämtlichen, innerhalb des verkehrsrelevanten Raums geführten Fahrzeugen,
• - Aufbereitung statistischer und historischer Informationen über den Verkehrsverlauf,
• - Bereitstellung von Notifikationsdiensten über innerhalb des verkehrsrelevanten Raums detektierte Ereignisse.

In an advantageous development of the method proposed according to the invention, the traffic flow in the traffic-relevant area is monitored to ensure compliance with the driving corridors by the respective road users, in particular autonomously driving vehicles, via a traffic observer present in the service unit, and events occurring are stored in an event list, which is used by the planners for the driving corridors Adaptation and updating of the travel corridors can in turn be used. In the method proposed according to the invention, the planner of the travel corridors and the traffic observer of the service unit provide externally accessible services that are subject to access rights that are created in an access management, the services provided comprising:

• - Assigning a local identification number to a road user who enters the traffic-relevant area,
• - Assignment of a driving corridor and its updating to the road user entering the traffic-relevant area, in particular an autonomous vehicle, which In this case, the vehicle assumes the status of an externally driven vehicle,
• - Sending watch dog signals in a bidirectional direction between the service unit and all vehicles driven within the traffic-relevant area,
• - Preparation of statistical and historical information about traffic patterns,
• - Provision of notification services about events detected within the traffic-relevant area.

Advantages of the invention

The solution proposed according to the invention advantageously releases an autonomous vehicle from the responsibility of perceiving its relevant traffic environment and providing solutions for all situations. According to the solution proposed according to the invention, the perception of the environment is rather integrated into the infrastructure, i.e. H. the vehicle environment is shifted, while the physical implementation of geometric driving specifications remains the responsibility of the vehicle. Advantageously, the solution proposed according to the invention can divide the traffic area into small, independent cells, i.e. H. Small, easier-to-see traffic-relevant rooms can be divided. The small spatial distance ensures fast communication over very short transmission paths. Each service unit is clearly assigned to a traffic-relevant geographical area.

Instead of expecting the vehicle to oversee and control all possible situations, the driving instructions are provided in geometric form for vehicle guidance by the service unit through the decentralized components of the infrastructure. This means that the unmistakable problem space of all possible driving situations is divided into specific subspaces.

The local knowledge about the conditions in a respective traffic-relevant subspace includes potholes, ice on wind-blown stretches of road, uneven ground, animal crossings, railway crossings, maneuvering requirements and the like. This means that the individual autonomous vehicle no longer necessarily has to be able to distinguish a puddle from a pothole filled with water. The solution proposed according to the invention therefore results in external vehicle guidance that is appropriate to the situation. External vehicle guidance, in turn, offers the possibility of coordinating dangerous situations within a service unit that is assigned to a clearly defined, traffic-relevant geographical area. By maintaining small, independent service units, autonomous driving can be made possible in a larger area if scaled up accordingly. The entirety of all service units becomes robust because there is no need to depend on a central unit or non-local services for data storage and data processing. The solution proposed according to the invention makes it possible to divide an area into smaller observation or control cells in the form of traffic-relevant rooms in order to divide the highly complex task of vehicle control into small, location-specific sub-problems and to solve them through detailed knowledge. By coordinating several service units, traffic control or route planning for road users can be implemented efficiently, so that in some cases traffic light control at intersections can be dispensed with, as this can be done by the service unit by specifying the corresponding travel corridors to road users .

Brief description of the drawings

Embodiments of the invention are explained in more detail with reference to the drawings and the following description.

• 1 eine schematische Darstellung eines verkehrsrelevanten Raums,
• 2 Abhängigkeiten einer Serviceeinheit, die den in 1 dargestellten verkehrsrelevanten Raum überwacht,
• 3 einen schematischen Aufbau einer Serviceeinheit zur Überwachung des verkehrsrelevanten Raums gemäß 1 und
• 4 eine Darstellung eines Fahrkorridors erstellt durch einen Planer der Serviceeinheit.

Show it:

• 1 a schematic representation of a traffic-relevant area,
• 2 Dependencies of a service unit that meets the in 1 the traffic-relevant area shown is monitored,
• 3 a schematic structure of a service unit for monitoring the traffic-relevant area 1 and
• 4 a representation of a travel corridor created by a planner from the service unit.

Embodiments of the invention

In the following description of the embodiments of the invention, the same or similar elements are referred to with the same reference numerals, with a repeated description of these elements being omitted in individual cases. The figures represent the subject matter of the invention only schematically.

1 shows a traffic-relevant room 10, which is assigned to a service unit 12, which provides external guidance of vehicles through the in 1 shown traffic-relevant room 10.

The in 1 The traffic-relevant room 10 shown schematically includes a first entrance/exit 14, a second entrance/exit 16 and a further, third entrance/exit 18. The traffic-relevant room 10 is above this as shown in 1 in connection with other traffic-relevant rooms adjacent to these. The traffic-relevant space 10 thus represents a subset of an overall traffic area.

The traffic-relevant space 10 includes, for example, a roadway 20 with a first lane 22, a second lane 24 and a third lane 26. The roadway 20 is routed via the third lane 26 as shown in 1 widened at a road extension 38. In the traffic-relevant room 10 as shown in 1 First, second, third and fourth road users 28, 30, 32, 34 are traveling in the form of vehicles that are guided externally through the traffic-relevant space 10 via the service unit 12. An intended route or trajectory of the first road user 28 in the form of an externally guided vehicle 110 is designated by reference numeral 36. The first road user 28 in the form of the externally guided vehicle 110 is guided via the service unit 12 along the intended route 36, which corresponds to a travel corridor 74, starting from the second entrance/exit 16 to the third entrance/exit 18.

Within the traffic-relevant space 10 as shown in 1 Environmental sensors 40 are arranged flanking the roadway 20 or the sides of the lanes 22, 24, 26. The environmental sensors 40 can be arranged at a regular or irregular distance 42 from one another. Furthermore, signs, bridges, traffic lights, traffic signs or the like can be arranged within the traffic-relevant space 10, which are assigned to a decentralized infrastructure within the traffic-relevant space 10 and which also communicate with the service unit 12 via sensors not shown here. The service unit 12 is a software component that runs on one or more computing units that are connected to one another over a minimum communication distance. Furthermore, the road users 28, 30, 32, 34 are also connected to the service unit 12 over minimal communication distances. Communication distance is understood as a communicative proximity between two units X and Y. The communicative proximity increases with the transmission time from X to Y, with the number of translations that a message undergoes on the way from X to Y, with the availability of the communication units involved on the way from Energy for transmission.

The limited traffic-relevant space 10 is monitored and managed by the service unit 12, which represents a small independent unit.

The perception of the surroundings and the guidance of the road users 28, 30, 32, 24 are carried out by the central infrastructure or the input data 50, which the environmental sensors 40 transmit to the service unit 12.

2 shows schematically a service unit 12 and its dependencies or operating conditions.

From the illustration according to 2 it emerges that via the sensor system 52 in the form of in 1 Environmental sensors 40 shown input data 50 are transmitted to the service unit 12. The service unit 12 itself is managed via an owner access 56 and an access management 54 in which access rights are managed. As part of the owner access 56, tests and maintenance are carried out and the configuration of the service unit 12 is maintained and adjusted if necessary. The service unit 12, which is in 1 The traffic-relevant room 10 shown is continuously monitored and communicates to the outside as part of a bidirectional data exchange 60 service functions 58. The service functions 58 of the service unit 12 include, in particular, the transmission of travel corridors 74 to road users 28, 30, 32, 34 entering the traffic-relevant space 10, as well as the transmission of statistics, the allocation of identification numbers and notification services about events and changes that occur have occurred within the traffic-relevant area 10, for example a broken down vehicle or an accident or similar.

3 shows schematically the structure of a service unit 12.

As already mentioned above, the environmental sensors 40 of the traffic-relevant room 10 transmit input data 50 to the service unit 12. This in turn comprises several data units 68. In these, an image 70 of the traffic-relevant room 10 is obtained from the input data 50. Through the constant transmission of input data 50 via the environmental sensors 40 of the traffic-relevant space 10, this image 70 of the traffic-relevant space 10 is constantly monitored and updated. The data units 68 include a memory or a list 72 which contains travel corridors 74. The travel corridors 74 in the above context are geometric driving specifications that are transmitted by the service unit 12 to a road user 28, 30, 32, 34 as soon as the latter wants to enter the traffic-relevant space 10 monitored by the corresponding service unit 12.

Furthermore, the data units 68 include a statistics memory. Depending on the jurisdiction in the given area, the data units 68 may contain anonymized data about road users 28, 30, 32, 34 and traffic volume. Data about the occurrence of accidents or increased traffic volume can also be stored there. Based on the stored data, a statement can possibly be made about the quality and suitability of the software that the respective service unit 12 manages.

In addition, the data units 68 include a block that contains an event list 78. Within the event list 78, for example, the position of broken down vehicles or the occurrence of accidents are stored, in particular events which relate to an update of travel corridors 74 for the road users 28, 30, 32, 34 entering the traffic-relevant space 10 in the form of vehicles 110 that are driven externally .

From the illustration according to 3 It can also be seen that the service unit 12 contains a planner 80, which transmits travel corridors 74 to the road users 28, 30, 32, 34 who want to use the traffic-relevant space 10. In addition, the service unit includes 12 as shown in 3 a traffic observer 86. The traffic observer 86 monitors the traffic-relevant space 10 with regard to the occurrence of events that are stored in the event list 78 and which the planner 80 accesses to determine the travel corridors 74 in order to send corresponding travel corridors 74 to the road users 28, 30, 32 , 34 to transmit. Depending on the frequency of occurrence of events that are to be stored in the event list 78, the travel corridors 74 are updated in order to guide the road users 28, 30, 32, 34 through them in an updated manner, taking into account events 88 that have occurred in the traffic-relevant space 10 . In addition, the service unit 12 includes a module for communication of external services 90 in the form of geometric driving specifications 82, in particular travel corridors 74 for the road users 28, 30, 32, 34. In the present case, geometric driving specifications 82 include a number of limited positions, which a road user 28, 30, 32, 34 as an externally driven vehicle 110 is allowed to occupy the traffic-relevant space 10 at a certain time. The physical implementation of this geometric driving specification 82, which the respective road user 28, 30, 32, 34 receives from the service unit 12 as an externally guided vehicle 110, determines which driving actions such as acceleration or steering path influence the physical vehicle/vehicle surface system, so that this remains fulfilled. The physical implementation of the geometric driving specification 82 in the form of the travel corridor 74 of the service unit 12 requires knowledge about the vehicle with regard to brakes, engine and tires. This should therefore be determined within the vehicle. The geometric driving specification 82, on the other hand, describes the solution for coordinating several road users or for vehicle movement within the traffic-relevant space 10, which is monitored or controlled by the service unit 12.

The presence of communication channels between the road users 28, 30, 32, 34 and the service unit 12 is checked using the watch dog signals. The unit that regularly sends such signals and waits for an automated response from all road users 28, 30, 32, 34 can be kept within the service unit 12. A lack of an automated response from a road user 28, 30, 32, 34 can be communicated to the traffic observer 86 via the image 70 of the traffic-relevant space 10. In the image 70 of the traffic-relevant space 10, corresponding road users 28, 30, 32, 34 can be marked with “no indication of the participant's activity”.

Through the service unit 12 proposed according to the invention, which monitors the traffic-relevant room 10 and has its image 70, the perception of the surroundings and the guidance of the road users 28, 30, 32, 34 are relocated to the decentralized infrastructure of the traffic-relevant room 10. The physical implementation of the geometric driving specifications 82 transmitted via the service unit 12 to the road users 28, 30, 32, 34 in the form of the travel corridors 74 remains the responsibility of the road users 28, 30, 32, 34 in the form of externally guided vehicles 110. Due to the low spatial distance, fast communication can be guaranteed. A traffic-relevant room 10, as in 1 is shown schematically, communicates with exactly one service unit 12, which continuously monitors the geographical terrain of the traffic-relevant area 10 and continuously updates the image 70 of the same when changes occur, for example in the form of broken down vehicles. The service unit 12 offers the individual road users 28, 30, 32, 34 external services 90, such as the allocation of travel corridors 74, the transmission of statistics 76 and the like as well as notification services. Instead of expecting the individual road users 28, 30, 32, 34 to oversee and control the entirety of all possible situations that can occur in the traffic-relevant space 10, the individual road users 28, 30, 32, 34 are guided externally guided vehicles 110 by geometric driving specifications 82, ie the specification of travel corridors 74 by the service unit 12. The local knowledge about the nature of the traffic-relevant space 10, such as potholes, bumps, level crossings, etc., is relocated to the service unit 12. The individual vehicle, in particular an externally driven vehicle 110, which wants to pass through the traffic-relevant space 10 monitored via the service unit 12, must therefore no longer be able to recognize details of the traffic-relevant space 10. The service unit 12 takes into account the nature of the traffic-relevant space 10 when creating the corresponding travel corridor 74 for the road user 28, 30, 32, 34 who wants to pass through the traffic-relevant space 10. A vehicle-external guidance, as proposed according to the invention, offers the possibility of coordinating dangerous situations within a service unit 12. Through access to several service units 12, traffic flows in larger areas can be monitored and controlled, which enables high scaling of the principle proposed according to the invention.

The entirety of all service units 12 is thereby increased in terms of its robustness, so that there is no dependence on a central unit or on non-local services for data storage and processing. The service unit 12, as in 3 is shown schematically, monitors the in 1 limited traffic-relevant space 10 shown, for example a section of route. The first input/output 14 shown there, the second input/output 16 and the third input/output 18 represent access to neighboring traffic-relevant rooms 10. Communication with the environmental sensors 40 and the road users 28, 30, 32, 34 is designed in such a way, particularly with regard to the computing speed of the service unit 12, that dangerous situations can be recognized and solutions can be implemented directly. The planner 80 for the travel corridors 74 contained in the service unit 12 is able to determine and transmit a safe travel corridor 74 for each of the road users 28, 30, 32, 34 for an entrance/exit 14, 16, 18. This is stored in a list 72 of travel corridors and used for the later calculation of travel corridors 74. This travel corridor 74 represents the geometric driving specification 82, which is to be transmitted to the externally guided vehicle 110, ie the first road user 28, the second road user 30, the third road user 32 or the fourth road user 34. The road users 28, 30, 32, 34 who want to use and pass through the traffic-relevant space 10 remain in constant contact with the service unit 12 and can therefore also receive updates of their already transmitted travel corridors 74, should this occur due to the occurrence of events in the event list 78 transmitted by the traffic observer 86 can be influenced.

In order to continuously monitor the presence of a constant connection between the service unit 12 and the road users 28, 30, 32, 34, watch dog signals are used.

If communication has been interrupted between the service unit 12 and one of the road users 28, 30, 32, 34 to be guided through the traffic-relevant space 10, said watch dog signals remain absent. In this case, all road users 28, 30, 32, 34 must initiate a standstill measure; neighboring service units 12, which monitor and manage neighboring traffic-relevant rooms 10, can receive information about this. Events can be recorded by the traffic observer 86 contained in the service unit 12 and stored in the event list 78 of the service unit 12. The traffic observer 86 can be used to detect collisions and make initial automated judgments. For example, if a road user 28, 30, 32, 34 leaves his travel corridor 74, responsibility for this must be assigned to him. If a non-guided road user, i.e. H. A non-externally driven vehicle causes a collision and behaves contrary to specific expectations. Responsibility must be assigned to this non-guided road user.

In this context, it is worth mentioning that, according to local jurisprudence, the behavior of non-legal persons, such as wild animals, etc., may under certain circumstances have to be assessed by judges based on a recorded history.

Furthermore, a continuous update of the processes within the traffic-relevant space 10 can take place via the traffic observer 86. The traffic observer 86, for example, notices traffic violations and can save these events in the event list 78. Special situations, such as a broken down vehicle, children playing on the side of the road or the like, can be detected via the traffic observer 86 and taken into account by the planner 80 for the travel corridors 74 in order to update them. Updated ride Corridors 74 can be made available to road users 28, 30, 32, 34 immediately afterwards.

• - Ein Verkehrsteilnehmer 28, 30, 32, 34 betritt den verkehrsrelevanten Raum 10 und übermittelt eine Anmeldung an die Serviceeinheit 12. Der Verkehrsteilnehmer 28, 30, 32, 34 erhält eine Identifikationsnummer, welche nicht auf die Identität des Fahrzeugs beziehungsweise dessen Halter schließen lässt;
• - ein Fahrzeug erbittet eine Zuweisung eines Fahrtkorridors 74, um einen bestimmten Ein-/Ausgang 14, 16, 18 des verkehrsrelevanten Raums 10 zu erreichen: Die Serviceeinheit 12 übermittelt einen Fahrtkorridor 74 sowie Updates des Fahrtkorridors 74, falls sich die Verhältnisse innerhalb des von der Serviceeinheit 12 überwachten verkehrsrelevanten Raums 10 ändern. Durch diese Anfrage wird der Verkehrsteilnehmer 28, 30, 32, 34 zu einem extern geführten Fahrzeug 110;
• - die Serviceeinheit 12 unterhält über bidirektionalen Datenaustausch 60 Watch-Dog-Signale mit allen extern geführten Fahrzeugen 110;
• - Notifikationsdienste über detektierte Ereignisse. Beispielsweise können die derzeitige Verkehrsgeschwindigkeit von einem Ein-/Ausgang 14, 16, 18 zu einem anderen, Kollisionen innerhalb des verkehrsrelevanten Raums 10 sowie ein aufgetretener Stillstand an übergeordnete Dienste oder an Serviceeinheiten 12 angrenzender verkehrsrelevanter Räume 10 übermittelt werden.

Based on the data units 68, the planner 80 for the travel corridors 74 and the traffic observer 86, the service unit 12 can provide external services, that is, offer external services 90. These external services 90 are tied to access rights, which are managed via an access management 54 as part of an owner access 56. The external services 90 include:

• - A road user 28, 30, 32, 34 enters the traffic-relevant space 10 and transmits a registration to the service unit 12. The road user 28, 30, 32, 34 receives an identification number which does not indicate the identity of the vehicle or its owner;
• - A vehicle requests an assignment of a travel corridor 74 in order to reach a specific entrance/exit 14, 16, 18 of the traffic-relevant room 10: The service unit 12 transmits a travel corridor 74 as well as updates of the travel corridor 74 if the conditions are within the range specified by the Change service unit 12 monitored traffic-relevant room 10. Through this request, the road user 28, 30, 32, 34 becomes an externally driven vehicle 110;
• - the service unit 12 maintains 60 watch dog signals with all externally driven vehicles 110 via bidirectional data exchange;
• - Notification services about detected events. For example, the current traffic speed from one entrance/exit 14, 16, 18 to another, collisions within the traffic-relevant space 10 and a standstill that has occurred can be transmitted to higher-level services or to service units 12 of adjacent traffic-relevant spaces 10.

According to the representation 4 a travel corridor 74 with a nominal path 100 running in the middle can be seen.

The transmission of the travel corridors 74 represents the geometric driving specification 82, which is transmitted via the service unit 12 to the respective road user 28, 30, 32, 34, so that the latter, as an externally guided vehicle 110, passes through the limited traffic-relevant space 10 monitored by the service unit 12 . The travel corridor 74 represents the geometric description of a tunnel in space-time coordinates. The travel corridor 74 defines the boundaries of when and where a road user 28, 30, 32, 34 is within the traffic-relevant space 10. A nominal path 100 is specified via the travel corridor 74, the course of which is specified over the path length s. This allows degrees of freedom in time or speed to arise. The path length is limited by a minimum path length s _min , 102 and a maximum path length s _max 104. The maximum deviation of each point on a nominal path 100 is indicated by a first deviation 106 d _left or by a second deviation d _right 108. By specifying a nominal route 100 in the center of the travel corridor 74, maneuvering needs can be explicitly stated. Without such a specification, the externally guided vehicle 110 would have to recognize and solve the needs itself, which is precisely what the solution proposed according to the invention is intended to avoid.

The geometric driving specification 82 to the externally guided vehicle 110 is part of a geometric solution to all road users 28, 30, 32, 34 involved 1 , to get to their corresponding destinations, ie the first input/output 14, the second input/output 16 or the third input/output 18. In order to be able to calculate a travel corridor 74, the planner 80 requires data about the dynamics and shape of the vehicle 110 to be driven externally. This includes, for example, the maximum acceleration that can be applied and the maximum possible deceleration of the vehicle, depending on the current speed, route inclination and coefficient of static friction; furthermore a maximum change in curvature, depending on the current curvature, speed, route inclination and coefficient of static friction and the like.

The dynamic properties can be described by the parameters of parameterized graphs; Furthermore, de-anonymization can be prevented because standard boxes for vehicle shapes are specified or standard vehicle dynamics are used as the basis for these calculations. This information is available to the planner 80 of the service unit 12, in which the travel corridors 74 are determined as geometric driving specifications 82, in advance when calculating the travel corridors 74.

The invention is not limited to the exemplary embodiments described here and the aspects highlighted therein. Rather, within the range specified by the claims, a large number of modifications are possible, which are within the scope of professional action.

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

• DE 102015206439 A1 [0002]
• DE 102019214482 A1 [0003]
• DE 102019008896 A1 [0004]

Claims (15)

Method for external vehicle guidance of a vehicle (110) and for traffic monitoring by means of interacting service units (12), which observe or control a limited traffic-relevant space (10), with at least the following method steps: a) continuous interaction of the service unit (12) with central infrastructure components, in particular environmental sensors (40) of the limited traffic-relevant space (10) to generate an image (70) of the traffic-relevant space (10) in the service unit (12), b) allocating travel corridors (74) to road users (28, 30, 32, 34) entering the traffic-relevant area (10), in particular autonomously driving vehicles (110), by giving them geometric driving specifications (82), c) physical implementation of the respective geometric driving specifications (82) by the road users (28, 30, 32, 34), in particular autonomous vehicles (110). Procedure according to Claim 1 , characterized in that the service unit (12) offers external services (90) to road users (28, 30, 32, 34), in particular autonomously driving vehicles (110), such as - allocation of travel corridors (74) as geometric driving specifications (82) , - Provision of statistics (76), - Assignment of local identification numbers for road users (28, 30, 32, 34) entering the traffic-relevant area (10), in particular autonomous vehicles (110), - Notification services. Procedure in accordance with Claims 1 and 2 , characterized in that a number of service units (12) of several adjacent traffic-relevant rooms (10) form a higher-level network via standardized interfaces of the service units (12). Procedure in accordance with Claims 1 until 3 , characterized in that the service units (12) continuously monitor sections of the traffic-relevant rooms (10), which have entrances and exits (14, 16, 18) that lead to adjacent traffic-relevant rooms (10). Procedure in accordance with Claims 1 until 4 , characterized in that input data (50) are transmitted to the service units (12) via environmental sensors (40) in the traffic-relevant rooms (10), which represent all objects within the traffic-relevant room (10) assigned to the service unit (12). Procedure according to Claim 5 , characterized in that the image (70) of the traffic-relevant space (10) is continuously updated by the input data (50) of the environmental sensors (40). Procedure in accordance with Claims 1 until 6 , characterized in that the travel corridors (74) within the service unit (12) are determined by the planner (80) and as geometric driving specifications (82) to the road users (28, 30, 32, 34), in particular autonomously driving vehicles (110) transmitted and continuously updated by updates of the travel corridors (74) by the planner (80). Procedure in accordance with Claims 1 until 7 , characterized in that the presence of a communication connection between the service unit (12) and the road users (28, 30, 32, 34), in particular autonomously driving vehicles (110), is checked by sending watch dog signals and if they are missing the standstill of road users (28, 30, 32, 34), in particular autonomous vehicles (110), is initiated in the traffic-relevant space (10). Procedure in accordance with Claims 1 until 8th , characterized in that by means of a traffic observer (86) of the service unit (12), the traffic flow in traffic-relevant areas (10) is monitored to ensure that the traffic corridors (74) are adhered to by the road users (28, 30, 32, 34), in particular autonomously driving vehicles (110 ), is monitored, events occurring are stored in an event list (78), which is used by the planner (86) to adapt the travel corridors (74) or to create updates to travel corridors (74). Procedure in accordance with Claims 1 until 9 , characterized in that the planner (80) of the travel corridors (74) and the traffic observer (86) provide external services (90) which are tied to access rights and are managed in an access management (54), the services comprising: - Specification a local identification number to a road user (28, 30, 32, 34) entering the traffic-relevant area, in particular an autonomous vehicle (110), - assignment of a travel corridor (74) and updates updating this to the road user entering the traffic-relevant area (10). (28, 30, 32, 34), in particular an autonomously driving vehicle (110), which assumes the status of an externally driven vehicle (110), - monitoring a communication connection between the service unit (12) and the external guided vehicles (110) through bidirectionally sent watch dog signals, - preparation of statistical and historical information about traffic progress, - notification services about detected events, in particular collisions, standstill of higher-level services and current traffic speed. Procedure in accordance with Claims 1 until 10 , characterized in that a travel corridor (74), created by the planner (80) of the service unit (12), represents the geometric description of a nominal path (100), the course of which is specified over a path length s. Procedure in accordance with Claims 1 until 11 , characterized in that to calculate the travel corridor (74) in the service unit (12), the planner (80) receives data on the dynamics of the road user (28, 30, 32, 34), in particular an autonomously driving vehicle (110), comprising: - Maximum achievable acceleration and maximum deceleration depending on current speed, route inclination and coefficient of static friction, - Maximum change in curvature depending on current curvature, speed, route inclination and coefficient of static friction, description of the geometric path or trajectory that the road user follows (28, 30, 32, 34) , in particular an autonomously driving vehicle (110), follows as it moves along the travel corridor (74). Service unit (12), which observes a limited traffic-relevant space (10) and offers external services (90) to road users (28, 30, 32, 34), in particular autonomously driving vehicles (110), and which includes data units (68) that are set up are, this one - offer travel corridors (74) as geometric driving specifications (82), - offer statistics (76), - to assign local identification numbers for the traffic-relevant area (10) to road users (28, 30, 32, 34), in particular autonomously driving vehicles (110), entering it, and - Provide notification services. System with a plurality of service units (12) according to Claim 13 , which monitor a plurality of traffic-relevant rooms (10) or a plurality of adjacent traffic-relevant rooms (10). Use of the method according to one of the Claims 1 until 12 for external vehicle control of an autonomous vehicle (110) using a decentralized infrastructure.

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