EP3873785A1 - Procédé, produit-programme d'ordinateur, unité de commande centrale et système de commande pour commander des véhicules au moins semi-automatisé, en partie avec des perspectives de changement de voie de circulation, dans une zone de voie de circulation à risque, notamment des croisements de voies de circulation dans la circulation routière - Google Patents

Procédé, produit-programme d'ordinateur, unité de commande centrale et système de commande pour commander des véhicules au moins semi-automatisé, en partie avec des perspectives de changement de voie de circulation, dans une zone de voie de circulation à risque, notamment des croisements de voies de circulation dans la circulation routière

Info

Publication number
EP3873785A1
EP3873785A1 EP19829104.9A EP19829104A EP3873785A1 EP 3873785 A1 EP3873785 A1 EP 3873785A1 EP 19829104 A EP19829104 A EP 19829104A EP 3873785 A1 EP3873785 A1 EP 3873785A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
format
lane
vehicles
fbw
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19829104.9A
Other languages
German (de)
English (en)
Inventor
Kai Höfig
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from EP18214063.2A external-priority patent/EP3671690A1/fr
Priority claimed from EP18214065.7A external-priority patent/EP3671691A1/fr
Priority claimed from EP18214067.3A external-priority patent/EP3670284A1/fr
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3873785A1 publication Critical patent/EP3873785A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0297—Fleet control by controlling means in a control room
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/44—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for communication between vehicles and infrastructures, e.g. vehicle-to-cloud [V2C] or vehicle-to-home [V2H]

Definitions

  • Method, computer program product, central control unit and control system for controlling at least partially automated vehicles, partly with intent to change lanes, in a lane danger zone, in particular intersections of lanes in road traffic
  • the invention relates to a method for controlling at least partially automated vehicles, proportionately with lane change intentions, in a lane danger area, in particular special intersections of lanes in traffic, according to the preamble of claim 1, a computer program product for controlling at least partially automated Vehicles, partially with intent to change lanes, in a lane danger area, in particular intersections of lanes in road traffic, according to the preamble of patent claim 6, a central control unit for controlling at least partially automated vehicles, partly with lane change intentions, in a lane danger area, in particular Special intersections of lanes in road traffic, according to the preamble of claim 10 and a control system for controlling at least partially automated vehicles, proportionately with lane change intentions, in a lane danger area, in particular intersections of lanes n in road traffic, according to the preamble of claim 16.
  • a hazard area in road traffic is an area where there is a hazard that is defined as the possibility that a person, a thing, an animal or even a natural basis of life encounters at least one of the sources of danger as a potential source of damage in terms of time and space . This is usually the case in the lane area, which is why one speaks of a lane danger area.
  • a typical, if not the only, lane danger zone in the Road traffic is the area where one or more lanes meet - the lane intersection or the junction for short.
  • intersections are currently marked by traffic signs, e.g. signaling signs in the form of traffic lights, or protected by traffic rules.
  • FIGURE 1 shows a schematic diagram of the current situation in the control of a lane traffic, for example road traffic, in road danger zones FGB in the form of a "double-T" crossing KZ * or "T" crossing KZ **.
  • a vehicle FZ2 wanting to turn right taking into account other road users, such as pedestrians and cyclists, may pass the intersection KZ *, while a vehicle FZ32 also wanting to turn right cannot pass the intersection KZ * for the time being because of the red signal sign.
  • the situation is the "T” crossing KZ **.
  • the road users who are moving in the "WEST-> OST- or OST->WEST” direction or in the NORTH direction are due to the traffic lights with a green signal or no signal (applies to vehicles FZ 35 , FZ 36 , who are traveling in the NORTH direction) are allowed to pass the intersection or continue to move, whereas the road users who are traveling in the "SÜD" direction have to wait at or in front of the traffic light system because the traffic light systems do this for these road users show red signal sign.
  • Light Traffic area of road traffic can be controlled without using traffic lights.
  • the core idea of this "Light Traffic” proposal is based on the approach of assigning each autonomous vehicle a time slot for passing the intersection, for example a four-way intersection. In this way, the vehicles advance in the intersection area without hesitation when a time slot becomes free. This would not only increase the flow of traffic, but would also result in a significantly lower CCg emission because, on the one hand, significantly more vehicles (approx. Twice as many vehicles) could pass at an intersection compared to conventional traffic light control, and on the other others, this means that there is almost no waiting time, as occurs at traffic lights at conventional traffic light controls at intersections.
  • a prerequisite for such a concept is, however, that firstly the traffic infrastructure is adapted, e.g. in cities due to expensive construction measures (see description of FIGURE 2), and secondly, almost exclusively autonomously operated vehicles take part in traffic, which are also equipped with the latest communication and sensor technology.
  • a determination unit for determining whether the vehicle is in the danger zone or in a transition zone adjacent to the danger zone;
  • a communication unit for receiving vehicle data from the vehicle if the determining unit determines, that the vehicle is in the danger zone or in the transition zone;
  • a determination unit for determining a trajectory for the vehicle taking into account the received vehicle data, in order to guide the vehicle through the danger area without collisions;
  • I Is a device belonging to the danger zone, which takes over the control of the vehicles in the danger zone, whereby collisions in the danger zone can be prevented.
  • the object on which the invention is based is to specify a method, a computer program product, a central control unit and a control system for controlling at least partially automated vehicles, some of which intend to change lanes, in a lane danger zone, in particular intersections of lanes in road traffic, in which the vehicle with lane change intentions are controlled in such a way that they can change a lane in a flowing flow of traffic without stop-start interruptions, such as those caused by signaling systems, preferably traffic lights, in the lane danger zone.
  • the present patent application deals with the designation "method, computer program product, central control unit and control system for controlling at least partially automated vehicles in a roadway danger zone, in particular intersections of driving railways in road traffic ", which is a normal case with such a vehicle control in the lane danger area and the content of which is hereby included and disclosed in the present patent application, a special case that the at least partially automated vehicle, which wants to pass the lane danger area or the intersection, intends to change the lane in the danger / intersection area.
  • a digital lane-danger zone twin is generated, by means of which, as a result of the given vehicle availability forces, first vehicle movements of the vehicle willing to change lanes in anticipatory coordination with second lane movements of collision-critical vehicles of the other vehicles, whose lane movements are uncoordinated intersect with the first vehicle movements in the lane danger zone, are controlled automatically, dynamically, vehicle-coordinated and collision-free for changing lanes in the lane danger zone.
  • the vehicle availability powers of all vehicles, those willing to change lanes and the others, are given before with the help of first control data, which is transmitted to the central control unit when the vehicle approaches the lane danger zone.
  • the control of the first vehicle movements of the vehicle willing to change lanes as a result of the vehicle availability powers given in anticipatory coordination with second lane movements of collision-critical vehicles is preferably carried out with the aid of second control data which the vehicle willing to change lanes to pass the lane. Danger area from the central control unit.
  • the central control entity is preferably a central control unit consisting of a control device with a computer program product that is not one
  • volatile, readable memory in which processor-readable control program instructions of a program module carrying out the vehicle control are stored, and a processor connected to the memory which executes the control program instructions of the program module for vehicle control, a control interface and at least one communication device which is communication-related is either connected to the control device and therein to the computer program product via the control interface or is assigned to the control device and the computer program product therein.
  • control device is preferably and advantageously designed as an open cloud computing platform.
  • the communication device is arranged in the roadway danger zone in such a way that it is connected to a vehicle communication interface contained in the vehicles for vehicle control.
  • This connection is preferably of a radio-technical nature, e.g. trained according to a generation 5G mobile radio standard.
  • the number of communication devices is in the lane danger area, e.g. in a "double-T" intersection (see FIGURES 1 and 2), preferably from four individual com munication devices, which are positioned at all four intersection corners, in order to always have an optimal radio connection to the vehicles or the respective vehicle communication interface to have.
  • Dynamic, vehicle-coordinated and collision-free in the context of the invention means that the first vehicle movements of the vehicle willing to change lanes with driving movements against the rest of the vehicles and in particular in anticipation of the coordination with the second lane movements of the collision-critical vehicles in the lane-danger zone by means of the digital lane-danger zone twin at any place and at any time so that the respective vehicle is coordinated without any collision passes the lane danger zone with the other vehicles.
  • each vehicle is moved in accordance with a spatio-temporal movement pattern in the lane danger zone in such a way that it is ensured that all vehicles in the lane danger zone that have the vehicle availability to control the dynamic driving tasks have passed, can pass it without collision.
  • a core area of the grid format represents the lane danger area and first format fields of the grid format, depending on the format field change, either "WEST-> OST and / or OST-> WEST" vehicle movement directions or "NORD-> SOUTH and / or SOUTH-> NORTH” vehicle movement directions and second format fields of the grid format, depending on the format field change, either "NORD-> SOUTH and / or SOUTH-> NORTH” vehicle movement directions or "WEST-> EAST- and / or OST-> WEST "vehicle movement directions, each with a maximum of one vehicle per first format field or second format field.
  • every first vehicle movement of the vehicle willing to change lanes in the forward-looking coordination with the second lane movements of the collision-critical vehicles of the other vehicles for changing lanes in the lane danger zone is thereby automatic, as a result of the given vehicle availability forces, dynamic, vehicle-coordinated and - collision-free controlled, that corresponds to the situation in the lane danger zone
  • the format fields in the core area of the grid format for the digital movements in the directions of movement of the collision-critical vehicles which would lead to collisions between the vehicle willing to change lanes and the collision-critical vehicles up to the lane change format field, are digitally cleared or kept digitally free,
  • the format fields in the core area of the raster format for the digital movements in the directions of movement of the collision-critical vehicles which would lead to collisions between the lane-changing format field and collisions between the vehicle willing and changed to the lane-changing vehicle and the collision-critical vehicles, digitally be cleared or kept digitally free.
  • digitally clearing or keeping the format fields digitally free does not remain limited to the digital level, but correspondingly, the corresponding vehicle control system also releases or keeps the places in the lane danger area free from real, actual vehicle traffic as a result of relinquishing the vehicle power.
  • FIGURE 1 shows a prior art for vehicle control at least partially automated vehicles intersection area of road traffic, based on the
  • FIGURES 2 to 5 explained. These show:
  • FIGURE 2 on the basis of FIGURE 1 shows a control system for controlling at least partially automated vehicles in a lane danger area, in particular intersections of lanes in road traffic,
  • FIG. 3 shows the basic structure of a control device in a control unit of the control system shown in FIG. 2 for vehicle control by generating a lane-danger zone twin
  • FIGURE 4 shows a first digital representation of a first traffic situation without changing the lane and with an at least partially automated, motorized vehicle, created by the lane-danger zone twin, when it is generated in the control device or the computer program product according to FIG. 3 fully used and occupied lane danger area in the form of a "double T" intersection,
  • FIGURE 5 is a second digital representation created by the lane-danger zone twin, when it is generated in the control device or the computer program product according to FIGURE 3, of a second traffic situation with a lane change and a vehicle completely used by at least partially automated, motorized vehicles and occupied lane danger area in the form of a "double T" intersection.
  • FIGURE 2 shows, on the basis of FIGURE 1, the future situation, modified in comparison to the current situation, in the regulation of a lane traffic, for example road traffic, in the FGB lane danger areas in the form of a "double T" crossing or a "T" -Crossing KZ '.
  • the modification consists of the fact that road traffic is divided into at least partially automated and motorized road users and those who are not automated and may also not be motorized, and the regulation of road / road traffic in the lane danger areas or intersections FGB, KZ, KZ 'without any traffic control measures, such as traffic lights, traffic signs, crosswalks for pedestrians, crossing strips for pedestrians / cyclists, etc.
  • a control system STGS is available for this purpose.
  • the non-automated and conditionally motorized road users such as pedestrians, cyclists, electric cyclists, etc., in the lane danger areas FGB, KZ, KZ 'are used to cross the lane above or below the lanes for the at least partially automated and motorized road users.
  • the at least partially automated, motorized vehicles FZ1 ... FZ36 are distributed in the manner shown to the roadway danger zones FGB designed as a "double-T" intersection KZ and as a "T” intersection KZ '.
  • the roadway danger zones FGB designed as a "double-T" intersection KZ and as a "T” intersection KZ '.
  • For vehicle control of at least partially automated, motorized vehicles in the lane danger zone only vehicles of the classification levels "3" to "5" and, if appropriate, also those of the level "2" come into question in accordance with the explanations in connection with the description of FIGURE 1.
  • FIGURE 2 illustrated central Steue ⁇ approximation unit Stge of the control system STGS according rich this illustration, only for the vehicle control at least partially automated, motorized vehicles in a "double-T" -crossing KZ designed roadway danger zone FGB responsible.
  • Darge ⁇ can either also from the shown control STGE unit or in each case from other control units, not shown, are taken over.
  • the lane danger area FGB designed as a "double-T" intersection KZ will be considered in more detail.
  • a dynamically changing and continuously moving number of vehicles of the at least partially automated, motorized vehicles FZ 1 ... FZ 36 moves, again as personal Motor vehicles and trucks with different vehicle lengths and engine outputs as well as motorcycles in "WEST- ROST- or OST->WEST" vehicle movement directions as well
  • the central control unit STGE has a control device STER and at least one communication device KOER, which in terms of communication technology are either connected to one another or assigned to one another.
  • control device STER is preferably and advantageously designed as an open cloud computing platform.
  • the communication device KOER is preferably a radio communication device designed for the mobile radio standard of the 5th generation (5G) and is in both cases ("either the "option and” or “option) in the road danger zone FGB designed as a" double-T "intersection concentration camp and arranged in terms of number and arrangement in such a way that the danger / intersection area FGB, concentration camp is optimally covered in terms of radio technology, in such a way that that the at least partially automated, motorized vehicles located in the danger / intersection area FGB, KZ can be reached and addressed at any time via radio for vehicle control.
  • 5G 5th generation
  • KZ there are, for example, four individual communication devices or Radio communication devices KOER, which are positioned at all four intersection corners in order to always have an optimal radio connection to the vehicles in the danger / intersection area FGB, KZ.
  • FZ 1 ... FZ 36 , the vehicles FZ 1 ... FZ 19 , FZ 30 , FZ 31 have a technical connection to the "double-T" intersection KZ when they either move towards the intersection KZ or move away from it because of or the "Doppel-T" intersection KZ currently driving. And of this part number of vehicles FZ 1 ... FZ 19 , FZ 30 , FZ 31 there is again at least one vehicle FZ FBW / the at the "Doppel -T "-ZZ crossing wants to change the currently used lane by turning left or right.
  • FIGURE 2 these are vehicles FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 , where vehicles FZ 2 , FZ 30 intend to turn right and vehicles FZ 7 , FZ 10 , FZ 17 follow left, the intention to change lanes of the vehicles mentioned is represented by a dotted double arrow.
  • turning left in right-hand traffic and turning right in left-hand traffic is the most problematic way of changing lanes. For this reason, later in the description of FIG. 5, only the turning to the left in right-hand traffic with regard to vehicle control of at least partially automated vehicles in the intersection area of the “double-T” intersection KZ is considered.
  • This "handshake protocol" -like agreement takes place in terms of communication technology, on the one hand, via the radio link between the vehicle communication interface or vehicle radio communication interface FZKS and the communication device or radio communication device KOER and, on the other hand, between the communication device KOER and the control device STER.
  • the vehicle power is preferably given with the aid of first control data STGDi, which each of the vehicles FZ fbw , FZ 2 , FZ 7 , FZ fo , FZ F7 , FZ 30 , FZ, FZ 6 , FZi 4 , FZ IS , FZ IS , FZ 2I , FZ 22 , FZ 3I when approaching the danger / intersection area FGB, KZ or prior to approaching in terms of communication technology, via the transmission path shown above Control device STER transmitted in the central control unit STGE.
  • This first control data STGDi if it is agreed in the run-up to the approach of relinquishing the vehicle power, in the course of the handshake protocol of the control device STER in the central control unit STGE.
  • FIGURE 3 shows the basic structure of the control device STER in the control unit STGE of the control system STGS shown in FIGURE 2 for vehicle control by generating a lane-danger zone twin FGBZ.
  • the control device STER has a control interface STSS and a computer program product CPP for vehicle control of the at least partially automated, motorized vehicles FZ FBW / FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 , FZ kk / FZ 6 , FZ 14 , FZ 15 , FZis,
  • the computer program product CPP does not contain one
  • volatile, readable memory SP in which processor-readable control program commands of a program module PGM carrying out the vehicle control are stored, and a processor PZ connected to the memory SP, which executes the control program commands of the program module PGM for vehicle control and is connected to the control interface STSS is.
  • FZis, FZ 2I , FZ 22 , FZ 31 the corresponding, from vehicles FZ FBW , FZ 2 , FZ 7 , FZ I0 , FZ I7 , FZ 30 , FZ k / FZ 6 ,
  • the processor PZ then generates STGDi with the receipt of the first control data and the delivery of the vehicle availability powers by the vehicles FZ FBW / FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 , FZ kk / FZ ⁇ , FZ 14 , FZ 15 , FZis,
  • FZ 21 , FZ 22 / FZ 31 the digital lane-danger zone twin FGBZ, by means of which, as a result of the given vehicle, the first vehicle movements of the respective vehicle willing to change lane FZ FBW / FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 in a forward-looking coordination with second lane movements of the collision-critical vehicles FZ kk / FZ 6 , FZ 14 ,
  • FZ 15 , FZis, FZ 21 , FZ 22 / FZ 31 whose lane movements would cross in an uncoordinated manner with the first vehicle movements in the FGB lane danger zone or the "double-T" intersection KZ, to change lanes in the lane Danger zone FGB or the "double-T" intersection KZ can be controlled automatically, dynamically, vehicle-coordinated and without collisions.
  • the processor PZ generates second control data STGD 2 on the basis of the generated digital lane-danger zone twin FGBZ, which reaches the communication device KOER or the radio communication device KOER via the control interface STSS and from there as shown in the FIGURE 2 via the vehicle communication interface or vehicle radio communication interface FZKS ultimately get into the vehicles FZ FBW FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 willing to change lanes, which means that they change lanes in the lane danger area FGB or the "double-T" intersection KZ and for passing through the road danger area FGB or the "double-T” intersection KZ are controlled.
  • the processor PZ executes the program module PGM from every vehicle to FZ FBW / FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 , FZ kk / FZ 6 , FZ 14 , FZ 15 ,
  • FZ 7 , FZ 10 , FZ 17 , FZ 30 , FZ kk / FZ 6 , FZ 14 , FZ 15 , FZis, FZ 21 , FZ 22 / FZ 31 delivered vehicle powers and using the communication path between these vehicles and the tax establishment STER or the computer program product CPP vehicle trajectory and vehicle speed determined.
  • the processor PZ determines when executing the program module PGM which vehicle is willing to change lane FZ fbw , FZ 2 , FZ 7 , FZ 10 ,
  • FZ 17 , FZ 30 completed the lane change in the lane danger area FGB or the "double T" intersection KZ and ultimately passed the lane danger area FGB or the "double T” intersection KZ.
  • the given vehicle availability powers are returned to these vehicles by third control data STGD 3 generated by the processor PZ and transmitted via the existing communication path between these vehicles and the control device STER or the computer program product CPP.
  • the third control data STGD 3 is preferably transmitted in the course of a further handshake protocol between the control device STER via the communication device KOER and the vehicle concerned FZ FBW / FZ 2 , FZ 7 , FZ 10 , FZ 17 , FZ 30 .
  • FIGURE 4 shows a first digital representation DRP1 of a first traffic situation without a lane change and with one created by at least partially automated, created by the lane-danger zone twin FGBZ, when it was generated in the control device STER or the computer program product CPP.
  • Motorized vehicles fully occupied and occupied lane danger area in the form of a "double T" intersection.
  • the first traffic situation has nothing to do with the traffic situation in the danger / intersection area FGB, KZ shown in FIGURE 2. Rather, the first digital representation DPR1 shown in FIG. 4 is intended to explain in a very general way how vehicle movements of the at least partially automated, motorized vehicles which completely drive and occupy the "double-T" intersection are automatically, dynamically, vehicle-coordinated in order to pass through them and collision-free control.
  • the first digital representation DRP1 is a raster format RF with checkerboard-like alternating format fields FF1, FF2, in which
  • Second format fields FF2 of the raster format RF format field either depending on the change "NORTH-> SOUTH and / or SOUTH->NORTH" vehicle movement directions or
  • the format fields FF1, FF2 of the raster format RF of the first digital representation DRP1 are selected such that vehicles with normal, customary and defined vehicle lengths are represented digitally in the fields in the rest and movement state without touching one another.
  • the first traffic situation according to FIG. 4, transferred to the "double-T" intersection traffic in FIG. 2, means that two lane directions with 6 parallel lanes each, lane with 6 parallel lanes in the EAST-> WEST direction and lane with 6 parallel lanes in the NORTH-> SOUTH direction, crossing and in the intersection area, corresponds to the core area KB of the raster format RF (chess board with 36 fields), 18 vehicles each in the EAST-> WEST direction and NORTH-> SOUTH direction are.
  • each vehicle movement of the 36 vehicles to pass the "double-T" intersection is controlled automatically, dynamically, in a vehicle-coordinated and collision-free manner by correspondingly
  • each vehicle of the 36 vehicles in the core area KB of the raster format RF according to a digital movement with a START point and a DESTINATION point in the raster format RF, which is based on a format field change, either
  • this can be achieved in a simple and advantageous manner with the aid of the further handshake protocol.
  • FIGURE 5 shows a second digital representation DRP2 created by the lane-danger zone twin FGBZ, when it is generated in the control device STER or the computer program product CPP according to FIG. 3, of a second traffic situation with a lane change and one that is at least partially automated , Motorized vehicles fully occupied and occupied lane danger area in the form of a "double T" intersection.
  • the second traffic situation also has nothing to do with the traffic situation in the danger / intersection area FGB, KZ shown in FIGURE 2.
  • the second digital representation DPR2 shown in FIG. 5 is now to be explained on the basis of the above explanations for controlling the vehicle movements in FIG.
  • the second digital representation DRP2 again has the raster format RF with the checkerboard-like alternating format fields FF1, FF2, at
  • the core area KB of the raster format RF represents the "double T" crossing
  • the 32 vehicles represented by white circles in the first format fields FF1 move digitally and bidirectionally, including 17 vehicles in the EAST-> WEST direction and 15 vehicles in the WEST-> EAST direction and 21 vehicles, represented by black circles in the second format fields FF2, digital and bidirectional of which 11 vehicles in the NORTH-> SOUTH direction and 10 vehicles in the SOUTH-> NORTH direction and all in the entire raster format RF, with the double arrows always indicate the direction of movement on the white circles and the arrows on the black circles.
  • the second traffic situation in FIGURE 5 is again due to four lane directions, each with 3 parallel, adjacent lanes - a lane with 3 parallel lanes lying side by side in the EAST-> WEST direction, a lane with 3 parallel lanes lying side by side in the Opposite direction, in WEST-> EAST direction, a lane with 3 parallel, adjacent lanes in NORTH-> SOUTH direction and a lane with 3 parallel, adjacent lanes in the opposite direction, in SOUTH-> NORTH direction - marked, which intersect, and in the area of the intersection - corresponds to the core area KB of the raster format RF (chess board with 36 fields) - 9 vehicles each in EAST-> WEST direction, in WEST-> EAST direction, in NORTH-> SOUTH- Direction and SOUTH-> NORTH direction are on the way.
  • a vehicle FZ FBW now wants the lane from the NORD ⁇ - of the 11 vehicles traveling in the NORTH ⁇ -> SOUTH direction and of which 9 vehicles are in the core area KB - > Coming SOUTH and coming in the EAST-> WEST direction, so turn left.
  • the lane change of the at least partially automated, motorized vehicle FZ FBW is to be controlled by the lane-danger zone twin FGBZ, when it is generated in the control device STER or the computer program product CPP according to FIG. 3 are explained below.
  • Every first vehicle movement of the vehicle FZ FBW willing to change lanes is automatically, dynamically, vehicle-coordinated in predictive coordination with the second lane movements of the collision-critical vehicles FZ kk of the other vehicles in the core area KB of the second digital representation DRP2 created by the lane-danger zone twin FGBZ controlled and collision-free.
  • the vehicle FZFB W which is willing to change lanes, is like any other vehicle of the vehicles in the core area KB of the raster format RF according to a digital movement with a START point and a DESTINATION point in the raster format RF, which is based on a format field change
  • the finite chain reaction on of successive digital movements which begin with the first digital movement from the format field FF1 X of the first format fields FF1, which the vehicle FZ X represents, as the START point to the format field FF2 y of the second format fields FF2 as the DESTINATION point, that does not represent a vehicle, i.e. is digitally free, and has its end when all 36 vehicles that were initially in the core area KB of the raster format RF have left the core area KB of the raster format RF.
  • a number of format fields FF1, FF2 up to a lane change format field FF fbw required to initiate the lane change for braking the vehicle, in which the lane change occurs as a braking corridor ABK digitally cleared or kept digitally clear.
  • the format fields FF1, FF2 in the core area KB of the raster format RF for the digital movements in the directions of movement of the collision-critical vehicles FZ kk / up to the lane change format field FF FBW TO collisions between the lane-changing vehicle FZ FBW and the collision-critical vehicles FZ kk would lead, digitally cleared or digitally cleared.
  • These collision-critical vehicles FZ kk are potentially in an additional collision corridor KK ABK in addition to the braking corridor ABK -
  • the format fields FF1, FF2 in the core area KB of the raster format RF for the digital movements in the directions of movement of the collision-critical vehicles FZ kk / those in the changed direction of movement from the lane change format field FF FBW TO collisions between the lane change voluntary and changed vehicle FZ FBW and the collision-critical vehicles FZ kk would lead, digitally freed or kept digitally free.
  • These collision-critical vehicles FZ kk are potentially located in a collision corridor KKBSK that is additional to the acceleration corridor BSK.
  • digitally clearing or keeping the format fields digitally free is not restricted to the digital level, but correspondingly, the corresponding vehicle control system also releases or keeps the places in the lane danger area free from real, actual vehicle traffic.
  • the Lane-changing vehicle FZ FBW to return the vehicle power by transmitting the third control data STGD3 via the described communication path to the vehicle according to FIGURE 3, the control device STER or the computer program product CPP. According to the description of FIG. 3, this can be achieved in a simple and advantageous manner with the aid of the further handshake protocol.

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Abstract

La présente invention a pour objet de permettre dans une zone de voie de circulation à risque (FGB), notamment dans des croisements (KZ, KZ') de voies de circulation dans la circulation routière, à des véhicules au moins partiellement automatisés (FZ1...FZn), d'être commandés en partie dans des perspectives de changement de voie, de telle sorte que des véhicules ayant des perspectives de changement de voie peuvent dans la zone de voie de circulation à risque, changer de voie de circulation dans un flux de circulation sans interruption de type arrêt-démarrage telle que celles imposées par exemple par des dispositifs de signalisation, de préférence des feux de circulation. A cet effet : a) au moins un véhicule (FZFBW, FZ2, FZ7, FZ10, FZ17, FZ30) amorçant un changement de voie, notamment par virage à gauche ou à droite et tout autre véhicule parmi les véhicules (FZ1...FZn), à l'approche de la zone de voie de circulation à risque (FGB, KZ, KZ'), pour passer ladite zone, émet un contrôle de disponibilité de véhicule pour la commande véhicule de tâches de conduite dynamique ; b) avec l'émission des contrôles de disponibilité de véhicule par les véhicules (FZFBW, FZ1...FZn), est produit par une instance de commande centrale (STGE, STER, CPP, PZ, SP, PGM) un jumeau numérique de zone de voie de circulation à risque (FGBZ) au moyen duquel, suite aux contrôles de disponibilité de véhicule émis, sont commandés de façon automatique, dynamique, coordonnée entre véhicules et sans collision entre véhicules, pour permettre un changement de voie de circulation dans la zone de voie de circulation à risque, de premiers mouvements de véhicule du véhicule souhaitant changer de voie, en coordination prévisionnelle avec de seconds mouvements de voie de circulation de véhicules (FZkk, FZ6, FZ14, FZ15, FZ18, FZ21, FZ22, FZ31) critiques en termes de collision, parmi les autres véhicules dont les mouvements de voie de circulation se croiseraient dans la zone de voie de circulation à risque s'ils n'étaient pas coordonnés avec les mouvements du premier véhicule.
EP19829104.9A 2018-12-19 2019-12-17 Procédé, produit-programme d'ordinateur, unité de commande centrale et système de commande pour commander des véhicules au moins semi-automatisé, en partie avec des perspectives de changement de voie de circulation, dans une zone de voie de circulation à risque, notamment des croisements de voies de circulation dans la circulation routière Pending EP3873785A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP18214063.2A EP3671690A1 (fr) 2018-12-19 2018-12-19 Procédé, produit programme informatique, unité centrale de commande et système de commande permettant de commander des véhicules au moins partiellement automatisés dans une zone routière dangereuse, en particulier dans des carrefours
EP18214065.7A EP3671691A1 (fr) 2018-12-19 2018-12-19 Procédé, produit programme informatique, unité centrale de commande et système de commande permettant de commander des véhicules au moins partiellement automatisés, proportionnellement aux surlongueurs de véhicule, dans une zone dangereuse routière, en particulier carrefours des voies dans la circulation routière
EP18214067.3A EP3670284A1 (fr) 2018-12-19 2018-12-19 Procédé, produit programme informatique, unité centrale de commande et système de commande permettant de commander des véhicules au moins partiellement automatisés, proportionnellement aux intentions de changement de voie, dans une zone routière dangereuse , en particulier dans des carrefours
PCT/EP2019/085702 WO2020127306A1 (fr) 2018-12-19 2019-12-17 Procédé, produit-programme d'ordinateur, unité de commande centrale et système de commande pour commander des véhicules au moins semi-automatisé, en partie avec des perspectives de changement de voie de circulation, dans une zone de voie de circulation à risque, notamment des croisements de voies de circulation dans la circulation routière

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EP19829106.4A Pending EP3874483A1 (fr) 2018-12-19 2019-12-17 Procédé, produit-programme d'ordinateur, unité de commande centrale et système de commande pour commander des véhicules au moins semi-automatisés dans une zone de voie de circulation à risque, notamment des croisements de voies de circulation dans la circulation routière

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US20210213985A1 (en) * 2020-01-09 2021-07-15 Hyperloop Technologies, Inc. Merging transportation pods onto transportation lines

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DE102005020429A1 (de) * 2005-04-29 2006-11-09 Daimlerchrysler Ag Verfahren und Vorrichtung zur Unterstützung des Fahrers beim Überqueren von Verkehrskreuzungen
KR20130007754A (ko) 2011-07-11 2013-01-21 한국전자통신연구원 자율주행 교차로에서 차량 제어 장치 및 그 방법
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DE102012021282A1 (de) * 2012-10-29 2014-04-30 Audi Ag Verfahren zur Koordination des Betriebs von vollautomatisiert fahrenden Kraftfahrzeugen
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US9536427B2 (en) * 2013-03-15 2017-01-03 Carnegie Mellon University Methods and software for managing vehicle priority in a self-organizing traffic control system
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WO2020127306A1 (fr) 2020-06-25
SG11202106338YA (en) 2021-07-29
EP3874483A1 (fr) 2021-09-08
US20220063606A1 (en) 2022-03-03
WO2020127309A1 (fr) 2020-06-25
US11958479B2 (en) 2024-04-16
WO2020127307A1 (fr) 2020-06-25

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