EP4211529A1 - Concept pour la prise en charge d'un véhicule automobile guidé au moins en partie de manière automatisée - Google Patents

Concept pour la prise en charge d'un véhicule automobile guidé au moins en partie de manière automatisée

Info

Publication number
EP4211529A1
EP4211529A1 EP21783148.6A EP21783148A EP4211529A1 EP 4211529 A1 EP4211529 A1 EP 4211529A1 EP 21783148 A EP21783148 A EP 21783148A EP 4211529 A1 EP4211529 A1 EP 4211529A1
Authority
EP
European Patent Office
Prior art keywords
infrastructure
motor vehicle
data
predetermined
partially automated
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
EP21783148.6A
Other languages
German (de)
English (en)
Inventor
Stefan Nordbruch
Michael Gabb
Uwe WILBRAND
Nico Latsch
Jacqueline ERHART
Yannick WIMMER
Friedrich VOGL
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.)
Asfinag Maut Service GmbH
Robert Bosch GmbH
Original Assignee
Asfinag Maut Service GmbH
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 Asfinag Maut Service GmbH, Robert Bosch GmbH filed Critical Asfinag Maut Service GmbH
Publication of EP4211529A1 publication Critical patent/EP4211529A1/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
    • G08G1/0962—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
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • 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
    • G05D1/0011—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots associated with a remote control arrangement
    • G05D1/0022—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots associated with a remote control arrangement characterised by the communication link
    • 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
    • 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
    • G08G1/09—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
    • G08G1/096775—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 a central station
    • 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
    • G08G1/096783—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 a roadside individual element
    • 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]
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/40—High definition maps
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention relates to a method for at least partially automated driving of a motor vehicle.
  • the invention further relates to a method for infrastructure-supported support of an at least partially automated motor vehicle.
  • the invention relates to a device, a computer program and a machine-readable storage medium.
  • the published application DE 10 2013 001 326 A1 discloses a motor vehicle which is designed to exchange operating data with a traffic object located in the vicinity of the motor vehicle and thereby coordinate a driving maneuver of the motor vehicle with the traffic object.
  • the object on which the invention is based is to be seen as providing a concept based on which a motor vehicle can be driven efficiently, at least in a partially automated manner.
  • a method for at least partially automated driving of a motor vehicle comprising the following steps: Determining that there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle,
  • a method for infrastructure-supported support of an at least partially automated motor vehicle comprising the following steps:
  • a device which is set up to carry out all steps of the method according to the first aspect and/or according to the second aspect.
  • a computer program which comprises instructions which, when the computer program is executed by a computer, for example by the device according to the third aspect, cause it to carry out a method according to the first aspect and/or according to the second aspect.
  • a machine-readable storage medium on which the computer program according to the fourth aspect is stored.
  • the invention is based on and includes the knowledge that the above object can be achieved by sending the motor vehicle infrastructure data that is used for at least partially automated driving of the motor vehicle. This brings about the technical advantage, for example, that the motor vehicle can be driven efficiently, at least in a partially automated manner.
  • the motor vehicle is provided with infrastructure data for the at least partially automated driving of the motor vehicle, the motor vehicle has additional information external to the motor vehicle available for this driving task, ie for the at least partially automated driving, in addition to information generated internally in the vehicle.
  • a motor vehicle that is driven at least partially automatically detects its surroundings using one or more surroundings sensors and, based on this detection of the surroundings, controls a lateral and/or longitudinal guidance of the motor vehicle at least partially automatically.
  • the infrastructure data can be used in addition to the vehicle-internal environment detection to control the lateral and/or longitudinal guidance of the vehicle at least partially automatically. More knowledge is therefore available for this driving task compared to the case in which the motor vehicle is guided in an at least partially automated manner solely on the basis of data or information generated internally in the motor vehicle.
  • position signals are received which represent a position of the motor vehicle, the Determining that there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle, which is carried out based on the position of the motor vehicle.
  • the motor vehicle Based on the position, one embodiment provides for the motor vehicle to be localized, in particular localized on a digital map.
  • the digital map includes information about the locations or positions at which there is a need for infrastructure-supported, at least partially automated driving of a motor vehicle. If, for example, it is determined based on the localization of the motor vehicle in the digital map that a distance of the motor vehicle from such a location or such a position is less than or less than or equal to a predetermined threshold value, it is determined according to one embodiment that a There is a need for infrastructure-supported, at least partially automated driving of the motor vehicle.
  • one embodiment provides that it is determined that there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle if a target route of the motor vehicle includes such a position or such a location.
  • the determination that the motor vehicle is in a predetermined traffic situation can be carried out, for example, on the basis of environmental signals that represent an area surrounding the motor vehicle.
  • a predetermined traffic situation includes, for example, one of the following traffic situations: the presence of a construction site, a bridge, a freeway entrance, a freeway triangle, a dangerous and/or a complicated one road section, presence of a traffic jam, a roundabout, a bus stop, a parking lot.
  • the determination of whether there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle is carried out depending on receipt of a communication message from the infrastructure server, the communication message comprising the information that infrastructure support is available at a predetermined position.
  • the predetermined position is included in a target route of the motor vehicle, for example.
  • the infrastructure server sends the communication message, in particular to the motor vehicle.
  • the communication message includes, for example, information as to whether the infrastructure-supported, at least partially automated driving of the motor vehicle is optional or mandatory, ie mandatory.
  • mandatory can result from a legal provision, for example.
  • the communication network comprises a wireless communication network.
  • a wireless communication network comprises a cellular network and/or a WLAN network.
  • the communication network comprises the Internet.
  • the method according to the first aspect includes at least partially automated control of the lateral and/or longitudinal guidance of the motor vehicle based on the output control signals.
  • a position of the motor vehicle is determined. In one embodiment it is provided that the motor vehicle is localized based on the position of the motor vehicle, in particular localized on a digital map. In one embodiment it is provided that in response to the determination that there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle, registration data are sent via the communication network in order to register the motor vehicle on a remote infrastructure server and a communication connection between the infrastructure server and the Build registered motor vehicle, the infrastructure data are received from the infrastructure server via the established communication link.
  • the infrastructure can efficiently obtain information about which motor vehicle is requesting the infrastructure data. Furthermore, registering the motor vehicle on the remote infrastructure server has the particular technical advantage that the infrastructure data is only sent to an authorized motor vehicle.
  • the received infrastructure data is checked, with the control signals being generated based on a result of the checking of the received infrastructure data.
  • motor vehicle data signals are received, which represent motor vehicle data generated by the motor vehicle, the received infrastructure data being merged with the motor vehicle data in order to determine merged infrastructure-motor vehicle data, the control signals being based on the infrastructure-motor vehicle data be generated.
  • Motor vehicle data include, for example, surroundings sensor data from one or more surroundings sensors of the motor vehicle.
  • Environment sensor data represent, for example, an environment or surroundings of the motor vehicle.
  • vehicle data includes speed data indicative of vehicle speed.
  • automotive data includes diagnostic data from one or more automotive systems.
  • Motor vehicle data includes, for example, tire pressure data that indicates a tire pressure of one or more tires of the motor vehicle.
  • Motor vehicle data includes, for example, status data that indicates a respective status of one or more motor vehicle systems of the motor vehicle.
  • a motor vehicle system is, for example, one of the following systems: drive system, steering system, clutch system, brake system, lighting system, driver assistance system.
  • a check is made as to whether at least one safety condition for infrastructure-supported, at least partially automated driving of the motor vehicle is met, with the control signals being generated based on a result of the check as to whether the at least one safety condition for infrastructure-supported, at least partially automated driving is met of the motor vehicle is fulfilled.
  • a prerequisite for using the infrastructure data for at least partially automated driving of the motor vehicle is that using the infrastructure data is safe.
  • safe means in particular "safe” and "secure”.
  • safe is aimed in particular at the topic of accidents and accident avoidance.
  • Using the infrastructure data for the at least partially automated driving of the motor vehicle, which is "safe”, has the effect, in particular, that a probability of an accident or a collision is less than or less than a predetermined probability threshold value.
  • Safe in this sense means in particular that the correct functioning of the safety-related system is ensured by measures.
  • secure is aimed in particular at the topic of computer protection or hacker protection, i.e. in particular: How secure is an infrastructure or a computer infrastructure and/or a communication infrastructure, in particular a communication path between the motor vehicle and infrastructure server, against unauthorized access or against data manipulation Secured by third parties ("hackers").
  • Using infrastructure data for the at least partially automated driving of the motor vehicle, which is "secure”, is therefore based in particular on appropriate and sufficient computer protection or hacker protection.
  • the at least one safety condition is an element selected from the following group of safety conditions: positive identity check of the motor vehicle and/or the infrastructure, presence of a predetermined safety integrity level (in English: "Safety Integrity Level” or SIL).
  • ASIL Automotive Safety Integrity Level
  • Presence of a predetermined safety integrity level in one or more communication links between motor vehicle and infrastructure presence of a predetermined safety integrity level in a communication component for establishing the communication link between motor vehicle and Infrastructure, presence of a predetermined level of safety integrity in the overall system of motor vehicle and infrastructure and in particular communication, presence of a predetermined level of safety integrity in one or more parts, in particular component, algorithm, interface, of the motor vehicle and/or the infrastructure, presence of a maximum latency of communication between the motor vehicle and the infrastructure, Presence of a predetermined level of computer protection of a device for performing the steps of the method according to the first and/or according to the second aspect, Presence of a predetermined component and/or a predetermined algorithm and/or a predetermined communication option, which are required to execute the steps of Method are used according to the first and / or according to the second aspect, the presence of redundancy and / or diversity in at least one predetermined component and / or at least one pre-
  • registration data is received via the communication network in order to register the motor vehicle on an infrastructure server and to set up a communication connection between the infrastructure server and the registered motor vehicle, the infrastructure data being sent from the infrastructure server via the established communication connection.
  • the infrastructure data is only sent after the motor vehicle has been successfully registered on the infrastructure server via the established communication link, so that the infrastructure data is not sent to a motor vehicle that is not registered on the infrastructure server.
  • a check is made as to whether at least one safety condition for infrastructure-supported support of an at least partially automated motor vehicle is met, the infrastructure data being generated based on a result of the check as to whether the at least one safety condition for infrastructure-supported support of an at least partially automated guided motor vehicle is met.
  • One embodiment provides for the infrastructure data to be sent as a broadcast message or as a multicast message.
  • a broadcast message refers to a message sent by the infrastructure server to all participants in the communication network.
  • a participant is, for example, the motor vehicle.
  • a multicast message designates a message which is sent from the infrastructure server to a group of participants in the communication network.
  • the participants of the group are in particular only to registered motor vehicles.
  • Infrastructure-supported, at least partially automated driving of a motor vehicle means in particular that the motor vehicle is at least partially automated based on infrastructure data.
  • Infrastructure-based means in particular support from an infrastructure server.
  • infrastructure data are made available to the motor vehicle in particular by means of an infrastructure server.
  • Infrastructure data include, for example, instructions to the motor vehicle.
  • Infrastructure data include, for example, information about the environment or surroundings of the motor vehicle.
  • Infrastructure data include, for example, sensor data from one or more environmental sensors that are spatially distributed within the infrastructure.
  • an environment sensor or multiple environment sensors are arranged on a respective infrastructure element of the infrastructure.
  • An infrastructure element is, for example, one of the following infrastructure elements: street lamp, traffic sign, traffic sign bridge, power pole, bridge, building, tunnel, roundabout, junction, in particular intersection, in particular freeway entrance, freeway triangle, construction site, road section, in particular a dangerous and/or complicated road section.
  • an environment sensor in the sense of the description is one of the following environment sensors: lidar sensor, radar sensor, ultrasonic sensor, magnetic field sensor, infrared sensor and/or motion sensor.
  • lidar sensor lidar sensor
  • radar sensor ultrasonic sensor
  • magnetic field sensor magnetic field sensor
  • infrared sensor infrared sensor
  • motion sensor different environment sensors can be used.
  • this has the technical advantage of redundancy and diversity.
  • Infrastructure data include, for example, a target trajectory, which the motor vehicle is to travel at least partially automatically.
  • Infrastructure data include, for example, weather data in an environment or in an area surrounding the motor vehicle.
  • Infrastructure data include, for example, control commands for at least partially automated control of a lateral and/or longitudinal guidance of the motor vehicle.
  • the motor vehicle is or can be remotely controlled by means of the infrastructure server.
  • the infrastructure server remotely controls or can remotely control the motor vehicle using such control commands.
  • the phrase “at least partially automated driving” includes one or more of the following cases: assisted driving, partially automated driving, highly automated driving, fully automated driving.
  • Assisted driving means that a driver of the motor vehicle continuously carries out either the lateral or the longitudinal guidance of the motor vehicle.
  • the respective other driving task (that is, controlling the longitudinal or lateral guidance of the motor vehicle) is carried out automatically. This means that when driving the motor vehicle with assistance, either the lateral or the longitudinal guidance is controlled automatically.
  • Partially automated driving means that in a specific situation (for example: driving on a motorway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) and/or for a certain period of time, a longitudinal and a Lateral guidance of the motor vehicle are controlled automatically.
  • a driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle.
  • the driver must constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The driver must be ready to take full control of the vehicle at any time.
  • Highly automated driving means that for a certain period of time in a specific situation (for example: driving on a freeway, driving in a parking lot, overtaking an object, driving in a lane defined by lane markings), longitudinal and lateral guidance of the motor vehicle be controlled automatically.
  • a driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the vehicle control motor vehicle.
  • the driver does not have to constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary.
  • a takeover request is automatically issued to the driver to take over control of the longitudinal and lateral guidance, in particular with a sufficient time reserve.
  • the driver must therefore potentially be able to take over control of the longitudinal and lateral guidance.
  • Limits of the automatic control of the lateral and longitudinal guidance are recognized automatically. With highly automated guidance, it is not possible to automatically bring about a risk-minimum state in every initial situation.
  • Fully automated driving means that in a specific situation (for example: driving on a freeway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings), longitudinal and lateral guidance of the motor vehicle are automatically controlled.
  • a driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle.
  • the driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary.
  • the driver is automatically prompted to take over the driving task (controlling the lateral and longitudinal guidance of the motor vehicle), in particular with a sufficient time reserve. If the driver does not take over the task of driving, the system automatically returns to a risk-minimum state. Limits of the automatic control of the lateral and longitudinal guidance are recognized automatically. In all situations it is possible to automatically return to a risk-minimum system state.
  • one or more steps of the method according to the first and/or according to the second aspect are documented, in particular documented in a blockchain.
  • a blockchain is in particular a continuously expandable list of data sets, called “blocks”, which are linked together using one or more cryptographic methods.
  • Each block contains in particular a cryptographically secure hash (scatter value) of the previous block, in particular a time stamp and in particular transaction data.
  • the infrastructure server is part of a cloud infrastructure. In one embodiment it is provided that the infrastructure server is arranged on an infrastructure element of the infrastructure.
  • the infrastructure server is arranged adjacent, in particular immediately adjacent, ie in the vicinity, to the current traffic situation, for example on/in the tunnel.
  • a first infrastructure server is part of a cloud infrastructure and that a second infrastructure server is arranged adjacent, in particular immediately adjacent, ie close to the current traffic situation, for example on/in the tunnel.
  • the infrastructure server is both part of a cloud infrastructure and is arranged adjacent, in particular immediately adjacent, ie in the vicinity, to the current traffic situation, for example at/in the tunnel.
  • the method according to the first aspect and/or according to the second aspect is a computer-implemented method.
  • the method according to the first aspect and/or according to the second aspect is executed or carried out by means of the device according to the third aspect.
  • Device features result analogously from corresponding process features and vice versa.
  • technical functions of the device according to the third aspect result analogously from corresponding technical functionalities of the method according to the first aspect and/or according to the second aspect and vice versa.
  • An embodiment includes features of the method according to the first aspect and features of the method according to the second aspect. That means in particular that, for example, a combination of the method according to the first aspect and the method according to the second aspect is preferably provided.
  • Support by the infrastructure within the meaning of the description is or includes, in particular, support by a (remote) infrastructure server. If the infrastructure server is in the singular, the plural should always be read and vice versa. For example, an infrastructure server is located within the infrastructure.
  • AD automated driving
  • An AD vehicle refers to an automated motor vehicle.
  • Infrastructure data is in particular data that is not specific to motor vehicles. This means in particular that the infrastructure data were not determined specifically for a specific motor vehicle.
  • FIG. 1 shows a flow chart of a method according to the first aspect.
  • Fig. 8 several motor vehicles within an infrastructure
  • FIG. 11 shows a flow chart of a method according to the second aspect.
  • FIG. 1 shows a flow chart of a method for at least partially automated driving of a motor vehicle, comprising the following steps: Determining 101 that there is a need for infrastructure-supported, at least partially automated driving of the motor vehicle,
  • One specific embodiment provides for the lateral and/or longitudinal guidance of the motor vehicle to be controlled at least partially automatically based on the control signals that are output.
  • FIG. 2 shows a device 201 .
  • the device 201 is set up to carry out all the steps of the method according to the first aspect.
  • FIG. 3 shows a machine-readable storage medium 301 .
  • a computer program 303 is stored on the machine-readable storage medium 301 .
  • the computer program 303 comprises instructions which, when the computer program 303 is executed by a computer, cause the latter to execute a method according to the first aspect and/or according to the second aspect.
  • the road 403 shows a first tunnel 401 through which a road 403 leads.
  • the road 403 has a first lane 405 , a second lane 407 and a third lane 409 .
  • a first motor vehicle 411 is driving in the middle lane 407.
  • a direction of travel of the first motor vehicle 411 is identified by an arrow with reference number 413.
  • a second motor vehicle 415 drives ahead in the left lane 405 of the first motor vehicle 411.
  • a first video camera 419, a second video camera 421, a third video camera 423 and a fourth video camera 425 are spatially distributed in the vicinity of an entrance 417 of the first tunnel 401.
  • the first video camera 419 and the third video camera 423 capture the entrance 417 and, for example, at least an area in the first tunnel 401 which lies behind the entrance 417 .
  • the second video camera 421 and the fourth video camera 425 capture an environment of the entrance 417, these two video cameras are directed away from the entrance 417, whereas the first video camera 419 and the third video camera 423 are directed towards the entrance 417.
  • first traffic signal system 427 to the left of entrance 417 and a second traffic signal system 429 to the right of entrance 417.
  • first tunnel 401 itself there is a fifth video camera 431 and a sixth video camera 433 which, although not visible from outside the first tunnel 401, these two video cameras 431, 433 are drawn for better illustration. These two video cameras 431, 433 are aligned in the direction of the entrance 417 and capture a corresponding area within the first tunnel 401.
  • the corresponding video signals or video images from these cameras can be sent, for example, to the first motor vehicle 411 and/or to the second motor vehicle 415 as an example of infrastructure data.
  • the video images of these video cameras are analyzed in order to identify potential problems, for example collision objects, for example a traffic jam within the first tunnel 401 .
  • a result of this analysis can be sent to the first or second motor vehicle 411 , 415 as an example of infrastructure data.
  • the two light signal systems 427, 429 are operated based on an analysis of the video images.
  • a problem for example a collision object, for example a traffic jam inside the first tunnel 401
  • an instantaneous signal image of the two traffic signal systems 427, 429 is sent to the first motor vehicle 411 or to the second motor vehicle 415 as an example of infrastructure data.
  • the two motor vehicles 411 , 415 can be guided in an at least partially automated manner, for example.
  • these two motor vehicles 411, 415 can be guided at least partially automatically during a tunnel journey with the support of the infrastructure.
  • the following infrastructure elements can be provided, for example, through which a motor vehicle is to be guided in an analogous manner with infrastructure support, at least in a partially automated manner: construction site, bridge, freeway junction, freeway entrance, freeway exit, intersection, general junction, in particular junction in urban areas.
  • the six video cameras as well as the light signal system 427 and the light signal system 429 are thus part of an infrastructure 435, by means of which a motor vehicle can be guided through the first tunnel 401 in an at least partially automated manner.
  • one or more of the following surroundings sensors can be used instead of or in addition to the respective video cameras: lidar sensor, radar sensor, ultrasonic sensor and/or motion sensor.
  • lidar sensor lidar sensor
  • radar sensor ultrasonic sensor
  • ultrasonic sensor ultrasonic sensor
  • motion sensor different environment sensors can be used. In particular, this has the technical advantage of redundancy and diversity.
  • 5 shows a second tunnel 501.
  • a road 503 leads through the second tunnel 501.
  • the road 503 has a first lane 505 , a second lane 507 and a third lane 509 .
  • a direction of travel for motor vehicles driving on the road 503 through the second tunnel 501 runs from left to right in relation to the plane of the paper.
  • the first lane 505 is the left lane and the second lane 507 is the middle lane and the third lane 509 is the right lane.
  • a first motor vehicle 511 and a second motor vehicle 513 are driving in the right lane 509.
  • a third motor vehicle 515 and a fourth motor vehicle 516 are driving in the middle lane 507.
  • the first motor vehicle 511 has the following components or systems, for example: communication device 517, video camera 519 on the roof, front radar sensor 521, rear radar sensor 523.
  • Reference number 524 points to a plurality of squares, which are encompassed by the first motor vehicle 511, these multiple squares being intended to symbolize other components of the motor vehicle 511, for example actuators, sensors, control devices that are required, for example, so that the motor vehicle 511 is at least partially automated can.
  • a first street lamp 525, a second street lamp 527 and a third street lamp 529 are arranged.
  • a first video camera 531 is arranged on the first street lamp 525 .
  • a second video camera 533 is arranged on the second street lamp 527 .
  • a third video camera 535 is arranged on the third street lamp 529 .
  • the three video cameras are arranged on a respective infrastructure element.
  • An infrastructure element is, for example, one of the following infrastructure elements: street lamp, traffic sign, traffic sign bridge.
  • one or more of the following surroundings sensors can be used instead of or in addition to the respective video cameras: lidar sensor, radar sensor, ultrasonic sensor and/or motion sensor.
  • lidar sensor lidar sensor
  • radar sensor ultrasonic sensor
  • ultrasonic sensor ultrasonic sensor
  • motion sensor different environment sensors can be used. In particular, this has the technical advantage of redundancy and diversity.
  • These three video cameras record video images of the entrance 526 or an area surrounding the entrance 526 outside of the second tunnel 501 .
  • the corresponding video images are sent to a data processing device 539 via a first encrypted communication link 437 .
  • the data processing device 539 analyzes these video images or video signals and, for example, sends a result of this analysis to the first motor vehicle 511 using a second communication device 541 via an encrypted connection 542.
  • the result of the analysis is symbolically marked with reference number 543 .
  • it includes an object list of objects that were recognized by the three video cameras.
  • the recognized or detected objects are shown in a digital surroundings model of the surroundings of the driveway 526 .
  • the result of this analysis is therefore an example of infrastructure data that is sent to the first motor vehicle 511, so that the first motor vehicle 511 can drive at least partially automatically through the second tunnel 501 based on this data and in particular also based on motor vehicle data.
  • the data processing device 539 communicates with a cloud infrastructure 545, for example, via a third communication connection 544.
  • the third communication link 544 can also be an encrypted communication link.
  • Analysis steps of an analysis of the video images can be carried out in the cloud infrastructure 545, for example.
  • the cloud infrastructure 545 can provide storage for storing the video images.
  • the three video cameras 531, 533, 535, the data processing device 539 and the second communication device 541 are part of an infrastructure 547 which can assist or support the first motor vehicle 511 in at least partially automated driving.
  • FIG. 6 shows a flowchart of a method.
  • an environment or environment analysis is provided on the infrastructure side. That means, in particular, that according to step 601 environment sensors, which are spatially distributed within an infrastructure, record their respective environment and provide environment sensor data corresponding to the respective detection.
  • the environment or environment analysis includes an analysis of this environment sensor data. This environment analysis is carried out continuously or periodically, which is identified by a corresponding arrow in the flowchart with the reference number 603.
  • step 605 it is provided that the motor vehicle logs on to an infrastructure server of the infrastructure in order to request support for at least partially automated driving of the motor vehicle through the infrastructure.
  • registration data are sent from the motor vehicle to the infrastructure server in order to register with the infrastructure server and set up a communication connection to it.
  • step 607 it is provided that a check for a secure registration or communication connection is carried out. For example, in step 607 it is checked whether one or more safety conditions are met so that the motor vehicle may or can be supported by the infrastructure in the at least partially automated driving task using infrastructure data.
  • step 609 it is determined whether the checking according to step 607 has determined a positive or negative result.
  • a positive result indicates that the login or the communication connection is secure.
  • a negative result indicates that the registration or communication connection is not secure, i.e. insecure. If the result is negative, the process continues at step 607.
  • the background is that support from the infrastructure is a particularly preferred goal. Therefore, in particular, it should be tried again to get this support.
  • step 611 the infrastructure server sends infrastructure data to the registered motor vehicle.
  • step 611 provides, for example, for the infrastructure data to be sent to all registered motor vehicles.
  • Infrastructure data include, for example, information about the environment that was determined based on the analysis of the environment according to step 601 .
  • the motor vehicle merges the received infrastructure data with its own data.
  • This data is the motor vehicle data referred to above and includes, for example, surroundings sensor data from surroundings sensors of the motor vehicle.
  • This means that the received infrastructure data are processed with the motor vehicle data.
  • the processing includes, in particular, using a position of the motor vehicle or a localization of the motor vehicle.
  • the localization of the motor vehicle can be checked based on the fusion of the data from the infrastructure and the motor vehicle.
  • the processing also includes or in particular the analysis of the environment based on the merged data (motor vehicle and infrastructure) - eg for other motor vehicles and objects on the route / on the road - which could lead to a dangerous situation (eg accident).
  • a step 615 follows, according to which a planning and then a corresponding implementation of the at least partially automated driving task is carried out based on the merged data.
  • the implementation of the at least partially automated driving task includes generating corresponding control signals for the at least partially automated control of a lateral and/or longitudinal guidance of the motor vehicle. This means, for example, that the motor vehicle is accelerated, decelerated, steered, for example an evasive maneuver is carried out.
  • step 617 it is checked whether further support from the infrastructure is necessary for the at least partially automated driving task. If so, the method continues at step 607.
  • the background here is in particular that as long as the support from the infrastructure or is used, according to one embodiment, in particular always, one or more of the following steps are carried out again, in particular until the current traffic situation no longer makes it possible or necessary and/or the infrastructure support is no longer necessary or possible:
  • Step 615 Determination of planning/action data and implementation of action described above. If no further support is required for the at least partially automated driving task by the infrastructure, the method ends at block 619.
  • FIG. 7 shows a flow chart of a further method.
  • Step 701 corresponds to step 605 according to the flow chart of Fig. 6.
  • Step 703 corresponds to step 607 of the flow chart of Fig. 6.
  • Step 705 corresponds to step 609 of the flow chart of Fig. 6.
  • Step 707 corresponds to step 601 6.
  • Analogous to the case with the reference number 603 of the flow chart according to FIG. 6, the arrow with the reference number 709 according to the flow chart according to FIG. 7 is intended to symbolize that this environment analysis is carried out continuously or periodically.
  • the corresponding infrastructure data are provided for further use or provision to registered motor vehicles, which is symbolically identified by an arrow with the reference number 711.
  • Step 713 corresponds to step 611 of the flow chart of Fig. 6.
  • Step 715 corresponds to step 613 of the flow chart of Fig. 6.
  • Step 717 corresponds to step 615 of the flow chart of Fig. 6.
  • Step 719 corresponds to step 617 of 6.
  • Block 721 corresponds to block 619 of the flow chart of FIG.
  • FIG. 8 shows a road 801 on which a first motor vehicle 803, a second motor vehicle 805, a third motor vehicle 807 and a fourth motor vehicle 809 are driving.
  • Two video cameras a first video camera 811 and a second video camera 813, are provided, which are located in the vicinity of the road 801 and monitor sections of the road 801. It is noted that the two video cameras 811, 813 are examples of surroundings sensors. In an embodiment that is not shown, further environment sensors are provided instead of or in addition to the two video cameras 811 , 813 .
  • the two video cameras 811 , 813 communicate with a cloud infrastructure 815 which includes a first infrastructure server 816 .
  • a traffic signal system 817 is also arranged on the road 801, on which a second infrastructure server 818 is arranged.
  • a communication between the first video camera 811 and the cloud infrastructure 815 is identified symbolically with a double arrow with the reference number 819 .
  • a communication link between the second video camera 813 and the cloud infrastructure 815 is identified symbolically by a double arrow with the reference number 821 .
  • the two video cameras 811, 813 can, for example, send recorded video images to the cloud infrastructure 815, in particular to the first infrastructure server 816, via these two communication connections 819, 821. Based on these video images, for example, the first infrastructure server 816 can perform an environmental analysis.
  • the second motor vehicle 805 and the fourth motor vehicle 809 log on to the first infrastructure server 816 and/or to the second infrastructure server 818, for example.
  • a communication link that is then set up accordingly between these motor vehicles and the second infrastructure server 818 is identified symbolically by a double arrow with reference number 823 . It is noted that, for the sake of clarity, no double arrow is drawn in for a communication connection between these two motor vehicles 805, 809 and the first infrastructure server 816. Nevertheless, such a communication connection is provided between these two motor vehicles 805, 809 and the first infrastructure server 816 according to one embodiment.
  • the second infrastructure server 818 can use the communication connection 823 to send or communicate information about a current and/or future signaling status of the light signal system 817 to the two registered motor vehicles 805, 809, for example.
  • This information is an example of infrastructure data within the meaning of the description.
  • the second infrastructure server 818 sends a remaining time of a current green or red phase of the traffic signal system 817.
  • symbols with the reference number 825 are drawn in FIG. 8, which are intended to represent a lock in order to make it clear that the individual communication connections or the transmitted information or data are encrypted.
  • the “key symbol” not only means secure (secure or encrypted), but can also mean that the communication or the entire process is safe. So a "summary" of the steps secure login, secure communication, secure / correct data, safe issues (the security conditions described here), etc. This can mean that the key symbol 825 is intended to indicate that one or more predetermined or predetermined safety conditions are met.
  • only the two motor vehicles 805, 809 are logged on to the two infrastructure servers 816, 818. Only these two motor vehicles 805, 809 receive infrastructure data from the infrastructure servers 816, 818 to support an at least partially automated driving task.
  • the first motor vehicle 803 and the third motor vehicle 807 are not registered and therefore do not receive any infrastructure data.
  • the restriction can include that the infrastructure data are not used for the at least partially automated driving task, but only serve information or warning purposes.
  • the correspondingly transmitted infrastructure data for motor vehicles 803, 807 that have not been registered are marked as non-secure, i.e. as unsafe, so that a control unit in motor vehicle 803 or 807 does not use this data marked as unsafe for the at least partially automated driving task will use. The reason for this is, in particular, that this data is flagged as unsafe because the motor vehicles 803, 807 are not registered and insofar there has been no check as to whether at least one safety condition has been met.
  • step 9 shows a flow chart of a further method.
  • the flow chart is essentially identical to the flow chart shown in FIG.
  • An additional step 901 between step 611 and step 613 is provided.
  • Step 901 provides for the infrastructure data to be checked for correctness. This checking takes place in particular in the motor vehicle. For example, the infrastructure data is checked for plausibility.
  • FIG. 10 shows a flow chart of a further method.
  • the flowchart of FIG. 10 is essentially identical to the flowchart shown in FIG.
  • a step 1001 is additionally provided between step 601 and step 605 .
  • step 1001 it is provided that current specifications or conditions to which the motor vehicle is exposed or subject are analyzed on the infrastructure side.
  • Such defaults or conditions include, for example, a tunnel closure, a closure of lanes or similar driving restrictions.
  • step 611 Corresponding analysis results are also sent to the registered motor vehicle in step 611 . Further, a step 1003 and a step 1005 are provided, which are sequentially performed between the steps 611 and 617.
  • Step 1003 essentially corresponds to step 613 of the flowchart in FIG. 6, with the transmitted specifications or conditions also being used in the corresponding data processing or data fusion.
  • Step 1005 essentially corresponds to step 615 of the flowchart in FIG. 6, the transmitted specifications or conditions also being taken into account here for the planning and implementation of the at least partially automated driving task.
  • FIG. 11 shows a flow chart of a method for infrastructure-supported support of an at least partially automated motor vehicle, comprising the following steps:
  • an AD vehicle should drive safely into a tunnel.
  • the AD vehicle receives processed data (infrastructure data) from the infrastructure in good time before entering, which it uses, for example, as an additional sensor and, for example, merges into its vehicle-local environment model.
  • the decision about the use and meaning of the received environment model remains in the AD vehicle.
  • the infrastructure merges the data from the sensors installed in the area of the tunnel entrance (e.g. cameras, radars, lidars) into an infrastructure-based environment model.
  • the environment model is, for example, by a so-called “Roadside Unit (RSU)", ie a communication unit arranged in the vicinity of the road, preferably in the form of a list of all relevant objects and obstacles in the area of the tunnel entrance distributed to all AD vehicles in the area.
  • RSU Rasterside Unit
  • the tunnel infrastructure will preferably not guide the AD vehicle (e.g. by specifying a safe driving corridor) and will also not take control of the vehicle, for example. Decisions on driving strategy and driving maneuvers remain in the AD vehicle, for example.
  • the information about the signaling states of a tunnel traffic light is transmitted to the AD vehicle (for example via broadcast). This preferably takes place cyclically via wireless direct communication by an RSU positioned locally near the entrance to the tunnel. For tests, for example, a situation analogous to the tunnel closure or release is generated by the traffic control center. Similarly, the decision about the influence and use of the signaling states of a traffic signal system, for example, remains in the AD vehicle at all times.
  • the concept described here includes a procedure with which, for example, the tunnel scenario (drive in, drive through and/or drive out) can be carried out safely - also with safety-critical actions - and with assumption of responsibility.
  • the concept can also be applied to one or more of the following traffic situations, e.g. E.g. in construction sites, bridges, freeway entrances, freeway triangles, dangerous/complicated road sections.
  • the tunnel is a prime example.
  • an “analysis environment” step is provided, according to which the environment is analyzed by the infrastructure. That is, the infrastructure analyzes the environment with regard to all road users (e.g. vehicles, motorcycles, pedestrians, etc.) as well as the presence of objects on and next to the road, including their effects on road traffic.
  • the infrastructure creates an environment model, e.g. B. in the form of an object list.
  • The include Object information, preferably in addition to the positions and dimensions, data regarding the change over time (speed, acceleration).
  • the infrastructure for the objects predicts the probable further movements (trajectory, further/future speed, further/future acceleration).
  • the analysis of the environment is preferably repeated again and again. That is, the step can be performed, for example, as a parallel process that is repeated over and over again.
  • One embodiment provides for the infrastructure data to be sent from the infrastructure only to registered AD vehicles.
  • the reason for this is that the "Registration/Check" step analyzes whether the AD vehicle can or may use the infrastructure data for safety-critical actions (without having a driver as a fallback level or as the responsible person/system).
  • the infrastructure data that are sent to the vehicle are preferably up-to-date, since the infrastructure updates them continuously, for example (see above).
  • the sequence can be extended with an additional step "checking for correctness”.
  • z. B the data in the vehicle on "Is that possible at all / useful?" checked.
  • step or steps “registration/verification” or “correctness” are preferably documented in order to be able to provide evidence in the event of product liability issues, preferably using a forgery-proof method (e.g. blockchain).
  • a forgery-proof method e.g. blockchain
  • the same infrastructure data which in particular are not vehicle-specific, are sent from the infrastructure to all registered AD vehicles, for example by means of a broadcast message. That is, the AD vehicles receive the environment data from the infrastructure and localize themselves, for example, and/or decide on their own actions based on the merged information (infrastructure data) from the infrastructure and on the basis of motor vehicle data from their own vehicle .
  • the background is in particular that the infrastructure has no information, for example, which vehicle is which vehicle - i. i.e.: which is a registered vehicle and which is not a registered vehicle, which of the registered vehicles is, for example, where (lane, position in the lane, etc.), which of the registered vehicles is, for example, how (speed, next actions, etc.) Is on the way.
  • the infrastructure can also specify specifications, e.g. B. Tunnel is blocked, lane is blocked, driving specifications (e.g. speed), analyze or determine and also send.
  • specifications e.g. B. Tunnel is blocked, lane is blocked, driving specifications (e.g. speed), analyze or determine and also send.
  • the specifications must then be implemented by the registered AD vehicle(s), for example (e.g. stop in front of the tunnel). As the implementation is carried out, the AD vehicle analyzes and plans itself, for example.
  • the data can also be sent to other vehicles (unsafe/approved vehicles or non-AD vehicles).
  • these vehicles may/can only use the data for information/comfort/warning functions.
  • the concept can be applied to one or more of the following traffic situations, e.g. E.g. in construction sites, bridges, freeway entrances, freeway triangles, dangerous/complicated road sections.

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Abstract

L'invention concerne un procédé de guidage au moins en partie automatisé d'un véhicule automobile, comportant les étapes suivantes : déterminer qu'un guidage, au moins en partie automatisé assisté par une infrastructure, du véhicule automobile est requis ; envoyer une requête pour transmettre les données d'infrastructure par l'intermédiaire d'un réseau de communication, en fonction des données d'infrastructure permettant de guider le véhicule automobile de manière au moins en partie automatisée, en réponse à la détermination selon laquelle un guidage au moins en partie automatisé, pris en charge par une infrastructure, du véhicule automobile est requis ; recevoir des données d'infrastructure par l'intermédiaire du réseau de communication, en réponse à la transmission de la requête, en fonction des données d'infrastructure permettant de guider le véhicule automobile de manière au moins en partie automatisée ; générer des signaux de commande pour commander un guidage latéral et/ou longitudinal du véhicule automobile de manière au moins en partie automatisée, en fonction des données d'infrastructure ; et sortir les signaux de commande générés. Cette invention concerne en outre un procédé pour une prise en charge assistée par une infrastructure d'un véhicule automobile guidé au moins en partie de manière automatisée, un dispositif, un programme informatique, et un support de stockage lisible par machine.
EP21783148.6A 2020-09-14 2021-09-14 Concept pour la prise en charge d'un véhicule automobile guidé au moins en partie de manière automatisée Pending EP4211529A1 (fr)

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DE102020123831.2A DE102020123831A1 (de) 2020-09-14 2020-09-14 Konzept zum Unterstützen eines zumindest teilautomatisiert geführten Kraftfahrzeugs
PCT/EP2021/075166 WO2022053699A1 (fr) 2020-09-14 2021-09-14 Concept pour la prise en charge d'un véhicule automobile guidé au moins en partie de manière automatisée

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DE102022210994A1 (de) 2022-10-18 2024-04-18 Robert Bosch Gesellschaft mit beschränkter Haftung Backend-Vorrichtung
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US20230211805A1 (en) 2023-07-06
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CN116194352A (zh) 2023-05-30
JP2023541534A (ja) 2023-10-03

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