EP4211910A1 - Procédé pour guider un véhicule automobile - Google Patents

Procédé pour guider un véhicule automobile

Info

Publication number
EP4211910A1
EP4211910A1 EP21745964.3A EP21745964A EP4211910A1 EP 4211910 A1 EP4211910 A1 EP 4211910A1 EP 21745964 A EP21745964 A EP 21745964A EP 4211910 A1 EP4211910 A1 EP 4211910A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
infrastructure
driving
partially automated
checking
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
EP21745964.3A
Other languages
German (de)
English (en)
Inventor
Stefan Nordbruch
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 EP4211910A1 publication Critical patent/EP4211910A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination

Definitions

  • the invention relates to a method for driving a motor vehicle safely, supported by an infrastructure and at least partially automated.
  • the invention further 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 coordinate a driving maneuver with another traffic object in the vicinity of the motor vehicle.
  • the object on which the invention is based is to be seen as providing an efficient concept for driving a motor vehicle efficiently, safely, supported by an infrastructure and at least partially automated.
  • a method for driving a motor vehicle safely, supported by an infrastructure and at least partially automated is provided, during the infrastructure-supported, at least partially automated driving of the motor vehicle it is checked whether a functionality that is to be achieved using the infrastructure is still available , being dependent based on a result of the check, at least one action is carried out in order to drive the motor vehicle safely, at least in a partially automated manner, with the support of the infrastructure.
  • a device which is set up to carry out all the steps of the method according to the first 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 second aspect, cause it to carry out a method according to the first aspect.
  • a machine-readable storage medium on which the computer program according to the third aspect is stored.
  • the invention is based on and includes the knowledge that the above object can be achieved in that while the motor vehicle is assisted or supported by the infrastructure in at least partially automated driving, the infrastructure checks whether a functionality which is to be achieved by means of the infrastructure is still available. Depending on the result, at least one action is carried out which is intended to ensure that the motor vehicle can continue to be driven safely, at least partially automatically, with the support of the infrastructure.
  • Infrastructure-supported at least partially automated driving of a motor vehicle means in particular that the motor vehicle is driven at least partially automatically based on infrastructure data.
  • 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, electricity pole, bridge, building.
  • an environment sensor 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 the environment or in the vicinity of the motor vehicle.
  • Infrastructure-supported therefore means in particular that the infrastructure makes data available to the motor vehicle, in this case the infrastructure data, based on which the motor vehicle is or can be guided at least in a partially automated manner.
  • 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.
  • Safe, at least infrastructure-supported, at least partially automated driving of a motor vehicle means in particular that the probability of an accident or a collision of the motor vehicle is less than or less than a predetermined probability threshold. Safe therefore means in particular that in the event of an error or the occurrence of a problem during the infrastructure-supported, at least partially automated driving of the motor vehicle, an accident or collision of the motor vehicle is less than or less than or equal to a predetermined probability threshold value or is reduced.
  • 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. So that means that with a assisted driving of the motor vehicle, either the transverse 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 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 marked by lane markings, stanchions is fixed) 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 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.
  • the functionality includes a communication link between the motor vehicle and the infrastructure, with the checking of the functionality including checking whether the communication link is still available.
  • the functionality includes communication between the infrastructure and the motor vehicle, with the checking of the functionality including checking whether the motor vehicle is sending correct and/or expected feedback.
  • a motor vehicle that is working correctly is in particular a basis for the motor vehicle being able to be driven at least partially automatically using the infrastructure support.
  • the functionality includes at least partially automated driving of the motor vehicle based on a target driving specification, with the checking of the functionality including checking whether the motor vehicle is executing the target driving specification.
  • the at least one action is an element selected from the following group of actions: attempting to resume infrastructure-supported support for the motor vehicle, sending information to at least one other road user that there is a problem, sending instructions to at least one other road user, initiating at least one traffic management measure, initiating at least one rescue operation.
  • the attempt to resume infrastructure-supported support for the motor vehicle includes initiating a fallback mechanism in the motor vehicle and/or sending a recommended action for the motor vehicle.
  • one or more method steps are documented, in particular documented in a blockchain.
  • the documentation in a blockchain has the technical advantage that the documentation is tamper-proof and forgery-proof.
  • a blockchain is, in particular, a continuously expandable list of data sets, called “blocks”, which are linked together using one or more cryptographic processes.
  • 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 functionality is, in particular, the set of functions that can be made available by means of the infrastructure and have specified or predetermined properties. This means that the functionality is the set of functions that the infrastructure can provide, with these functions having predetermined or specified properties.
  • the functionality can also be referred to as the range of functions.
  • the method according to the first aspect is a computer-implemented method.
  • the method according to the first aspect is executed or carried out by means of the device according to the second aspect.
  • Device features result analogously from corresponding process features and vice versa. This means in particular that technical functionalities of the device according to the second aspect result analogously from corresponding technical functionalities of the method according to the first aspect and vice versa.
  • FIG. 1 shows a flow chart of a method for driving a motor vehicle safely, supported by an infrastructure and at least partially automated
  • Fig. 4 shows a first tunnel
  • FIG. 1 shows a flow chart of a method for driving a motor vehicle safely, supported by an infrastructure and at least partially automated.
  • the method begins at block 101.
  • a step 103 checks whether a functionality that is to be achieved using the infrastructure is still available.
  • the method continues at block 101 .
  • 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, which, when the computer program is executed by a computer, leaves the latter to execute a method according to the first aspect.
  • Fig. 4 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 a vicinity of the entrance 417, these two video cameras facing away from the entrance 417 are directed, whereas the first video camera 419 and the third video camera 423 are directed in the direction of 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, for example, in an at least partially automated manner.
  • 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 environment model of the area surrounding 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.
  • 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.
  • the basic idea of the concept described here includes in particular a method with which the safety of the traffic situation or for all road users is increased if an error is detected with an at least partially automated motor vehicle that is supported by an infrastructure.
  • One embodiment provides for the infrastructure to constantly, ie continuously, check whether a functionality that is to be achieved on the basis of the infrastructure is still available.
  • This checking includes, for example, checking whether:
  • the infrastructure determines that a problem (e.g. the motor vehicle is not responding) is occurring, then the infrastructure tries to minimize the risk, for example.
  • a problem e.g. the motor vehicle is not responding
  • At least one (i.e. one or more) of the following actions is carried out or initiated or controlled:
  • Initiating traffic management measures e.g. closing a lane or tunnel
  • Initiating traffic management measures e.g. closing a lane or tunnel
  • Initiating rescue operations e.g. alerting the fire brigade, a doctor.
  • the processes are documented in a forgery-proof manner. E.g. with the help of one or more blockchains.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé pour guider en toute sécurité un véhicule automobile de manière au moins partiellement automatisée et avec le support d'une infrastructure. Pendant le guidage au moins en partie automatisé du véhicule automobile avec le support d'une infrastructure, une vérification est effectuée pour déterminer si une fonctionnalité qui doit être réalisée par l'infrastructure est encore fournie, au moins une action étant effectuée sur la base du résultat du contrôle afin de guider en toute sécurité le véhicule automobile de manière partiellement automatisée avec le support de l'infrastructure. L'invention concerne également un dispositif, un programme informatique, et un support de stockage lisible par machine.
EP21745964.3A 2020-09-14 2021-07-15 Procédé pour guider un véhicule automobile Pending EP4211910A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020211485.4A DE102020211485A1 (de) 2020-09-14 2020-09-14 Verfahren zum Führen eines Kraftfahrzeugs
PCT/EP2021/069735 WO2022053208A1 (fr) 2020-09-14 2021-07-15 Procédé pour guider un véhicule automobile

Publications (1)

Publication Number Publication Date
EP4211910A1 true EP4211910A1 (fr) 2023-07-19

Family

ID=77051000

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21745964.3A Pending EP4211910A1 (fr) 2020-09-14 2021-07-15 Procédé pour guider un véhicule automobile

Country Status (3)

Country Link
EP (1) EP4211910A1 (fr)
DE (1) DE102020211485A1 (fr)
WO (1) WO2022053208A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012215343A1 (de) * 2012-08-29 2014-05-28 Continental Automotive Gmbh Verfahren zum Durchführen einer Sicherheitsfunktion eines Fahrzeugs und System zum Durchführen des Verfahrens
DE102013001326B4 (de) 2013-01-26 2015-01-15 Audi Ag Kraftwagen mit Car-to-X-Funktionalität
DE102019214443A1 (de) 2019-09-23 2021-03-25 Robert Bosch Gmbh Verfahren zum zumindest assistierten Durchfahren eines Kreisverkehrs durch ein Kraftfahrzeug
DE102019214420A1 (de) 2019-09-23 2021-03-25 Robert Bosch Gmbh Verfahren zum zumindest assistierten Überqueren eines Knotenpunkts durch ein Kraftfahrzeug
DE102019214448A1 (de) 2019-09-23 2021-03-25 Robert Bosch Gmbh Verfahren zum Assistieren eines Kraftfahrzeugs
DE102019214423A1 (de) 2019-09-23 2021-03-25 Robert Bosch Gmbh Verfahren zum Fernsteuern eines Kraftfahrzeugs
DE102019214415A1 (de) 2019-09-23 2021-03-25 Robert Bosch Gmbh Verfahren zum zumindest assistierten Einfädeln eines Kraftfahrzeugs in einen Fahrstreifen

Also Published As

Publication number Publication date
DE102020211485A1 (de) 2022-03-17
WO2022053208A1 (fr) 2022-03-17

Similar Documents

Publication Publication Date Title
EP3181422B1 (fr) Procédé et système de commande automatique d'un véhicule suiveur comprenant un véhicule scout
EP3572293B1 (fr) Procédé d'aide à la conduite d'au moins un véhicule automobile et système d'assistance
DE102019002790B4 (de) Verfahren zur Prädiktion einer Verkehrssituation für ein Fahrzeug
DE102020123831A1 (de) Konzept zum Unterstützen eines zumindest teilautomatisiert geführten Kraftfahrzeugs
DE102019214448A1 (de) Verfahren zum Assistieren eines Kraftfahrzeugs
DE102020211478A1 (de) Konzept zum Unterstützen eines zumindest teilautomatisiert geführten Kraftfahrzeugs
DE102019214420A1 (de) Verfahren zum zumindest assistierten Überqueren eines Knotenpunkts durch ein Kraftfahrzeug
DE102017208462A1 (de) Verfahren und Vorrichtung zum Ermitteln von Betriebsdaten für ein automatisiertes Fahrzeug
DE102011084549A1 (de) Verfahren zur Unterstützung eines Fahrers eines Fahrzeugs bei einem Ausparkvorgang aus einer Querparklücke
WO2022167213A1 (fr) Procédé d'assistance assistée par infrastructure de plusieurs véhicules automobiles
WO2022167300A1 (fr) Procédé d'aide à l'infrastructure d'un véhicule à moteur
WO2021058177A1 (fr) Procédé de conduite au moins assistée d'un véhicule automobile pour le passage d'un rond-point
WO2020254063A1 (fr) Procédé pour conduire un véhicule automobile au moins de manière semi-automatique
EP4035138A1 (fr) Procédé d'incorporation au moins assistée d'un véhicule automobile à une voie de circulation
EP4288953A1 (fr) Dispositif pour assister un véhicule automobile avec le soutien d'une infrastructure
DE102018213206A1 (de) Verfahren zum zumindest teilautomatisierten Führen eines Kraftfahrzeugs innerhalb einer Infrastruktur
EP4211910A1 (fr) Procédé pour guider un véhicule automobile
EP4211523A1 (fr) Procédé de guidage d'un véhicule automobile de manière partiellement automatisée
DE102019214445A1 (de) Verfahren zum Assistieren eines Kraftfahrzeugs
DE102018213521A1 (de) Verfahren zum Betreiben eines automatisierten Fahrzeugs
DE102022205522A1 (de) Verfahren zum infrastrukturgestützten Assistieren eines Einsatzkraftfahrzeugs
WO2021058178A1 (fr) Procédé de fusion au moins assistée d'un véhicule automobile dans une voie de circulation
DE102022205509A1 (de) Verfahren zum infrastrukturgestützten Assistieren eines Einsatzkraftfahrzeugs
DE102022211851A1 (de) Verfahren und System zum infrastrukturgestützten Assistieren mindestens eines vernetzten Kraftfahrzeugs bei einer zumindest teilautomatisiert geführten Fahrt durch eine Straßeninfrastruktur
WO2023232875A1 (fr) Procédé pour trouver une position de stationnement d'urgence pour un véhicule motorisé

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230524

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)