EP4055579A1 - Procédé de fourniture d'un message de manoeuvre pour coordonner une manoeuvre entre un usager de la route et au moins un autre usager de la route dans un réseau de communication - Google Patents

Procédé de fourniture d'un message de manoeuvre pour coordonner une manoeuvre entre un usager de la route et au moins un autre usager de la route dans un réseau de communication

Info

Publication number
EP4055579A1
EP4055579A1 EP20781348.6A EP20781348A EP4055579A1 EP 4055579 A1 EP4055579 A1 EP 4055579A1 EP 20781348 A EP20781348 A EP 20781348A EP 4055579 A1 EP4055579 A1 EP 4055579A1
Authority
EP
European Patent Office
Prior art keywords
trajectory
trajectories
road user
maneuver
priority
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
EP20781348.6A
Other languages
German (de)
English (en)
Inventor
Hendrik Fuchs
Ignacio Llatser Marti
Maxim Dolgov
Frank Hofmann
Florian Wildschuette
Florian Alexander Schiegg
Thomas Michalke
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4055579A1 publication Critical patent/EP4055579A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/091—Traffic information broadcasting
    • G08G1/093—Data selection, e.g. prioritizing information, managing message queues, selecting the information to be output
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered

Definitions

  • the invention relates to a method, an evaluation unit, a computer program and a computer-readable medium for providing a maneuver message for coordinating a maneuver between a road user and at least one other road user in a communication network.
  • V2P vehicle-to-pedestrian
  • V2V vehicle-to-vehicle
  • V2G vehicle-to-network
  • V2X communication vehicle-to-network communication
  • Services such as Cooperative Awareness or Collective Perception enable stations of such an intelligent transport system (ITS) to exchange information about their own status and a status of objects detected by on-board sensors, which means that the stations can perceive their surroundings much better.
  • ITS intelligent transport system
  • the services mentioned primarily relate to the past and current states of objects.
  • an environment model is highly dynamic and appreciates alongside past ones and current states also future states of the objects in order to be able to plan maneuvers accordingly. It would therefore be advantageous if a station could access planned maneuvers from neighboring stations. With this knowledge, an accuracy in estimating future states in the environment model could under certain circumstances be significantly increased.
  • MCS Maneuver Coordination Service
  • ETSI European Institute for Telecommunications and Standardization
  • the maneuver coordination service is based on an exchange of possible trajectories between stations of an intelligent transport system and should make it possible to coordinate and harmonize planned trajectories of the stations with one another.
  • costs can be assigned to the possible trajectories, which indicate how advantageous a trajectory is for a vehicle, as described, for example, in DE 102018 109 883 A1 and DE 102018 109 885 A1. Trajectories evaluated in this way can be transmitted periodically in so-called maneuver coordination messages (MCM).
  • MCM maneuver coordination messages
  • the approach presented here presents a method for providing a maneuver message for coordinating a maneuver between a road user and at least one other road user in a communication network, a corresponding evaluation unit, a corresponding computer program and a corresponding computer-readable medium according to the independent claims.
  • Embodiments of the present invention advantageously make it possible to generate maneuver coordination messages in compliance with certain rules by assigning priorities to individual trajectories and associated description data. Based on the priorities, trajectories to be transmitted can then be selected, for example using a priority-based transmission protocol, also called DCC (Decentralized Congestion Control), which selects trajectories to be transmitted from the prioritized trajectories depending on a V2X channel load.
  • DCC Decentralized Congestion Control
  • these rules make it possible to control a transmission frequency of the maneuver coordination messages as a function of a message content to be transmitted. As a result, maneuver coordination between several road users networked with one another can be improved.
  • a first aspect of the invention relates to a method for providing a maneuver message for coordinating a maneuver between a road user and at least one other road user in a communication network.
  • the road user and the at least one other road user are networked with one another via the communication network.
  • the road user comprises an evaluation unit for evaluating communication data received via the communication network and / or of sensor data generated by a sensor system for detecting an environment of the road user and for transmitting maneuver messages via the communication network.
  • the method comprises the following steps: receiving the communication data and / or the sensor data in the evaluation unit; Determining at least one possible trajectory of the road user based on the communication data and / or the sensor data, wherein at least one trajectory parameter describing a property of the at least one possible trajectory is determined; Calculating a trajectory transmission priority from the trajectory parameter, the trajectory transmission priority representing a relevance of the at least one possible trajectory for the road user and / or the further road user; Using the trajectory transmission priority, determining whether the at least one possible trajectory should be included in a maneuver message; if so: generate the Maneuver message with the at least one possible trajectory and sending the maneuver message via the communication network.
  • a road user can be understood to mean, for example, a motor vehicle, for example a car, truck, bus or motorcycle, an element of a traffic infrastructure, also called a roadside unit, a bicycle, a scooter or a pedestrian.
  • a motor vehicle for example a car, truck, bus or motorcycle
  • an element of a traffic infrastructure also called a roadside unit, a bicycle, a scooter or a pedestrian.
  • the evaluation unit can, for example, be a component of an on-board computer of the road user, for example a vehicle. Furthermore, the evaluation unit can be designed to control the road user based on the communication data and / or the sensor data, for example to steer, brake and / or accelerate. For this purpose, the road user can have an actuator that can be controlled by the evaluation unit.
  • the actuator system can include, for example, a steering or brake actuator or an engine control unit.
  • the evaluation unit can also be designed to control the road user based on maneuver messages made available by other road users and received via the communication network.
  • the sensor system can include, for example, a camera, a radar or lidar sensor.
  • a communication network can be a network for traffic networking, for example from vehicle to vehicle (V2V or Car2Car), from vehicle to road (V2R), from vehicle to infrastructure (V2I), from vehicle to network (V2N) or from vehicle to person (V2P ), be understood.
  • the maneuver messages can be transmitted between participants in the communication network via a wireless communication link such as a WLAN, Bluetooth or cellular radio link.
  • the maneuver message can, for example, contain information about the road user, such as the steering angle, position, direction, speed or degree of automation of the road user, as well as a list of possible trajectories.
  • a possible trajectory can be understood to mean a probable course of the vehicle, for example a course of a position, speed, acceleration and / or direction over time, which is based on past, current and / or estimated future states of the road user and / or detected objects in the traffic participant's environment has been calculated. The calculation can be carried out using an environment model, for example.
  • the maneuver message can be generated with the list of the trajectories to be transmitted.
  • a second aspect of the invention relates to an evaluation unit which is designed to carry out the method as described above and below.
  • Features of the method, as described above and below, can also be features of the evaluation unit.
  • the computer-readable medium can be, for example, a hard disk, a USB storage device, a RAM, ROM, EPROM or flash memory.
  • the computer-readable medium can also be a data communication network that enables a download of a program code, such as the Internet.
  • the computer readable medium can be transitory or non-transitory.
  • costs that indicate a benefit of the possible trajectory for the road user can be determined.
  • the trajectory transfer priority can be calculated from the costs.
  • the costs can be used to quantify a functional benefit of the possible trajectory for the road user. For example, the lower the cost, the higher the trajectory transfer priority.
  • a data set assigned to the possible trajectory can be determined and the trajectory transmission priority can be calculated from the data set.
  • the amount of data required to describe the possible trajectory enables a conclusion to be drawn about a level of detail of the possible trajectory, for example a trajectory length or a complexity of a trajectory course, which can be described for example by a polynomial function.
  • the trajectory transmission priority can be higher, the smaller the amount of data assigned to the possible trajectory.
  • a waiting time since the last sending of a maneuver message can be determined with regard to the possible trajectory and the trajectory transmission priority can be calculated from the waiting time. For example, the longer the waiting time, the higher the trajectory transmission priority.
  • the possible trajectory can be assigned to a maneuver class from several different maneuver classes with different maneuver priorities and the trajectory transmission priority can be calculated from the maneuver priority of the maneuver class assigned to the possible trajectory. For example, the higher the maneuver priority of the maneuver class assigned to the possible trajectory, the higher the trajectory transmission priority.
  • objects in the vicinity of the road user can be recognized based on the communication data and / or the sensor data.
  • the at least one possible trajectory can be determined as a function of the detected objects.
  • At least one object trajectory can be determined for at least one recognized object. Based on the Object trajectories can be determined whether the possible trajectory is collision-free with all object trajectories. If the possible trajectory is collision-free, a minimum trajectory distance between the possible trajectory and all object trajectories can be determined and the trajectory transmission priority can be calculated from the minimum trajectory distance. For example, the greater the minimum trajectory distance, the lower the trajectory transmission priority.
  • a shortest period of time up to a possible collision of the road user also called time to collision (TTC)
  • TTC time to collision
  • the trajectory transmission priority can be calculated from the shortest period of time up to a possible collision of the road user. For example, the longer the minimum TTC, the lower the trajectory transmission priority.
  • a relative speed and / or a relative acceleration d. H. a difference between the absolute speeds or accelerations at a specific point in time, between the possible trajectory and the object trajectories can be calculated.
  • the trajectory transmission priority can then be calculated from the relative speed and / or the relative acceleration. For example, the higher the relative speed and / or the relative acceleration, the higher the trajectory transmission priority.
  • several possible trajectories of the road user can be determined as a function of the detected objects. For each possible trajectory, costs that indicate a benefit of the possible trajectory for the road user can be determined. Furthermore, at least one object trajectory can be determined for each recognized object. Based on the object trajectories, it can be determined whether the possible trajectories are collision-free with the object trajectories.
  • the possible trajectories can be divided into reference trajectories, required trajectories and / or alternative trajectories based on the costs and on whether the possible trajectories are collision-free, the reference trajectories being collision-free with one another, the required trajectories not being collision-free with at least one reference trajectory and lower costs than the Have reference trajectories and the alternative trajectories do not are collision-free with at least one reference trajectory and have higher costs than the reference trajectories. Higher trajectory transmission priorities can be calculated for the reference trajectories than for the required trajectories and the alternative trajectories.
  • a reference trajectory can be understood as a trajectory with costs CRT that the road user is currently following.
  • the reference trajectory can be viewed as collision-free, provided that possible collisions can be resolved based on traffic rules.
  • a demand trajectory can be understood to mean a trajectory with costs CR ⁇ CRT.
  • a demand trajectory can, under certain circumstances, impair the trajectories of other road users, which can make appropriate coordination between the road users necessary.
  • a demand trajectory can thus be understood as a cooperation request. If a demand trajectory collides with reference trajectories of other road users to whom the demand trajectory was sent, for example the relevant reference trajectories can be changed as part of a maneuver coordination in such a way that the demand trajectory no longer collides with them. In this case, the demand trajectory can become a reference trajectory for the road user who sent the demand trajectory.
  • An alternative trajectory can be understood to mean a trajectory with costs CA> CRT.
  • An alternative trajectory can be viewed as an offer of cooperation for other road users.
  • all road users transmit their respective reference trajectory and at least one alternative or demand trajectory.
  • the number of transmitted alternative and demand trajectories can vary depending on a driver's willingness to cooperate or on external factors such as automobile manufacturers or regulations.
  • Such a maneuver coordination service offers the advantage, on the one hand, that environmental models of participating road users can be significantly improved based on the reference trajectories provided.
  • maneuvers can be coordinated and so the Traffic efficiency and safety are increased.
  • a utilization of a V2X channel via which the road users communicate with one another can vary in particular depending on a respective number, a respective level of detail and a respective transmission frequency of the trajectories.
  • An increasing channel load can under certain circumstances lead to a deterioration in the performance of the V2X communication, which in turn can mean that the maneuver coordination service and possibly also other V2X services can only be used to a limited extent.
  • increased channel loading can lead to greater latencies, reduced range and reduced reliability. This problem can be avoided as far as possible through a targeted selection of reference, demand or alternative trajectories to be transmitted.
  • a ratio can be calculated from a number of the required trajectories and a number of the alternative trajectories.
  • the ratio can be compared with a comparison value. If the ratio is greater than the comparison value, higher trajectory transmission priorities can be calculated for the alternative trajectories than for the demand trajectories. If the ratio is smaller than the comparison value, higher trajectory transmission priorities can additionally or alternatively be calculated for the required trajectories than for the alternative trajectories.
  • the comparison value can be an equilibrium constant, for example, which represents a balanced relationship between demand and alternative trajectories. In other words, the comparison value can express a relationship in which demand and alternative trajectories are equally weighted.
  • the further trajectories can include reference trajectories, required trajectories and / or alternative trajectories, as described in more detail above.
  • the trajectory transmission priority can be calculated from a number of reference trajectories, a number of required trajectories and / or a number of alternative trajectories. In other words, it can be counted how many reference trajectories, required trajectories and / or alternative trajectories have been received, for example from neighboring vehicles in the vicinity of the road user. Conclusions about the relevance of the possible trajectory can then be drawn from the respective number or from the combination of the respective numbers.
  • At least one additional possible trajectory of the road user can be determined based on the communication data and / or the sensor data.
  • at least one additional trajectory parameter describing a property of the additional possible trajectory can be determined.
  • An additional trajectory parameter can then be used from the additional trajectory parameter
  • Trajectory transmission priority are calculated, which represents a relevance of the additional possible trajectory for the road user and / or the other road user. Furthermore, the trajectory transmission priority and the additional trajectory transmission priority can be compared with one another. If the additional trajectory transfer priority is greater than the trajectory transfer priority, a minimal deviation between the possible trajectory and the additional possible trajectory, for example a minimal difference between position, speed or acceleration in both trajectories, can be determined. The trajectory transmission priority can then be recalculated based on the minimum deviation. For example, the greater the minimum deviation, the higher the trajectory transmission priority. This means, among other things, that trajectories that are clearly different from one another are transmitted with priority.
  • Fig. 1 shows schematically a vehicle with an evaluation unit according to an embodiment of the invention.
  • FIG. 2 shows a flow chart of a method according to an exemplary embodiment of the invention.
  • FIG. 3 schematically shows a maneuver coordination based on the method from FIG. 2.
  • the sensor system 104 is designed to monitor the surroundings of the vehicle 100.
  • the sensor system 104 is implemented here as a camera.
  • the sensor system 104 can, however, also comprise several different types of sensor units.
  • the sensor system 104 can have, for example, at least one radar, lidar or ultrasonic sensor or a V2X communication system.
  • the evaluation unit 102 is connected to an actuator 108 of the vehicle 100.
  • the actuator system 108 can include, for example, a steering or braking actuator or an actuator for engine control.
  • the evaluation unit 102 can be designed to generate a control signal 110 based on the sensor data 106 for controlling the actuator system 108 in order to automatically control the vehicle 100, ie to steer, brake, accelerate or according to a predetermined route in a digital map to navigate. Additionally or alternatively, the evaluation unit 102 be designed to generate a signal for driver information based on the sensor data 106.
  • the evaluation unit 102 comprises an evaluation module 112 and a communication module 114 which is connected to the evaluation module and which is configured to transmit data via a communication network.
  • the communication network networks the vehicle 100 with further vehicles 116, 118, for example via a wireless communication link.
  • the modules 112, 114 can be implemented in hardware and / or software.
  • the evaluation module 112 is configured to receive the sensor data 106 from the sensor system 104 and to process and evaluate them in order to detect objects in the vicinity of the vehicle 100.
  • the evaluation module 112 recognizes the further vehicles 116, 118 based on the sensor data 106.
  • the evaluation module 112 recognizes a respective position, speed and object class of the further vehicles 116, 118. Taking these positions, speeds and object classes into account, the evaluation module 112 calculates furthermore at least one possible trajectory of the vehicle 100, wherein at least one trajectory parameter that describes a property of the possible trajectory in more detail is determined.
  • the evaluation module 112 calculates a trajectory transmission priority p t , which indicates how relevant, for example how useful, the possible trajectory is for the vehicle 100 or also for the other vehicles 116, 118.
  • the evaluation module 112 determines whether or not the possible trajectory should be included in a list of trajectories to be transmitted.
  • the list of trajectories with priority values is sent to the communication module 114 and the communication module 114 decides, for example based on the channel load, how many and which trajectories are actually sent.
  • the communication module 114 finally creates a maneuver message 120 from the completed list and sends it to the other vehicles 116, 118 via the communication network To send communication network.
  • a maneuver between the vehicles 100, 116, 118 be coordinated, as is illustrated by way of example in FIG. 3 with reference to the vehicles 100, 116.
  • FIG. 2 shows a flow chart of a method 200 that can be carried out, for example, by the evaluation unit 102 from FIG. 1.
  • the sensor data 106 are received in a first step 210.
  • a second step 220 an object recognition is carried out based on the sensor data 106.
  • a third step 230 at least one possible trajectory of the vehicle 100 is calculated based on the detected objects.
  • At least one of the following trajectory parameters is determined with regard to the calculated trajectory: costs C t of the possible trajectory, amount of data D t required to describe the possible trajectory, waiting time
  • maneuver priority p m one of the maneuver classes assigned to the possible trajectory, shortest time span TTC until a possible collision of the possible trajectory with other trajectories, minimum trajectory distance d min between the possible trajectory and other trajectories and / or maximum distance of at least one variable d max , d max , Art and / or number n of possible trajectories, type and / or number x of received trajectories, minimum deviation A min of the possible trajectory from other possible trajectories with a higher trajectory transmission priority p t .
  • a fourth step 240 the trajectory transmission priority p t with respect to the possible trajectory is determined based on the at least one trajectory parameter.
  • a fifth step 250 it is determined on the basis of the trajectory transmission priority p t whether or not the possible trajectory should be the subject of a maneuver message.
  • the possible trajectory is transferred to a list of trajectories to be transmitted in a step 260a.
  • the maneuver message 120 is then generated from this list. If not, the possible trajectory is excluded from the list of trajectories to be transmitted in a step 260b.
  • the maneuver message 120 is then generated, for example, without the trajectory.
  • a trajectory planner of the vehicle 100 it is possible for a trajectory planner of the vehicle 100 to provide various possible trajectories with their respective costs C t .
  • a trajectory transmission priority p t is calculated, which among other things depends on the following criteria or parameters.
  • the costs C t for each trajectory are estimated by a maneuver planner, for example.
  • the trajectory transmission priority p t is selected in such a way that it decreases or does not increase further with increasing costs C t of the trajectory, assuming the conditions otherwise remain the same.
  • the trajectories can be divided into reference trajectories, required trajectories and alternative trajectories based on their respective costs C t and on whether the possible trajectories are collision-free, as already described above.
  • Reference trajectories (ref) should always be transmitted. Therefore, reference trajectories are given the highest trajectory transfer priority p t .
  • the trajectory transfer priority p t of alternative trajectories (old) and required trajectories (req) are selected according to their relationship to one another: P t (old)> p t (req) -> equilibrium constant p t
  • the trajectory transfer priority p t is selected such that, if the conditions otherwise remain the same, reference trajectories have a higher trajectory transfer priority p t than alternative and required trajectories.
  • Alternative trajectories have at least as high a transmission priority as demand trajectories if a ratio between a number n req of demand trajectories and a number n old of alternative trajectories is greater than or equal to a certain equilibrium constant. If the ratio is smaller than the equilibrium constant, then conversely the demand trajectories have a higher transmission priority than the alternative trajectories.
  • trajectory transmission priority p t data-heavy trajectories can be reduced in order to reduce the channel load.
  • the lower the trajectory transmission priority p t the higher the data set D t required to describe a trajectory:
  • trajectory transmission priority p t decreases or does not increase any further with an increasing amount of data and under conditions that otherwise remain the same.
  • trajectory transmission priority p t increases with otherwise constant conditions with an increasing time interval At from the last transmission.
  • the trajectory transmission priority p t can be calculated as a function of the states of the other vehicles 116, 118 relative to the trajectory. In this case, trajectories which run at a smaller distance d min (t) from the other vehicles 116, 118 are given a correspondingly higher trajectory transmission priority p t .
  • the distance d min (t) can be defined as the minimum distance between future positions of objects in the environment model of the vehicle 100 and the trajectory under consideration for each time step of a relevant time span in the future. First and higher order derivatives of d min (t), which influence the risk of the vehicle colliding with other objects, are also taken into account, such as a relative speed d min or a relative acceleration
  • the trajectory transmission priority p t is higher, the smaller an (expected) minimum distance between the ego vehicle 100 following the trajectory and all other road users, given conditions that otherwise remain the same. Furthermore, the trajectory transmission priority p t is selected with otherwise constant trajectory properties such that it increases or does not decrease with increasing maximum relative speed and / or increasing variables derived therefrom. 6. How much time is available for a maneuver coordination if the trajectory collides with at least one trajectory of another vehicle?
  • the shortest time to collision also called time to collision or TTC, between the trajectory and all other colliding trajectories is determined.
  • TTC time to collision
  • trajectory transmission priority p t decreases or does not increase with increasing time until the collision, assuming the conditions remain the same.
  • the trajectory transmission priority p t increases with an increasing number of collisions with alternative or demand trajectories.
  • the trajectory transfer priority p t increases with an increasing number of collisions with reference trajectories, the influence of the reference trajectories on the trajectory transfer priority p t being at least as great as the influence of the alternative or required trajectories.
  • a maneuver based on the trajectory can be assigned to a specific maneuver class with a maneuver priority p m . If the conditions otherwise remain the same, the trajectory transfer priority p t increases with increasing maneuver priority p m :
  • trajectory transmission priority p t rises with otherwise unchanged conditions with increasing deviation from all other trajectories to be transmitted.
  • Trajectory transmission priorities p t is, for example, periodically transferred to a priority-based DCC protocol in communication module 114, which is dependent on the trajectory transmission priorities p t and a current one Channel utilization selects which trajectories are to be transmitted in the maneuver message 120.
  • the other vehicles 116, 118 can be informed of this. For example, the other vehicles 116, 118 can then receive information that the vehicle 100 is planning a maneuver and that demand trajectories are available, but these cannot be transmitted due to high channel utilization.
  • FIG. 3 shows, by way of example, a maneuver coordination between the two vehicles 100, 116 from FIG. 1.
  • Each of the vehicles is equipped with the sensor system 104 and the evaluation unit 102.
  • Possible trajectories of the vehicles are marked with continuous lines. The respective costs of the possible trajectories are shown as positive or negative decimal numbers.
  • the vehicle 100 sends a reference trajectory 300 and two alternative trajectories 301, 302.
  • the further vehicle 116 is about to drive onto a motorway on which the vehicle 100 is located.
  • the approaching vehicle 116 sends a reference trajectory 303.
  • the approaching vehicle 116 recognizes a need for cooperation and accordingly calculates and sends two requirement trajectories 304, 305, which are collision-free with respect to the alternative trajectories 301, 302 sent by the vehicle 100.
  • the vehicle 100 accepts the demand trajectory 305 with the lowest costs and adapts its reference trajectory 300 accordingly.
  • the approaching vehicle 116 selects the required trajectory 305 as its new reference trajectory.
  • the named trajectories are transmitted, for example, in maneuver messages 120, as can be generated with the method from FIG. 2.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Engineering & Computer Science (AREA)
  • Multimedia (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

La présente invention concerne un procédé (200) pour fournir un message de manœuvre (120) pour coordonner une manœuvre entre un usager de la route (100) et au moins un autre usager de la route (116, 118) dans un réseau de communication. L'usager de la route et l'au moins un autre usager de la route sont reliés l'un à l'autre par l'intermédiaire du réseau de communication. L'utilisateur de la route comprend une unité d'évaluation (102) pour l'évaluation de données de communication reçues par l'intermédiaire du réseau de communication et/ou des données de capteur (106) générées par un système de capteurs (104) pour détecter un environnement de l'utilisateur de la route et pour la transmission de messages de manœuvre par l'intermédiaire du réseau de communication. Le procédé comprend les étapes consistant à : recevoir (210) les données de communication et/ou les données de capteur dans l'unité d'évaluation; déterminer (230) au moins une trajectoire possible (300, 301, 302) de l'utilisateur de la route sur la base des données de communication et/ou des données de capteur, au moins un paramètre de trajectoire (formule) décrivant la trajectoire possible est déterminé; calculer (240) une priorité de transmission de trajectoire (pt) à partir du paramètre de trajectoire, la priorité de transmission de trajectoire représentant une pertinence de l'au moins une trajectoire possible pour l'utilisateur de la route et/ou l'autre utilisateur de route; sur la base de la priorité de transmission de trajectoire, déterminer (250) si l'au moins une trajectoire possible doit être incluse dans un message de manœuvre; et si tel est le cas, générer (260a) le message de manœuvre avec l'au moins une trajectoire possible et envoyer le message de manœuvre par l'intermédiaire du réseau de communication.
EP20781348.6A 2019-11-04 2020-09-25 Procédé de fourniture d'un message de manoeuvre pour coordonner une manoeuvre entre un usager de la route et au moins un autre usager de la route dans un réseau de communication Pending EP4055579A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019216913.9A DE102019216913A1 (de) 2019-11-04 2019-11-04 Verfahren zum Bereitstellen einer Manövernachricht zum Koordinieren eines Manövers zwischen einem Verkehrsteilnehmer und mindestens einem weiteren Verkehrsteilnehmer in einem Kommunikationsnetzwerk
PCT/EP2020/076927 WO2021089238A1 (fr) 2019-11-04 2020-09-25 Procédé de fourniture d'un message de manœuvre pour coordonner une manœuvre entre un usager de la route et au moins un autre usager de la route dans un réseau de communication

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EP4055579A1 true EP4055579A1 (fr) 2022-09-14

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US (1) US20220392341A1 (fr)
EP (1) EP4055579A1 (fr)
JP (1) JP2022554335A (fr)
KR (1) KR20220088791A (fr)
CN (1) CN114631131A (fr)
DE (1) DE102019216913A1 (fr)
WO (1) WO2021089238A1 (fr)

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DE102019216913A1 (de) 2021-05-06
WO2021089238A1 (fr) 2021-05-14

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