EP3776515B1 - Method and device for coordinating driving manoeuvres between one vehicle and at least one other vehicle - Google Patents

Description

The invention relates to a method and a device for coordinating driving maneuvers between a vehicle and at least one Alius vehicle.

In the course of increasing automation in the control of motor vehicles, cooperative maneuver coordination between neighboring vehicles is desirable so that one's own vehicle not only has to react to the movements of other vehicles detected by environmental sensors, but rather neighboring vehicles exchange data using communication systems (V2V or V2X) and based on their The short-term movements or trajectories are coordinated with each predetermined planned travel path within a time horizon of a few seconds and then travel along the trajectories determined in this way.

From the DE 10 2012 021 282 A1 Such a method is known in which neighboring motor vehicles send desired trajectories to an arbitration device and this determines whether there is a conflict and if this is the case, at least one of the trajectories of the vehicles involved is adjusted. The arbitration facility can be a central facility or part of one of the vehicles involved.

From the WO 2017/076593 A1 A similar method is known in which each vehicle provides two trajectories and exchanges them with neighboring vehicles. These are, on the one hand, a planned trajectory, which describes a planned driving maneuver, and a desired trajectory, which would be preferred over the planned trajectory and would be possible in terms of driving dynamics, but cannot be driven for various possible reasons, in particular because of an associated collision with another vehicle. The received trajectories are compared with your own trajectories and, in the event of a conflict, an adjustment is made using a cost function taking into account the vehicles involved.

The object of the invention is to provide a method for coordinating driving maneuvers between a vehicle and at least one Alius vehicle, which is characterized by low coordination and thus calculation effort and carries out the coordination independently of cost considerations.

The invention results from the features of the independent claims. Advantageous further developments and refinements are the subject of the dependent claims. Further features, possible applications and advantages of the invention result from the following description and the explanation of exemplary embodiments of the invention, which are shown in the figures.

• Ermitteln eines geplanten Fahrpfades eines Fahrzeugs,
• Bestimmen einer Ideal-Trajektorie für einen vorgegebenen Zeit- oder Wegbereich entlang des Fahrpfades auf der Grundlage des Fahrpfades und Umgebungsinformationen des Fahrzeugs,
• Bestimmen einer Zöger-Trajektorie entlang des gleichen Fahrpfades, wobei die Zöger-Trajektorie gegenüber der Ideal-Trajektorie den gleichen Fahrpfad und eine zeitliche Verzögerung aufweist,
• Übermitteln der Ideal-Trajektorie und der Zöger-Trajektorie an die Alii-Fahrzeuge,
• Empfangen der Ideal-Trajektorie und der Zöger-Trajektorie der Alii-Fahrzeuge,
• Ermitteln, ob eine Konfliktsituation vorliegt, wenn sich das Fahrzeug und die Alii-Fahrzeuge gemäß ihrer Ideal-Trajektorien bewegen,
• bei Feststellung einer Konfliktsituation Bestimmen eines konfliktfreien Vorgabe-Trajektorien-Satzes für alle Fahrzeuge,
• Bewegen des Fahrzeugs entlang der dafür bestimmten Vorgabe-Trajektorie.

According to the invention, a method for coordinating driving maneuvers between a vehicle and at least one Alius vehicle is proposed with the following steps:

• Determining a planned path of a vehicle,
• Determining an ideal trajectory for a specified time or distance range along the travel path based on the travel path and environmental information of the vehicle,
• Determining a hesitation trajectory along the same travel path, the hesitation trajectory having the same travel path and a time delay compared to the ideal trajectory,
• Transmitting the ideal trajectory and the hesitation trajectory to the Alii vehicles,
• Receiving the ideal trajectory and the hesitation trajectory of the Alii vehicles,
• Determine whether a conflict situation exists when the vehicle and the Alii vehicles move according to their ideal trajectories,
• if a conflict situation is detected, determining a conflict-free default trajectory set for all vehicles,
• Moving the vehicle along the specified trajectory.

The vehicle's surroundings information is determined based on the vehicle's surroundings sensors. The hesitation trajectory has a reduced length due to reduced travel speed compared to the ideal trajectory.

The conflict-free default trajectory set is selected for each vehicle from the ideal trajectory or the hesitation trajectory based on a rule set that is identical for all vehicles.

In connection with this invention, a trajectory is understood to mean a route with a time or speed assignment over a period of a few seconds. This period can also be speed-dependent, especially shorter at higher speeds than at lower speeds, preferably in the range of 3 - 8 seconds. The trajectory also takes into account the dimensions of the vehicle, since a test for collisions between the trajectories of different vehicles must also take into account the width and length of the vehicles with a safe side clearance of a few decimeters. Finally, the vehicle dimensions required to avoid collisions must include a safe distance to the front.

The basic idea of the invention is to replace the two in the WO 2017/076593 A1 proposed trajectories that typically differ in terms of distance are provided and exchanged with neighboring vehicles, which only differ in speed but not in terms of path. The hesitation trajectory has the same travel path and the same time period as the ideal trajectory and describes a braking process to a reduced driving speed, whereby the length of the hesitation trajectory is several vehicle lengths shorter than that of the ideal trajectory.

The invention is based on the idea that the speed should be reduced for safety reasons, which also corresponds to manual driving behavior. The hesitation trajectory is intended to avoid collisions. Collisions occur when vehicles touch each other in their silhouette plus a safety frame. The safety frame is speed-dependent in the direction of travel.

Determining the hesitation trajectory can be done in different ways. For example, a speed reduction of 10 - 20% or a defined delay can be used as a basis, or a desired shortening of the hesitation trajectory compared to the ideal trajectory by a predetermined distance or number of vehicle lengths. A calculation rule for determining the hesitation trajectory can be constant or a function of the speed, for example a speed reduction at 100 km/h by 5%, at 50 km/h set by 10% within the trajectory period. The period of the ideal and hesitation trajectory is approximately 2 to 10 seconds, preferably 4 to 6 seconds.

In any case, the delay should be chosen so that the hesitation trajectory is shorter by at least the length of the safety frame at the same time. Alternatively, the safety distance can be determined based on the road traffic regulations, i.e. “half speedometer” outside built-up areas and three car lengths within built-up areas.

All vehicles (i.e. the ego vehicle and all Alii vehicles) in a coordination situation evaluate (each individually) the received set of ideal and hesitation trajectories and determine a conflict-free set of trajectories, which is then driven by the vehicles, i.e. each The vehicle follows the specified trajectory for itself.

The conflict-free default trajectory set is determined on the basis of a set of rules that is identical for all vehicles through numerical analysis of the set of trajectories of all vehicles, taking the specified rules into account.

The movements of the Alii vehicles recorded by the vehicle sensors and communication systems are used to recognize/confirm the trajectories driven. The other vehicles are tracked using a temporary vehicle identification (vehicle ID). If the detected movements are confirmed according to the expected conflict-free trajectory set, the transmission of the trajectory pairs can be stopped.

The solution according to the invention is based on only one path and is therefore not very computationally intensive, also due to the numerical analysis in the voting process. Compared to conventional systems, this results in a reduced computing effort, which leads to a faster provision of the default trajectory set with a larger number of vehicles taken into account and thus also to a shorter cycle time and the possibility of carrying out the coordination of the vehicles more frequently. This in turn leads to increased traffic safety, especially since, in cases of doubt, vehicles can be brought into a safer driving state by decelerating.

Clock rates of 10-100 Hz can be achieved. And in doubtful situations, the vehicles switch to a safe driving state. This solution is also compatible with other systems, for example with the previously known systems described in the introduction to the description.

According to one embodiment of the invention, the coordination process according to the invention between vehicles is only initiated when a conflict situation is detected by the vehicle sensor system, in particular that other vehicles in the environment (position) and their direction of movement (heading) are detected in their own path, or traffic-relevant objects in the current path or road network nodes, such as intersections, entrances/exits of any kind, are detected or extracted from electronic maps or a maneuver coordination message has been received from the vehicle environment.

Alternatively, the trajectory pairs can also be sent permanently.

Each vehicle decides for itself whether it will participate in a vote and expresses its decision by sending out the trajectory pair. The decision is based on the geographical situation analysis and, in the first step, all vehicles that are in the road situation (in the example approaching an intersection) are accepted for coordination. The final confirmation is made by the Alii vehicles by sending their trajectory pairs and geographically belonging to the situation.

A preferred development of the invention provides that the rule set includes a rule according to which a default trajectory set is determined which includes the largest number of ideal trajectories. In other words, if there are multiple solutions of default trajectory sets, the one that includes the largest number of ideal trajectories is selected. This ensures that braking maneuvers cause the least possible disruption to all vehicles involved.

A preferred development of the invention provides that the rule set includes a rule according to which a vehicle with a bending ideal trajectory or a travel path that bends within a predetermined time range has a priority on the hesitation trajectory. This takes into account that a vehicle that wants to turn at a nearby junction or intersection is more likely to brake in a timely manner anyway and is therefore not affected at all by selecting the hesitation trajectory as the default trajectory.

A preferred development of the invention provides that for Alii vehicles that only emit one trajectory due to a fault, this is taken into account as the ideal trajectory of the Alius vehicle. This also makes it possible to use the method according to the invention if individual vehicles only send one trajectory due to any disturbances, be it transmission disturbances or system errors.

A preferred development of the invention provides that the rule set includes a rule according to which, if no conflict-free default trajectory set can be determined, a vehicle is determined that brakes for a predetermined short period of time and then runs through the method again. Since it cannot be ruled out that a conflict-free solution cannot be achieved when selecting the two trajectories available per vehicle, i.e. a "deadlock" condition occurs, a solution must be determined for this situation. For this purpose, according to this training, a vehicle is selected, e.g. the slowest or fastest or one that does not have the right of way or is about to turn, which is brought to brake in isolation and then in a new run based on the resulting state with new trajectories the determination of a conflict-free specification is determined trajectory set is attempted.

A preferred development of the invention provides that information from a stored road map and/or information received via communication means is taken into account for determining the ideal trajectory of the vehicle.

A preferred development of the invention provides that the vehicle checks whether there is a coordination situation with at least one Alius vehicle and that it does not take part in a coordination process if its trajectories are conflict-free. This ensures that a vehicle that is in close proximity to Alii vehicles but whose trajectories do not conflict with the trajectories of other vehicles does not take part in a coordination process to determine a conflict-free default trajectory set.

• eine Fahrsituationsanalyseeinrichtung, die ausgebildet ist, einen geplanten Fahrpfad des Fahrzeugs zu ermitteln,
• eine Trajektorienbestimmungseinrichtung, die ausgebildet ist, eine Ideal-Trajektorie für einen vorgegebenen Zeit- oder Wegbereich entlang des Fahrpfades auf der Grundlage des Fahrpfades und Umgebungsinformationen des Fahrzeugs zu bestimmen, und ferner dazu ausgebildet ist, eine Zöger-Trajektorie entlang des gleichen Fahrpfades zu bestimmen, wobei die Zöger-Trajektorie gegenüber der Ideal-Trajektorie den gleichen Fahrpfad und eine zeitliche Verzögerung aufweist,
• eine Kommunikationseinrichtung, die ausgebildet ist, mit anderen Fahrzeugen in der Umgebung (Alii-Fahrzeuge) zu kommunizieren, und die ausgebildet ist, die Ideal-Trajektorie und die Zöger-Trajektorie an die Alii-Fahrzeuge zu übermittel, und die ferner ausgebildet ist, die Ideal-Trajektorie und die Zöger-Trajektorie der Alii-Fahrzeuge zu empfangen,
• eine Trajektorienbewertungseinrichtung, die ausgebildet ist zu ermitteln, ob eine Konfliktsituation vorliegt, wenn sich das Fahrzeug und die Alii-Fahrzeuge gemäß ihrer Ideal-Trajektorien bewegen und ausgebildet ist, bei Feststellung einer Konfliktsituation zur Bestimmung eines konfliktfreien Vorgabe-Trajektorien-Satzes für alle Fahrzeuge,
• eine Signalausgabeeinrichtung, welche an eine anschließbare Fahrzeugkontrolleinrichtung die für das Fahrzeug ermittelte Vorgabe-Trajektorie zu deren Abfahren ausgibt beziehungsweise dem Fahrzeugführer direkte Fahranweisungen ausgibt.

The object on which the invention is based is further achieved by a device for a motor vehicle for coordinating driving maneuvers between a vehicle and at least one Alius vehicle, comprising:

• a driving situation analysis device which is designed to determine a planned travel path of the vehicle,
• a trajectory determination device which is designed to determine an ideal trajectory for a predetermined time or distance range along the travel path based on the travel path and environmental information of the vehicle, and is further designed to determine a hesitation trajectory along the same travel path, where the hesitation trajectory has the same travel path and a time delay compared to the ideal trajectory,
• a communication device which is designed to communicate with other vehicles in the environment (Alii vehicles) and which is designed to transmit the ideal trajectory and the hesitation trajectory to the Alii vehicles, and which is further designed to to receive the ideal trajectory and the hesitation trajectory of the Alii vehicles,
• a trajectory evaluation device which is designed to determine whether a conflict situation exists when the vehicle and the Alii vehicles move according to their ideal trajectories and is designed, when a conflict situation is detected, to determine a conflict-free default trajectory set for all vehicles,
• a signal output device which outputs the default trajectory determined for the vehicle to a connectable vehicle control device for its departure or issues direct driving instructions to the vehicle driver.

The driving situation analysis device is further designed to determine environmental information of the vehicle on the basis of environmental sensors of the motor vehicle. The hesitation trajectory has a reduced length due to reduced travel speed compared to the ideal trajectory. The conflict-free default trajectory set is selected for each vehicle from the ideal trajectory or the hesitation trajectory based on a rule set that is identical for all vehicles.

Further advantages, features and details emerge from the following description, in which at least one exemplary embodiment is described in detail - if necessary with reference to the drawings. Identical, similar and/or functionally identical parts are provided with the same reference numbers.

Figur 1:

ein Blockdiagramm der logischen Module der erfindungsgemäßen Vorrichtung;

Figur 2:

ein Ablaufdiagramm des erfindungsgemäßen Verfahrens;

Figur 3.

ein Ablaufdiagramm eines Teils des Verfahrens von Figur 2;

Figur 4:

eine schematische Darstellung eines Trajektorienpaares;

Figur 5:

ein Anwendungsbeispiel einer Verkehrssituation an einer Kreuzung.

Show it:

Figure 1:

a block diagram of the logical modules of the device according to the invention;

Figure 2:

a flowchart of the method according to the invention;

Figure 3.

a flowchart of part of the procedure of Figure 2 ;

Figure 4:

a schematic representation of a pair of trajectories;

Figure 5:

an application example of a traffic situation at an intersection.

In Figure 1 the logical modules of the voting device 10 according to the invention are shown. This includes an environment unit 12, which communicates with an electronic road map 14, a communication unit 16 for communication with other vehicles (V2V) or stationary locations (V2X), and a set of vehicle-side environmental sensors 18. The environmental sensors 18 can include laser scanners, radar devices, cameras and ultrasonic measuring devices.

Furthermore, the voting device 10 includes a driving situation analysis unit 20, the function of which is in Figure 2 is explained in more detail. The driving situation analysis unit 20 controls a trajectory generation unit 22, which determines an ideal trajectory and a hesitation trajectory for the vehicle. The generated trajectories are transmitted to a trajectory evaluation unit 24 together with the trajectory pairs of Alii vehicles supplied via the environment unit 12 by means of the communication unit 16. The pair of trajectories generated by the trajectory generation unit 22 is also fed to the environment unit 12, which transmits it to Alii vehicles via the communication unit 16.

The trajectory evaluation unit 24 evaluates the trajectory pairs of the ego vehicle and the Alii vehicles and generates a collision-free default trajectory set for each vehicle and outputs the default trajectory of the own vehicle to a vehicle control unit 30, which is then traveled autonomously by the vehicle.

Alternatively, in vehicles with lower levels of automation, driver instructions can also be given via a suitable human-machine interface, for example an acoustic or visual output device or even a haptic accelerator pedal.

A monitoring unit 26 detects movements of Alii vehicles based on received vehicle movement information and its own observations using the environmental sensors 18 and evaluates them.

According to Figure 2 In the driving situation analysis unit 20, a driving path of the own vehicle (ego vehicle) is first determined in a step 50. Depending on the HAF equipment level (HAF = Highly Automatic Driving; Levels 2 to 5), a strategic (navigation) path or a probable path is determined based on the observation of the surroundings and movement history.

In step 52, the vehicle surroundings are checked using the vehicle's own sensors 18 and the information about Alii vehicles from the surroundings received via the communication unit 16.

In step 54 it is determined whether there is a need for coordination between the ego vehicle and the Alii vehicles based on the data from the Alii vehicles, data about obstacles, road nodes and received maneuver messages.

If it is determined that there is no need for tuning, return to step 52 to reassess whether there is a need for tuning, taking updated environmental data into account.

However, if the ego vehicle determines a need for coordination in step 54, a maneuver decision is determined and confirmed by sending in the maneuver decision unit 28 Figure 3 .

According to Figure 3 In a step 60, an ideal trajectory 40 and a hesitation trajectory 42 are determined taking into account the current speed, which is in Figure 4 are shown. An ego priority is also determined from this, which can, for example, set the priority to the hesitation trajectory 42 in the case of a protruding, bending travel path.

In step 62, the trajectory pair 40, 42 of the ego vehicle is sent to Alii vehicles in the area using the communication unit 16, thereby confirming the participation of the ego vehicle in the vote. The spatial position of the trajectory shows whether or in which voting scenario (which group) the ego vehicle will take part. This depends on the spatial position of the trajectory to recognize whether or in which voting scenario (which group) the ego vehicle will take part.

In step 64, the respective trajectory pairs of Alii vehicles are received by means of the communication unit 16.

In step 66, the trajectory pairs 40, 42 of the ego vehicle and the Alii vehicles are brought together to form a set of trajectories. The trajectory pairs are assigned to the individual Alii vehicles according to the anonymized vehicle IDs. The set of trajectories defines everyone involved in this coordination scenario through spatial connection; in other words, only the trajectories that are tangent or spatially very close are included. So there is a geographical allocation of those involved in the scenario.

In step 68 an attempt is made to create a conflict-free default trajectory set for all

Vehicles are to be determined, with either the ideal trajectory or the hesitation trajectory being selected for each vehicle. A conflict-free default trajectory set is determined by numerical analysis of the set of trajectories with priority given to the ideal trajectories 40. The same rules apply to all vehicles and therefore the trajectory set is identical for all vehicles involved.

If a conflict-free default trajectory set can be determined, the vehicle is moved in step 70 autonomously or using driving instructions according to the default trajectory determined for the ego vehicle. Since the Alii vehicles determine the same set of trajectories using the same set of rules, each Alii vehicle can then follow the default trajectory determined for the respective vehicle.

However, if no conflict-free default trajectory set can be determined, in step 72 the ego vehicle with low priority and/or the lowest actual speed of all vehicles in the coordination situation is delayed and a new trajectory set 40, 42 for the ego becomes step 60 -Vehicle specific.

Coming back up Figure 2 In step 80, the vehicle movements of the Alii vehicles are recorded in the monitoring unit 26 by received V2X vehicle movement information (Cooperative Awareness Message) and, if necessary, by the environmental sensors 18.

In step 82, the actual trajectories of the Alii vehicles are assigned and observed. The received vehicle movement data is assigned to the respective conflict-free default trajectory via the vehicle ID.

In step 84, a comparison is made with the conflict-free default trajectory set. If compliance with the specific default trajectories is determined (J), the own maneuver (step 70) and the monitoring continue unchanged and thus return to step 80. On the other hand, if a deviation is detected (N), the maneuver decision unit 28 is caused to carry out a new maneuver decision, as in Figure 3 was explained. When the default trajectory has been traveled (E), the maneuver is completed (step 86).

In Figure 5 An exemplary embodiment is shown, with a road intersection 32 to which four vehicles A, B, C, D are approaching. Another vehicle E is located in the road intersection 32. Since there is a need for coordination, an ego vehicle A and Alii vehicles B, C, D, E each send an ideal trajectory 40A, 40B, 40C, 40D and a hesitation trajectory 42A, 42B , 42C, 42D to the other vehicles. This means that in each vehicle A, B, C, D, E there is the set of trajectories shown in which the ideal trajectories 40A, 40B, 40C, 40D collide. A collision occurs when the vehicle outlines added in a complete trajectory representation, including the safety margin, touch each other. For reasons of clarity, only the line of the trajectory reference point is shown here. Since the trajectories 40E, 42E of the vehicle E do not collide with any of the other trajectories 40A, 40B, 40C, 40D, 42A, 42B, 42C, 42D, the vehicle E does not participate in the subsequent process.

Through the in step 68 ( Figure 3 ) numerical analysis carried out taking into account a set of rules results in a collision-free default trajectory set, consisting of 40A (ideal trajectory for the ego vehicle A), 40B (ideal trajectory for the Alius vehicle B), 42C (hesitation trajectory for the Alius vehicle C) and 42D (hesitation trajectory for the Alius vehicle D). It should be noted that a combination 42A, 40B, 42C, 42D, i.e. with one ideal and three hesitation trajectories, would also be collision-free but would only contain one ideal trajectory.

Reference symbol list

10 Voting device 12 Environmental unit 14 electronic road map 16 Communication unit 18 Environmental sensors 20 Driving situation analysis unit 22 Trajectory generation unit 24 Trajectory evaluation unit 26 Monitoring unit 28 Maneuver decision unit 30 Vehicle control unit 32 road intersection 40 Ideal trajectory 42 Hesitation trajectory 50, 52, 54, 60, 62, 64, 66, 68, 70, 72, 80, 82, 84, 86 Procedural steps

Claims (12)

1. Procedure for coordinating driving maneuvers between a vehicle (A) and at least one Alius vehicle (B, C, D), with the following steps

   - determining (50) a planned path of the vehicle (A),

   - determining an ideal trajectory (40A) for a predetermined time or distance range (60) along the travel path based on the travel path and environmental information of the vehicle,

   - Determining a hesitation trajectory (42A) along the same travel path (60), the hesitation trajectory (42A) having the same travel path and a time delay compared to the ideal trajectory (40A),

   - transmitting the ideal trajectory (40A) and the hesitation trajectory (42A) to the Alii vehicles (62),

   - receiving (64) the ideal trajectory (40B, 40C, 40D) and the hesitation trajectory (42B, 42C, 42D) of the Alii vehicles (B, C, D),

   - Determine whether a conflict situation exists when the vehicle (A) and the Alii vehicles (B, C, D) move according to their ideal trajectories (40A, 40B, 40C, 40D) (68),

   - if a conflict situation is determined (68), determining a conflict-free default trajectory set for all vehicles (A, B, C, D),

   - Moving the vehicle (A) along the specification trajectory (70)

   characterized in that

   the environmental information of the vehicle (A) is determined on the basis of environmental sensors of the vehicle (52) and that

   the hesitation trajectory (42A) has a reduced length due to reduced travel speed compared to the ideal trajectory (40A) and that

   the conflict-free default trajectory set is selected from the ideal trajectory or the hesitation trajectory (40, 42).
2. The method according to claim 1, characterized in that the rule set comprises a rule according to which a default trajectory set is determined which includes the largest number of ideal trajectories.
3. The method according to claim 1, characterized in that the rule set comprises a rule according to which a vehicle with a bending ideal trajectory or a travel path that bends within a predetermined time range has a priority on the hesitation trajectory.
4. The method according to claim 1, characterized in that the rule set comprises a rule according to which, if no conflict-free default trajectory set can be determined, a vehicle is determined that brakes for a predetermined short period of time and then the method is run through again.
5. The method according to claim 4, characterized in that the vehicle to be braked is determined to be the one which has the lowest travel speed.
6. The method according to claim 4 or 5, characterized in that the vehicle to be braked is determined to be one which has a bending ideal trajectory.
7. Method according to one of the preceding claims, characterized in that information from vehicle sensory perception of the surroundings is taken into account for determining the ideal trajectory of the vehicle.
8. Method according to one of the preceding claims, characterized in that information from a stored road map and/or information received via communication means is taken into account for determining the ideal trajectory of the vehicle.
9. Method according to one of the preceding claims, characterized in that for Alii vehicles that only emit one trajectory due to a fault, these are taken into account as the ideal trajectory of the Alius vehicle.
10. Method according to one of the preceding claims, characterized in that the vehicle checks whether there is a coordination situation with at least one Alius vehicle and does not take part in a coordination process if its trajectories are conflict-free.
11. Device for a motor vehicle (A) for coordinating driving maneuvers between the vehicle (A) and at least one Alius vehicle (B, C, D), comprising:

    - a driving situation analysis device (20) which is designed to determine a planned travel path of the vehicle (A),

    - a trajectory determination device (22), which is designed to determine an ideal trajectory (40A) for a predetermined time or path range along the travel path (A) based on the travel path and environmental information of the vehicle, and is further designed to be a to determine the hesitation trajectory (42A) along the same travel path, the hesitation trajectory (42A) having the same travel path and a time delay compared to the ideal trajectory (40A),

    - a communication device (16) which is designed to communicate with other vehicles (B, C, D) in the environment (Alii vehicles) and which is designed to display the ideal trajectory (40A) and the hesitation trajectory ( 42A) to transmit to the Alii vehicles (B, C, D), and which is further designed to transmit the ideal trajectory (40B, 40C, 40D) and the hesitation trajectory (42B, 40C, 40D) of the Alii vehicles (B, C, D) to receive,

    - a trajectory evaluation device (24) which is designed to determine whether a conflict situation exists when the vehicle (A) and the Alii vehicles (B, C, D) move according to their ideal trajectories (40A, 40B, 40C, 40D ) move and is trained, when a conflict situation is detected, to determine a conflict-free default trajectory set for all vehicles (A, B, C, D),

    - a signal output device (30), which outputs the default trajectory determined for the vehicle (A) to a connectable vehicle control device for its departure or issues direct driving instructions to the vehicle driver,

    characterized in that

    the driving situation analysis device (20) is further designed to determine the environmental information of the vehicle (A) on the basis of environmental sensors of the motor vehicle (A) and that

    the hesitation trajectory (42A) has a reduced length due to reduced travel speed compared to the ideal trajectory (40A) and that

    the conflict-free default trajectory set is selected for each vehicle (A, B, C, D) based on a rule set that is identical for all vehicles (A, B, C, D) from the ideal trajectory (40) or the hesitation -Trajectory (42).
12. Motor vehicle, comprising a number of environmental sensors (18), a device (10) according to the previous claim and a vehicle control device (30) for autonomous movement of the motor vehicle.

Images