DE102022212869B3 - Method for operating at least one autonomously operated vehicle, vehicle guidance system, and vehicle - Google Patents

Abstract

The invention relates to a method for operating at least one autonomously operated vehicle (A1 to A6), wherein traffic information relating to a traffic situation (4 and/or environmental information relating to the traffic situation (4) is provided, characterized by - determining an assessment result on the basis the traffic information and/or the environmental information, with the assessment result characterizing a danger to at least one road user (V1 to V4) based on the traffic situation (4), - determining a safety measure (7, 10, 11) with which the at least one Road users (V1 to V4) can be protected from the danger posed by the traffic situation (4) by the at least one vehicle (A1 to A6), depending on the assessment result, and adapting a driving behavior of the at least one vehicle (A1 to A6) depending of one security measure (7, 10, 11).The invention further relates to a vehicle guidance system (9) and a vehicle (A1 to A6) and a computer program.

Description

The invention relates to a method for operating at least one autonomously operated vehicle, wherein traffic information relating to a traffic situation along a road on which the at least one vehicle is moving and/or environmental information relating to the traffic situation is provided to an evaluation unit.

The invention further relates to a vehicle guidance system with an electronic evaluation unit. The invention also relates to a vehicle with a corresponding vehicle guidance system. The invention further relates to a computer program.

Accidents occur relatively often in road traffic. In most cases, personal injuries occur. These can be caused by driving behavior of people driving a vehicle. Passenger vehicles form a relatively large group of accident causes. Road users such as pedestrians and cyclists are particularly at risk in road traffic. There are already driver assistance systems and, in particular, autonomous systems for vehicles. Highly automated vehicles, such as autonomously operated vehicles, can make traffic safer using rules and behavior patterns based on safety standards and safety scenarios. For this purpose, such vehicles have communication systems to ensure data transmission.

Another source of danger in road traffic are wrong-way drivers, also known as wrong-way drivers. A wrong-way driver drives on a road that faces the opposite direction of travel. This poses a high risk of accidents for other road users. These wrong-way drivers occur primarily on motorways or other roads with divided lanes. Today, drivers are warned about wrong-way drivers via radio messages, warning signals, warning notices or radio data systems (RDS). For example, drivers can be informed about a wrong-way driver via infotainment systems or an infotainment app in the vehicle via a display in the vehicle cockpit. This means the driver and possibly other drivers can be warned. Such warnings can result in wrong-way driver warnings being issued. For example, it can be stated here that you should drive in a right-hand lane and that high speeds and overtaking should be avoided. However, the disadvantage here is that the driver does not notice this message if, for example, the radio, display or other output units are switched off. Furthermore, the provision of information via radio is comparatively slow, meaning that it may not reach individual drivers in time. This is particularly problematic because collisions with wrong-way drivers result in frontal collisions with high relative speeds and thus potentially serious accident consequences, and fractions of a second can be decisive in reducing personal injury. Autonomously operated vehicles can be used for this, as these vehicles are in communication with one another and decisions can therefore be made regarding follow-up behavior.

For example, from the US 2018/0012496 A1 a method for controlling a control unit of a motor vehicle is known. In particular, autonomous driving can be carried out here.

US 2019/0111 921 A1 describes a method for avoiding collisions between road user vehicles or road users. Here, position or other data can be exchanged via a communication connection between a vehicle and a road user, such as a cyclist, in order to avoid a collision.

US 2021/0 201 052 A1 shows that vehicle systems can detect road users in the area. Using this information or data, autonomous driving operation of the vehicle can be adjusted.

For example, the reveals DE 10 2018 115 556 A1 a method for securing a danger zone and for warning road users in the vicinity of the danger zone using at least one first automated vehicle.

Furthermore, the reveals DE 10 2020 212 032 A1 a method for providing hazard information. In a first step, a potentially dangerous situation for a road user is detected using sensor data from an environmental sensor system of a means of transport.

Furthermore, the EN 10 2021 000 966 A1 a method for operating an automated vehicle, wherein an emergency situation is detected based on signals detected by at least one vehicle-side environmental sensor.

A disadvantage of the above is, above all, that when a danger is detected, vehicles first protect themselves from this danger. In particular, other road users, such as cyclists or pedestrians, are not taken into account.

One object of the present invention is to be able to better protect road users in dangerous traffic situations.

This task is solved by a method, a vehicle guidance system, a vehicle and a computer program. Useful further training results from the dependent patent claims.

• - eine Verkehrsinformation betreffend einer Verkehrssituation entlang einer Fahrbahn, auf welcher sich das zumindest eine Fahrzeug bewegt, und/oder eine Umgebungsinformation betreffend der Verkehrssituation einer Auswerteeinheit bereitgestellt wird, gekennzeichnet, durch
• - Bestimmen eines Beurteilungsergebnis auf Basis der Verkehrsinformation und/oder der Umgebungsinformation durch die Auswerteeinheit, wobei mit dem Beurteilungsergebnis eine Gefahr auf zumindest einen Verkehrsteilnehmer in der Umgebung der Verkehrssituation ausgehend von der Verkehrssituation charakterisiert wird,
• - Bestimmen zumindest einer Sicherheitsmaßnahme, mit welcher der zumindest eine Verkehrsteilnehmer durch das zumindest eine Fahrzeug vor der von der Verkehrssituation ausgehenden Gefahr zumindest teilweise geschützt werden kann, abhängig von dem Beurteilungsergebnis durch die Auswerteeinheit, und
• - Anpassen eines Fahrverhaltens des zumindest einen Fahrzeugs abhängig von der zumindest einen Sicherheitsmaßnahme.

One aspect of the invention relates to a method for operating at least one autonomously operated vehicle, wherein

• - Traffic information relating to a traffic situation along a road on which the at least one vehicle is moving, and/or environmental information relating to the traffic situation is provided to an evaluation unit, characterized by
• - determining an assessment result based on the traffic information and/or the environmental information by the evaluation unit, with the assessment result characterizing a danger to at least one road user in the vicinity of the traffic situation based on the traffic situation,
• - Determining at least one safety measure with which the at least one road user can be at least partially protected by the at least one vehicle from the danger posed by the traffic situation, depending on the assessment result by the evaluation unit, and
• - Adapting a driving behavior of the at least one vehicle depending on the at least one safety measure.

Through the proposed method, road users can be better protected or protected from a currently occurring or impending dangerous situation, in particular a dangerous traffic situation. Consequently, the road users can be protected from the traffic situation with regard to any danger posed by the traffic situation. This means that road traffic can be made safer.

In particular, at least one disadvantage mentioned above can be solved by the proposed method. Above all, the proposed method enables road traffic to be improved with regard to the sources of road traffic danger mentioned above.

By adapting the driving behavior of the at least one vehicle depending on the at least one safety measure, the at least one road user can be protected, for example, from an imminent danger of a wrong-way driver or wrong-way driver. The danger to people in vehicles, for example at least one road user, in the presence of a wrong-way driver can thus be reduced, and in particular the risks up to and including loss of life due to serious frontal collisions can be avoided or prevented. For this purpose, at least one security measure can be applied accordingly. Further security measures are also conceivable. The at least one security measure or several security measures can be determined or generated depending on the situation. The driving behavior of the at least one vehicle can thus be adapted depending on the situation and in particular adapted to the respective dangerous situation.

For example, the assessment result can be used to determine a wrong-way driver as a danger or potential danger, so that a corresponding safety measure or several safety measures can be determined based on this identified wrong-way driver and in particular the danger potential emanating from this. Accordingly, the at least one road user can be specifically protected by the adapted driving behavior of the at least one vehicle. In this example of a wrong-way driver, the at least one vehicle can position itself in front of the road user, so that the at least one road user is better and in particular more specifically protected against the wrong-way driver.

Furthermore, by adapting the driving behavior, the vehicle can act proactively in such a way that, for example, potential driving errors and/or misconduct by other road users, which are reflected in particular in the traffic situation, are taken into account in order to be able to protect people in road traffic in particular.

In other words, the driving behavior or movement behavior of at least one vehicle can be adjusted in this way can be adjusted so that the at least one vehicle acts as a protective shield or protective element for the at least one road user or several road users against the danger posed by the traffic situation.

For example, the at least one autonomously operated vehicle or several autonomously operated vehicles can move along the roadway, and in particular on a lane of the roadway. It is also particularly conceivable that the at least one autonomously operated vehicle is or is in the immediate vicinity of the road. Here, the at least one autonomously operated vehicle can be located on a side bay, parking bay or an entrance or exit to the road. The traffic situation relating to the traffic situation and/or the surrounding situation relating to the traffic situation can be detected and/or determined by the at least one autonomously operated vehicle itself. For this purpose, an environment sensor system or another sensor system of the vehicle can be used so that the surroundings can be recorded with regard to the traffic situation, road users or other circumstances. It is also conceivable that the traffic situation and/or the surrounding information are made available via communication connections or data transmission options. The evaluation unit, which can in particular be designed as an electronic evaluation unit or computing unit, can be at least partially part of the autonomously operated vehicle. This can also be a system external to the vehicle.

When determining the assessment result, traffic situations or dangerous situations, such as wrong-way drivers, traffic jams, wrong-way drivers, speeders, injured people, accidents, defects or broken down vehicles along the road, vehicles with abnormal driving behavior, weather conditions, snowfall, aquaplaning, ice, construction sites or other dangers in road traffic. These options or traffic situations can be assessed in terms of their danger or potential danger when determining the assessment result, i.e. during an assessment. Based on this assessment result, one or more appropriate safety measures can be determined for the respective traffic situation or the existing traffic situation. By adjusting the driving behavior of the at least one autonomously operated vehicle, the at least one road user can be at least partially, in particular completely, protected, protected or preserved from the danger posed by the traffic situation, so that a danger to the at least one road user can be at least partially averted. For example, a graded safety measure or safety measures graded relative to one another can also be determined for this purpose, so that the at least one vehicle or several vehicles can make a cascaded adjustment of their driving behavior, so that the at least one road user can be better protected from the danger.

The at least one road user can in particular be a road user in the area of the road. For example, the road user can be a manually operated vehicle, a partially autonomously operated vehicle, trucks, motorcycles, light motorcycles, people, children, cyclists, pedestrians, e-scooter drivers or, above all, vulnerable road users. Above all, it is important to protect them from the danger posed by the traffic situation.

In particular, the determination of the assessment result, the determination of the safety measures and the adjustment of the driving behavior can be carried out automatically or automatically, so that the danger posed by the traffic situation can be reacted to at an early stage, in particular as quickly as possible.

In particular, the proposed method can be a computer-implemented method.

The autonomously operated vehicle can be a partially autonomously operated or fully autonomously operated vehicle. In particular, the vehicle is a level 5 autonomously operated vehicle according to SAE J3016.

It is provided that, depending on traffic information and/or the environmental information and/or a current position of the at least one road user and/or a current movement behavior of the at least one road user, probability information is provided, with which a probability of a traffic situation affecting the at least one road user Outgoing danger can be characterized, is determined, the specific probability information being taken into account when determining the assessment result. With the specific or The determined probability information, which can be determined, for example, by means of the evaluation unit, allows the traffic situation to be better assessed or estimated. In particular, the probability information can be used to determine how high the danger posed by the traffic situation actually is. An improved and, in particular, situation-adapted assessment result can thus be determined, so that a corresponding safety measure of the at least one vehicle is only carried out if there is actually a danger for the at least one road user. In particular, traffic flow along the road cannot be disrupted if at least one vehicle reacts to the traffic situation, although this is currently not necessary.

It is envisaged that, depending on the probability information, a potential collision between an object relating to the traffic situation and the at least one road user is predicted, this being taken into account when determining the safety measure. This can be carried out primarily by the evaluation unit. By predicting the potential collision, an adapted safety measure or several safety measures or safety precautions can be determined, so that in particular the at least one road user can be better protected from a potential collision. In particular, the probability information reflects a degree or a level of probability regarding the collision, so that this can be taken into account by the system when determining the assessment result and in particular when determining the safety measure. For example, the traffic situation concerning the object can be a wrong-way driver or wrong-way driver or, for example, a vehicle that has broken down on the road or the end of a traffic jam. In this case, the at least one vehicle's driving behavior or movement behavior can be adjusted and in particular controlled in such a way that the danger posed by this traffic situation, here the potential collision, is less dangerous for the at least one road user. Accordingly, for example, the at least one autonomously operated vehicle can function as a protective shield or bodyguard.

It is envisaged that the driving behavior of the at least one vehicle is adjusted so that the at least one vehicle moves between the traffic situation relating to the object and the at least one road user. In particular, the at least one vehicle can move towards at least one road user and position itself in the surroundings of the at least one road user in such a way that the at least one vehicle moves at least partially, in particular completely, between the at least one road user and the object. In other words, the at least one vehicle can move in front of, to the side or behind the at least one road user, depending on where the object and in particular the traffic situation is. Thus, by adjusting the movement behavior, the trajectory and in particular the speed of the at least one vehicle can be adjusted or adapted. The at least one road user can thus be better protected or preserved from the object and in particular from the danger posed by the traffic situation.

In one exemplary embodiment it is further provided that the at least one road user is shielded or blocked by the at least one vehicle from the potential collision with the object. This allows the vehicle to move or position itself in relation to the road user in such a way that the vehicle acts as a protective shield, defensive screen, blocker or buffer for the road user. This means that road users can be better protected from walking.

In one exemplary embodiment, it is provided that the at least one specific safety measure is transmitted to other autonomously operated vehicles that move along the road, so that the other vehicles can adapt their driving behavior accordingly. Additional vehicles can thus serve to protect at least one road user from the danger posed by the traffic situation. The other vehicles can, for example, position themselves in the area surrounding the road user by adapting their driving behavior accordingly. Consequently, the at least one road user can be completely shielded from dangers arising from the traffic situation by the at least one vehicle and the other vehicles. For example, an individually adapted safety measure can be provided to each additional vehicle so that the at least one road user can be protected in the best possible way.

In one exemplary embodiment it is further provided that the security measure is transmitted to the other vehicles by means of vehicle-to-vehicle communication. The at least one security measure can in particular be transmitted via “car-to-car communication” (Car2Car or C2C). In particular, a particularly constant communication exchange or data exchange can therefore take place between the at least one vehicle and the other vehicles.

In one exemplary embodiment it is provided that a warning signal is generated depending on the assessment result, the warning signal being sent out to warn the at least one road user and/or other road users along the road. This means that road users can be warned advantageously, so that road users in particular who have not yet recognized or perceived the danger based on the traffic information are still warned of this danger. This means that road traffic along the road and in particular traffic along the road can be carried out more safely. For example, the evaluation unit can be used to generate the warning signal or a warning notice or several warning signals so that they can be sent to road users via communications connections.

In one exemplary embodiment, it is further provided that the at least one vehicle sends out acoustic and/or visual warnings to the at least one road user based on the warning signal. This allows an efficient warning of the danger to the road user or other road users. It is also conceivable that the at least one vehicle uses a lighting system, such as a turn signal or high beam, to warn the other road users optically or visually. Using a loudspeaker system in the at least one vehicle, road users can also be warned of the impending danger by means of acoustic warnings. A cascaded warning can also be carried out based on different warning levels.

In one exemplary embodiment it is provided that a danger potential is determined based on the traffic situation depending on the traffic information and/or the environmental information, with the danger potential being taken into account when determining the assessment result. With the help of the evaluation unit, which is located internally or externally to the vehicle, the danger potential can be determined or predicted or determined. Thus, for example, when the traffic situation is recorded or when information regarding the traffic situation is provided, the danger potential can be determined, so that a decision can be made at an early stage, for example, whether the traffic situation is dangerous for at least one or more road users or not. Accordingly, this can be taken into account when determining the assessment result and thus when determining the security measure. This has the main advantage that at least one road user can be protected at an early stage depending on the potential danger based on the traffic situation. The information regarding the specific danger potential or danger level with regard to the traffic situation can also be used to inform other road users and/or other vehicles. This means that traffic flow along the road can be better and safer.

In one exemplary embodiment it is provided that a continuous assessment of a danger potential is carried out based on the traffic situation. This means that the traffic situation can be continuously assessed and it can be estimated whether there is a current or future danger from this situation. In particular, an ongoing or continuous assessment of the risk potential can be carried out. If the danger potential temporarily increases or decreases, you can react accordingly and this can be taken into account in the assessment result. This means you can react quickly to any given situation.

In one exemplary embodiment it is further provided that the adaptation of the driving behavior of the at least one vehicle is dependent on a number and/or type of occupants of the at least one vehicle and/or on a type or type of the at least one vehicle and/or on a loading condition of the at least one vehicle is carried out. Accordingly, for example, before or immediately before carrying out the adaptation of the driving behavior, a query within the vehicle can be carried out, so that, for example, it can be determined that the adaptation cannot be carried out to a desired or limited extent by the at least one vehicle. What is particularly important here is that the at least one vehicle can only protect the one road user in the best possible way if this does not endanger any passengers or occupants of the at least one vehicle. The main thing to consider here is whether the occupants of at least one vehicle are children, older people or people with a physical limitation. These must also be protected. Furthermore, the loading status of the at least one vehicle is relevant, since in the case of a dangerous load, such as hazardous substances, the at least one vehicle should not or cannot be used to protect the at least one road user. However, if it is determined that the at least one vehicle is not loaded and/or has an unloaded trailer, this could be used as a buffer or safety element to protect the road user. The type and/or type of vehicle must also be taken into account, since if the vehicle is a truck, the relatively large or long trailer could easily be used as a buffer zone to protect the road user.

In particular, before adapting the driving behavior, it is checked whether the at least one vehicle is an unmanned, autonomously operated vehicle. If this is the case, the at least one vehicle can be used fully to protect at least one road user.

A further aspect of the invention relates to a vehicle guidance system, in particular an electronic vehicle guidance system, with an electronic evaluation unit, the vehicle guidance system being designed to carry out a method according to the previous aspect or an advantageous development thereof. In particular, the method according to the previous aspect or an advantageous development thereof can be carried out or carried out with the vehicle guidance system just proposed.

For example, the vehicle guidance system can be designed as a central unit. The vehicle guidance system can be integrated into an at least partially autonomously operated vehicle. Likewise, the vehicle guidance system can be a decentralized or distributed system. Here, individual units of the vehicle guidance system can be integrated in several vehicles, so that several autonomously operated vehicles can be operated or controlled using the vehicle guidance system.

In particular, an at least partially autonomous operating state of the vehicle can be carried out using the vehicle guidance system. In particular, the vehicle guidance system is used to autonomously control the vehicle.

For example, the vehicle guidance system can be part of a fleet system, so that several autonomously operated vehicles or fleet vehicles can be operated using the vehicle guidance system.

For example, the vehicle guidance system can be a cloud-based, server-based, computing-based unit.

A further aspect of the invention relates to a vehicle with a vehicle guidance system according to the previous aspect or an advantageous development thereof. The vehicle can be an at least partially autonomous or fully autonomous vehicle. In particular, the vehicle is a highly automated vehicle.

A further aspect of the invention relates to a computer program which can be loaded directly into a memory of a control device of a vehicle guidance system according to one of the preceding aspects, with program means in order to carry out the steps of the method according to the previous aspect or an advantageous development thereof, if the program is carried out in the control device of the vehicle guidance system.

Unless otherwise stated, all steps of the method, in particular computer-implemented methods, can be carried out by at least one computing unit, in particular the vehicle, which can also be referred to as a data processing device. In particular, the at least one computing unit comprises at least one processing circuit that is configured or adapted to carry out the steps of the computer-implemented method. For this purpose, the at least one computing unit can, for example, store a computer program that contains instructions which, when executed by the at least one computing unit, cause the at least one computing unit to carry out the computer-implemented method.

According to a further aspect of the invention, a computer program with instructions is specified. When the instructions are executed by at least one computing unit, the instructions cause the at least one computing unit to carry out a method according to the invention.

The commands can be available as program code. The program code can be provided as binary code or assembler and/or as source code of a programming language, for example C, and/or as a program script, for example Python.

An electronic vehicle guidance system can be understood as an electronic system that is set up to guide a vehicle fully automatically or fully autonomously, in particular without the need for a driver to intervene in the control system. The vehicle automatically carries out all the necessary functions, such as steering, braking and/or acceleration maneuvers, the observation and detection of road traffic and corresponding reactions. In particular, the electronic vehicle guidance system can implement a fully automatic or fully autonomous driving mode of the motor vehicle according to level 5 of the classification according to SAE J3016. An electronic vehicle guidance system can also be understood as a driver assistance system (ADAS), which supports the driver in partially automated or semi-autonomous driving. In particular, the electronic vehicle guidance system can implement a partially automated or semi-autonomous driving mode according to levels 1 to 4 according to the SAE J3016 classification. Here and in the following, “SAE J3016” refers to the corresponding standard in the version from June 2018.

The at least partially automatic vehicle guidance may therefore include guiding the vehicle in accordance with a fully automatic or fully autonomous driving mode of level 5 according to SAE J3016. The at least partially automatic vehicle guidance can also include guiding the vehicle according to a partially automated or semi-autonomous driving mode according to levels 1 to 4 according to SAE J3016.

A computing unit can be understood in particular to mean a data processing device that contains a processing circuit. The arithmetic unit can therefore in particular process data to carry out arithmetic operations. This may also include operations to perform indexed access to a data structure, for example a translation table (LUT).

The computing unit can in particular contain one or more computers, one or more microcontrollers and/or one or more integrated circuits, for example one or more application-specific integrated circuits, ASIC (English: “application-specific integrated circuit”), one or more field-programmable gate circuits. Arrays, FPGA, and/or one or more single-chip systems, SoC (English: “system on a chip”). The computing unit can also have one or more processors, for example one or more microprocessors, one or more central processing units, CPU (central processing unit), one or more graphics processing units, GPU (graphics processing unit) and/or one or more signal processors, in particular one or more digital signal processors, DSP. The computing unit can also contain a physical or a virtual network of computers or other of the units mentioned.

In various embodiments, the computing unit includes one or more hardware and/or software interfaces and/or one or more memory units.

A memory unit can be a volatile data storage device, for example a dynamic random access memory (DRAM) or a static random access memory (SRAM), or a non-volatile data storage device, for example a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or flash EEPROM, a ferroelectric random access memory (FRAM), a magnetoresistive random access memory (MRAM) or a phase change memory with random access, PCRAM (phase-change random access memory).

For use cases or application situations that may arise with the method and that are not explicitly described here, it can be provided that an error message and/or a request to enter user feedback and/or a standard setting and/or a predetermined one can be issued according to the method Initial state is set.

The invention also includes developments of the vehicle guidance system according to the invention, the vehicle according to the invention and the computer program according to the invention, which have features as have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the vehicle guidance system according to the invention, the vehicle according to the invention and the computer program according to the invention are not described again here.

The invention also includes the combinations of the features of the described embodiments.

• 1 in einer schematischen Darstellung ein Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 2 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 3 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 4 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 5 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 6 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 7 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 8 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann;
• 9 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann; und
• 10 in einer schematischen Darstellung ein weiteres Ausführungsbeispiel, in welchem zumindest ein Verkehrsteilnehmer vor einer gefährlichen Verkehrssituation durch zumindest ein autonom betriebenes Fahrzeug geschützt werden kann.

Exemplary embodiments of the invention are described below. This shows:

• 1 in a schematic representation an embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 2 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 3 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 4 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 5 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 6 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 7 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 8th in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle;
• 9 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle; and
• 10 in a schematic representation a further exemplary embodiment in which at least one road user can be protected from a dangerous traffic situation by at least one autonomously operated vehicle.

The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the components described each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the exemplary embodiments described can also be supplemented by further features of the invention that have already been described.

In the figures, functionally identical elements are provided with the same reference symbols.

In the 1 An exemplary embodiment of the present invention is shown in a schematic representation. Here, autonomously operated vehicles A1, A2 and road users V1, V2, V3 are on a roadway 1, which has at least two lanes 2, 3.

In the 1 A traffic jam is shown as traffic situation 4. The at least one autonomously operated vehicle A1 moves towards an end of the traffic jam. For example, the second autonomously operated vehicle A2 is at the end of the traffic jam. This cannot have any vehicle occupants. In this case, the vehicle A2 forms a buffer with respect to lane 2 towards the rear of the end of the traffic jam.

The vehicle A1 and the vehicle A2 are in communication or data exchange, in particular via vehicle-2-vehicle communication. Based on exchanged data and/or information regarding an environment detection system 5 of the vehicle A1. The information recorded by the environment detection 5 or the vehicle A2 or other information sources can be made available to an evaluation unit 6. This evaluation unit 6 can be designed, for example, as part of the vehicle A1 or as a unit external to the vehicle. For example, the evaluation unit 5 can be understood as artificial intelligence. In particular, a danger based on the traffic situation 4 can be assessed be shared. Above all, the danger regarding road users V1 to V4 can be taken into account. For example, it can now be determined here that the vehicles V1 and V2 each contain passengers who need to be protected in the event of a vehicle driving into the end of the traffic jam. Furthermore, the system can determine here that in lane 2 the vehicle V2 is protected from danger by the already positioned vehicle A2 and that the vehicle V1 would have to be protected by the vehicle A1. This can be done, for example, by the evaluation unit 6 based on the assessment or the assessment result. At least one security measure 7 can then be determined. This is the safety measure 7 a lane change or lane change of the vehicle A1 from the lane 2 to the lane 3, so that the vehicle V1 can be protected from a possible danger by a vehicle racing towards the end of the traffic jam by the vehicle A1. In other words, the vehicles V1 and V2 as well as V3, which primarily transport people, can be protected by the vehicles A1, A2 positioned behind them, in that the vehicles A1, A2 create an additional “crumple zone”. The vehicles V1, V2 can thus be protected from any misbehavior occurring by other people driving the vehicle in other vehicles, who could possibly drive their vehicles into the end of the traffic jam without braking due to fatigue or distraction. Here, the respective hazard warning lights can be activated by vehicles A1, A2. Furthermore, with safety measure 7 or with further safety measures, the vehicles A1, A2 can be instructed in such a way that they adapt their driving behavior accordingly. Here, for example, they can position themselves behind the vehicles V1, V2 so that an emergency exit is formed in the middle, i.e. in the middle of the roadway 3.

In particular, the autonomously operated vehicles A1, A2 serve to protect road users V1 to V3, who are or are moving in the area 8 of the traffic situation 4, from dangers, in particular collisions.

In particular, the vehicle A1 can have a vehicle guidance system 9, which can automatically carry out the driving behavior, in this case changing lanes, based on the safety measure 7. The vehicle guidance system 9 can be a unit integrated in the vehicle A1 or a separate or external unit to the vehicle A1.

In particular, the autonomous vehicles A1, A2 can be in a, in particular constant, communication or data exchange and, if necessary, also in an exchange with a central artificial intelligence, for example the evaluation unit 6, in order to be able to better evaluate or assess traffic situations 4. In this way, the traffic situation 4 can be assessed in advance, especially for vulnerable road users V1, V2, V3, with regard to the probability that they could be endangered by human error on the part of road users. As a result, in a specific traffic situation 4, autonomous vehicles A1, A2 that are exchanging data can carry out or adapt driving maneuvers or driving behavior in such a way that the probability of damage to road users V1, V2, V3 due to human error can be minimized as far as possible.

In the 2 Another exemplary embodiment is shown. This is traffic situation 4 as in the 1 about a traffic jam. The two vehicles A1, A2 drive one behind the other in lane 2. The traffic situation 4 is also assessed here, so that a safety measure can be determined for each vehicle as soon as the autonomous vehicles A1, A2 drive off. The vehicle A2 can use a safety measure 8 to maintain its driving behavior and continue driving in lane 2, so that it can protect the vehicle V2 from approaching vehicles. With the safety measure 7, the vehicle V1 can change lanes to lane 2 as a safety measure 7 when approaching the end of the traffic jam, so that the vehicle V1 and the vehicle A1 can be protected from rearward traffic.

In the 3 a further exemplary embodiment of the invention is shown. Here, as in the previous figures, a traffic jam or the end of a traffic jam is explained as traffic situation 4. Here, for example, it can be determined by the vehicle A1 that a truck L1 as a road user is moving towards the end of the traffic jam as a traffic situation 4. There is therefore a risk for the truck L1 and the road users V1 to V3. Here, for example, the vehicle A1 can change lanes from lane 3 to lane 2 as a safety measure 7, so that the driving behavior is adjusted accordingly. Here, the vehicle A1 can additionally issue warning signals or warnings to the truck L1 so that it can be warned visually and/or acoustically. As a further measure or safety measure 7, the vehicle A1 can reduce the speed Truck L1 also has to reduce its speed. If the vehicle A1 determines that the truck L1 does not react adequately to the speed reduction or to a warning signal, a cascaded safety measure can be initiated. For this purpose, the vehicle A2 can also change lanes from lane 3 to lane 2 as a safety measure 10 in order to create a further safety zone between the traffic jam and the truck L1. If this is also not sufficient, another autonomously operated vehicle A3, which also changes lanes to lane 2 as a further safety measure 11, can be used to create a further buffer or crumple zone between the truck L1 and the end of the traffic jam, in particular with the vehicles V1, V2 be created.

In the statements just mentioned in the 1 until 3 Further or additional measures or safety measures can be taken by the vehicles A1, A2, A3, such as keeping as large a distance as possible when stopping in front of the vehicles V1, V2 at the end of the traffic jam, or in particularly dangerous situations Brakes can be activated in order to achieve the best possible protection for the vehicles V1, V2, V3, L1, even if a vehicle were to drive into the end of the traffic jam without braking.

In the 4 A further exemplary embodiment according to the invention is shown. Here, the traffic situation 4 is a non-continuous bicycle path 12. The bicycle path 12 is located adjacent to the roadway 3, in particular adjacent to the lane 2. Since this bicycle path 12 is a non-continuous bicycle path, how shown here, the road user 4, i.e. a cyclist or a pedestrian if it is a bicycle-pedestrian path. This means that the road user 4 has to move to lane 2 of carriageway 3 for a short time. This is particularly the case for a vulnerable, i.e. particularly at risk, road user 4 like the one here. This situation can be processed by the vehicles A1, A2 or by a traffic information service center on the basis of traffic information and/or environmental information by the evaluation unit 6 and the assessment result regarding the danger posed to the road user 4 can be determined. Here, safety measures 7, 10 can be determined for the vehicles A1, A2, so that the road user V4 can be protected from the traffic situation 4. Here, the vehicle A2 can position itself in front of the road user 4 and the vehicle A1 behind the road user V4, so that the road user V4 can be protected from other road users in lane 2. In other words, the autonomous vehicles A1 and A2 can specifically offer the cyclist or road user 4 protection against other road users for a section between the cycle path sections of the cycle path 12 for road use that is necessary there. It makes sense to inform the road user 4 via a communication connection, for example between the vehicle and a terminal of the road user 4, such as a smartphone or a wearable, such as smart clothing, that one or two autonomous vehicles A1, A2 have detected him and him provide protection for a certain section of the route behind or in front of him.

In another conceivable embodiment, for example, the vehicle A1 detects a vehicle that is driving too fast, or the vehicle A1 is informed via V2V communication that a vehicle that is driving too fast is approaching the traffic situation 4. The vehicle A1 can then take additional measures, such as increasing the distance from the cyclist or adjusting its position relative to the cyclist so that large-scale protection is provided. Furthermore, the vehicle A1 can warn traffic behind it, such as vehicles that are driving too fast, via a warning signal 13.

In the 5 Another conceivable traffic situation 4 is shown in one exemplary embodiment. An occupant of the vehicle V1 may have health problems, such as a stroke. For example, if this sick person is the driver, this is noticeable in the driving behavior of the vehicle V1, which can be detected, for example, by the vehicles A1, A2. Furthermore, the health problem can be detected by sensor systems in the vehicle V1 or at least one occupant of the vehicle V2 is able to make an emergency call accordingly. In this traffic situation 4, it is above all necessary that the vehicle V1 carries out an emergency stopping process 15 or an emergency stopping maneuver as quickly as possible. For this purpose, the vehicles A1, A2 can be instructed with appropriate safety measures 7, 10 so that these vehicles can adapt their driving behavior accordingly. The vehicles A1, A2 now secure the area behind the vehicle V1 along the lane 1. The vehicle A2 can position itself on the lane 2 and the vehicle A1 on the lane 3. The vehicle V1 can therefore carry out the emergency stopping process 15 carry out safely, as the rear area is secured by vehicles A1, A2. The vehicles A1, A2 could adapt their driving behavior in such a way that they reduce their speed in order to draw attention to the traffic situation 4 approaching vehicles. Depending on the critical situation in the vehicle V1, the vehicles A1, A2 could be brought to a standstill on the two lanes 2, 3. As an additional safety measure, warning signals, such as the hazard warning lights, of vehicles A1, A2 can be activated.

In the 6 Another exemplary embodiment is shown. In this traffic situation 4, an injured or fallen person may be a road user 16 in lane 2. This can be recognized as traffic information and/or environmental information, so that it can be assessed accordingly and corresponding safety measures 7, 10, 11 can be determined for the vehicles A1, A2, A3. Here, the vehicle A1 can position itself behind the road user 16 in lane 2. The vehicle A2 can position itself to the side of lane 3 in lane 2. The vehicle A3 can secure the area in front of the road user 16. Thus, in this case, the road user 16 is protected all around by the vehicles A1 to A3, so that the vehicles A1, A3 form a crumple zone around the road user 16. Here, the vehicles A1, A2 can again issue corresponding warnings or warning signals to the surroundings.

In the 7 In a further exemplary embodiment, a wrong-way driver or wrong-way driver F is shown as a traffic situation 4. In this case, the wrong-way driver 7 can be defined as an object relating to the traffic situation 4. In this example, lane 1 has, in addition to lanes 2 and 3, another lane 17 in the same direction. Furthermore, a lane 18 of roadway 1 that is opposite to lanes 2, 3, 17 is shown here. As a wrong-way driver, the vehicle F is not in lane 18 as intended, but is incorrectly in lane 3 in the opposite direction 19 to the direction 20 of the vehicle V1, V2, which are in lane 2.

Here, the autonomous vehicles A1, A2 can have their driving behavior adjusted so that the vehicles V1, V2 can be protected from the danger of this traffic situation 4. With the help of the safety measures 7, 10, 11, the vehicles A1, A2 can be adjusted or controlled in their driving behavior in such a way that “protective shields” are formed for the road users V1, V2 in order to counteract potential collisions with the vehicle V. Given the situation regarding the wrong-way driver F, the vehicles A1, A2 can move specifically to lane 3. In particular, the vehicles A1, A2 move in front of the vehicle or road user V1 in order to protect them. The vehicles A1, A2 can reduce their speed in order to be able to slow down the vehicle V2 if necessary and to draw attention to the danger. However, it can now happen that the vehicle or road user V1 does not recognize or has recognized the danger and moves from lane 2 to lane 3 to overtake. This is done by a situation-adapted determination of the safety measure, so that the respective driving behavior of the vehicles A1, A2 can be adapted to the situation, so that they also change lane to lane 3 as safety measures 7, 10 and also move in front of the vehicle V1 move. As a further safety measure, the vehicles A1, A2 can send out warning signals F to warn the wrong-way driver, for example by flashing their headlights. Furthermore, warning signals or warning notices can be transmitted to the road user V1, so that the occupants of the vehicle V1 can be informed or given information about the impending danger posed by the wrong-way driver F.

In the 8th a further exemplary embodiment regarding the traffic situation 4 is shown with the wrong-way driver F. In this case, the vehicles A1, A2, A3 can be adjusted or controlled using the safety measures 7, 10, 11 in such a way that the vehicles are evenly distributed in the lanes 2, 13, 17, so that there is one vehicle A1, A2, per lane. A3 is positioned to protect the road users V1, V2, V3 behind it from the danger posed by the wrong-way driver F. If there are more lanes like the autonomous vehicles available here, the vehicles A1 to A3 can primarily be on Position yourself in the lanes in which road users with passengers are located.

The vehicles A1 to A3 can, for example, use visual and acoustic warning signals or via car-2-car communication to request road users V1 to V3 not to overtake, to take the right lane if possible and/or to reduce their speed.

In the 9 is based on the 7 and 8th a further exemplary embodiment regarding a traffic situation 4 regarding a wrong-way driver F. If the wrong-way driver F is unknown If the vehicle cannot be diverted from its course for clarified reasons and the probability of a potential collision with road users is very high, an unmanned, autonomously operated vehicle A4 can consciously collide with vehicle F as a worst-case measure. For this purpose, it is first checked whether there is no occupant in the vehicle F. Here, the desired collision or attempted braking of the wrong-way driver F can be carried out by the vehicle A4 at a sufficient distance or distance from the road users V1 to V3. For example, the vehicle A4 can lightly touch or touch the vehicle F. Here, a consideration of the damage can be made based on the intended or provoked collision and the potential collision of vehicle F with road users V1 to V3 or vehicles A1 to A3.

In the 10 is a further exemplary embodiment with a wrong-way driver F as a traffic situation 4. The manner of use and behavior of the autonomous vehicles A1, A2, A3 can be specified by an artificial intelligence (Kl) associated with the data exchange, such as the evaluation unit 6 become. Here, the safety measures 7, 10, 11 can be transmitted to the vehicles A1, A2, A3, for example, in order to be able to adapt their respective driving behavior according to the specified danger. This involves adapting the driving behavior or the driving reaction of the vehicles A1, A2, A3 in such a way that the health of the occupants in the vehicles A1, A2, A3, V1, V2, V3, F is protected as best as possible or for many of these occupants. It may be the case that additional autonomous vehicles A4, A5, A6, if the situation requires it, position themselves in the second row of vehicles in front of the road users V1, V2, V3 in order to be able to build up a further protective wall or buffer zone for the wrong-way driver F. Furthermore, all autonomous vehicles A1 to A6 can constantly attempt to use light flashes or other warning signals to make a human driver in vehicle F aware of the situation and to get them to stop.

Reference symbol list

1

roadway

2, 3

Lanes

4

Traffic situation

5

Environment detection system

6

Evaluation unit

7

Security measure

8th

Vicinity

9

Vehicle guidance system

10, 11

Safety measures

12

Bicycle path

13

Warning signal

14

other road users

15

Emergency stop procedure

16

Road users

17

lane

18

opposite lane

19

opposite direction of travel

20

Direction of travel

A1 to A6

autonomously operated vehicles

F

Wrong-way driver

V1 to V4

Road users

Claims (15)

Method for operating at least one autonomously operated vehicle (A1 to A6), wherein - traffic information relating to a traffic situation (4) along a road (1) on which the at least one vehicle (A1 to A6) is moving, and/or environmental information relating to the traffic situation (4) is provided to an evaluation unit (6), characterized by - determining an assessment result based on the traffic information and / or the environmental information by the evaluation unit (6), with the assessment result indicating a danger to at least one road user (V1 to V4) in the environment (8) of the traffic situation (4) is characterized based on the traffic situation (4), - determining at least one safety measure (7, 10, 11) with which the at least one road user (V1 to V4) is at least a vehicle (A1 to A6) can be at least partially protected from the danger posed by the traffic situation (4), depending on the assessment result by the evaluation unit (6), and - adapting a driving behavior of the at least one vehicle (A1 to A6) depending on the at least one security measure (7, 10, 11), whereby - depending on the traffic information and / or the environmental information and / or a current position of the at least one road user (V1 to V4) and / or a current movement behavior of the at least one road user (V1 to V4) a probability information, with which a probability of a danger posed by the traffic situation (4) to the at least one road user (V1 to V4) can be characterized, the specific probability information being taken into account when determining the assessment result, - depending on the probability information, a potential collision between an object (F) relating to the traffic situation (4) and the at least one road user (V1 to V4), this being taken into account when determining the safety measure (7, 10, 11), and - the driving behavior of the at least one vehicle ( A1 to A6) is adapted so that the at least one vehicle (A1 to A6) moves between the object (F) relating to the traffic situation (4) and the at least one road user (V1 to V4). Procedure according to Claim 1 , characterized in that through the adapted driving behavior of the at least one vehicle (A1 to A6), the at least one road user (V1 to V4) is specifically protected against the danger posed by the traffic situation (4). Procedure according to Claim 1 or 2 , characterized in that the at least one vehicle (A1 to A6) is adapted in its driving behavior such that the at least one vehicle (A1 to A6) acts as a protective shield for the at least one road user (V1 to V4) against the danger emanating from the traffic situation (4). Method according to one of the preceding claims, characterized in that mutually graduated safety measures (7, 10, 11) are determined, whereby the at least one vehicle (A1 to A6) can make a cascaded adaptation of its driving behavior. Method according to one of the preceding claims, characterized in that the at least one road user (V1 to V4) is shielded from the potential collision with the object (F) by the at least one vehicle (A1 to A6). Method according to one of the preceding claims, characterized in that the at least one specific security measure (7, 10, 11) is transmitted to further autonomously operated vehicles (A1 to A6) which move along the roadway (1), so that the further Vehicles (A1 to A6) can adapt their driving behavior accordingly. Procedure according to Claim 6 , characterized in that the at least one security measure (7, 10, 11) is transmitted to the other vehicles (A1 to A6) by means of vehicle-to-vehicle communication. Method according to one of the preceding claims, characterized in that a warning signal (13) is generated depending on the assessment result, the warning signal (13) being used to warn the at least one road user (V1 to V4) and/or other road users (V1 to V4). is emitted along the road (1). Procedure according to Claim 8 , characterized in that the at least one vehicle (A1 to A6) sends acoustic and / or visual warnings to the at least one road user (V1 to V4) based on the warning signal (13). Method according to one of the preceding claims, characterized in that a danger potential is determined based on the traffic situation (4) depending on the traffic information and/or the environmental information, the danger potential being taken into account when determining the assessment result. Procedure according to Claim 10 , characterized in that a continuous assessment of a potential risk is carried out based on the traffic situation (4). Method according to one of the preceding claims, characterized in that the adaptation of the driving behavior of the at least one vehicle (A1 to A6) depends on a number and/or type of occupants of the at least one vehicle (A1 to A6), and/or on a type of the at least one vehicle (A1 to A6), and / or by a loading state of the at least one vehicle (A1 to A6). Vehicle guidance system (9) with an electronic evaluation unit (6), the vehicle guidance system (9) for carrying out a method according to one of Claims 1 until 12 is trained. Vehicle (A1 to A6) with a vehicle guidance system (9). Claim 13 . Computer program, which is stored directly in a memory of a control device of a vehicle guidance system (9). Claim 13 can be loaded with program means to carry out the steps of the method according to one of the preceding Claims 1 until 12 to be carried out when the program is executed in the control device of the vehicle guidance system (9).

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