WO2019185584A1

WO2019185584A1 - Method and device for coordinating driving manoeuvres between one vehicle and at least one other vehicle

Info

Publication number: WO2019185584A1
Application number: PCT/EP2019/057509
Authority: WO
Inventors: Harald Berninger; Viktor LIZENBERG
Original assignee: Psa Automobiles Sa
Priority date: 2018-03-29
Filing date: 2019-03-26
Publication date: 2019-10-03
Also published as: MA52178A; DE102018002609B4; EP3776515B8; EP3776515B1; DE102018002609A1; EP3776515A1

Abstract

The invention relates to a method and a device for coordinating driving manoeuvres between one vehicle (A) and at least one other vehicle (B, C, D), comprising the following steps: determining (50) a planned driving path of one of the vehicles (A); determining surroundings information of the vehicle (A) by means of surroundings sensors of the vehicle (52); determining an ideal trajectory (40A) along the driving path on the basis of the driving path and the surroundings information; determining a safety trajectory (42A) along the driving path (60), the safety trajectory (42A) following the same driving path as the ideal trajectory (40A) but being shorter; transmitting the ideal trajectory (40A) and the safety trajectory (42A) to the other vehicles (62); receiving (64) the ideal trajectory (40B, 40C, 40D) and the safety trajectory (42B, 42C, 42D) of the other vehicles (B, C, D); determining whether a conflict situation arises (68) when the vehicle (A) and the other vehicles (B, C, D) move along their ideal trajectories (40A, 40B, 40C, 40D); in the event of a conflict situation being confirmed (68), determining a conflict-free default set of trajectories for all vehicles (A, B, C, D), selected for each vehicle (A, B, C, D) from the ideal trajectory or the safety trajectory (40, 42) on the basis of the same set of rules for all vehicles (A, B, C, D); and moving the vehicle (A) along the default trajectory (70) defined therefor.

Description

Method and device for the coordination of driving maneuvers between a vehicle and at least one Alius vehicle

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

In the course of increasing automation of automotive control, cooperative maneuvering of adjacent vehicles is desirable so that one's own vehicle must not only respond to the movements of other vehicles sensed by environmental sensors, but rather adjacent vehicles exchange data through communications systems (V2V or V2X) and each predetermined planned driving paths together make a vote of the short-term movements or trajectories in a time horizon of a few seconds and then depart the trajectories thus determined.

From DE 10 2012 021 282 A1, such a method is known in which adjacent motor vehicles send desired trajectories to an arbitration device and this determines whether there is a conflict and if this is the case, at least one of the trajectories of the participating vehicles is adapted. The arbitration device can be a central device or else a component of one of the participating vehicles.

From WO 2017/076593 A1 a similar method is known, in which each vehicle provides two trajectories and exchanges with neighboring vehicles. These are on the one hand a plant trajectory, which describes a planned driving maneuver, and a desired trajectory, which would be preferable to the plant trajectory and driving dynamics possible but for various possible reasons can not be traversed, especially because of a collision with another vehicle. The received ones are compared with their own trajectories and in case of a conflict an adaptation via a cost function taking into account the made involved vehicles.

The object of the invention is to provide a method for the coordination of driving maneuvers between a vehicle and at least one Alius vehicle, which is characterized by a low voting and thus computational effort and makes the vote regardless of cost considerations.

The invention results from the features of the independent claims. Advantageous developments and refinements are the subject of the dependent claims. Other features, applications and advantages of the invention will become apparent from the following description, as well as the explanation of embodiments of the invention, which are illustrated in the figures.

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

Determining a planned driving path of a vehicle,

Determining environmental information of the vehicle based on environmental sensors of the vehicle,

Determining an ideal trajectory for a given time or distance range along the travel path on the basis of the driving path and the surrounding information,

Determining a delay trajectory along the same travel path, the delay trajectory having the same travel path and a shorter length compared to the ideal trajectory due to a time delay due to reduced vehicle speed,

Transmitting the ideal trajectory and the delay trajectory to the ali vehicles,

Receiving the ideal trajectory and the delay trajectory of the Alii vehicles,

Determining whether there is a conflict situation when the vehicle and the Alii vehicles are moving according to their ideal trajectories,

- determination of a conflict situation, determination of a conflict-free default

T rajektorien set for all vehicles, which is selected on the basis of an identical for all vehicles rule set for each vehicle from the ideal trajectory or the Zöger trajectory,

- Moving the vehicle along the designated default trajectory. In the context of this invention, a trajectory is understood to mean a route with a time or speed assignment over a period of a few seconds. This period may also be speed-dependent, especially at higher speeds than at lower speeds, preferably in the range of 3 to 8 seconds. The trajectory also takes into account the dimensions of the vehicle, since a check for collisions between the trajectories of different vehicles must also take into account the width and length of the vehicles with a safe lateral distance of a few decimeters. Finally, the vehicle measurement required for collision freedom must be at a safe distance to the front.

The basic idea of the invention is to provide two trajectories instead of the two trajectories proposed typically in WO 2017/076593 A1 and to exchange them with neighboring vehicles which differ only in terms of speed, but not with regard to the path. In this case, the Zöger-T ejection has the same travel path and the same time span as compared with the Ideal T and describes a deceleration process to a reduced driving speed, whereby the length of the Zöger-T ejection is shorter by several vehicle lengths than that of the ideal trajectory.

The invention is based on the consideration that for safety reasons, the speed should be lower, which also corresponds to the manual handling. The Zöger-T ejection should avoid collisions. Collisions occur when vehicles touch each other in their silhouette plus a safety frame. The safety frame is speed-dependent in the direction of travel.

The determination of the delay can occur in different ways. For example, a speed reduction of 10-20% or a defined deceleration may be used, or a desired path shortening of the deceleration theory with respect to the ideal trajectory by a predetermined distance or number of vehicle lengths. An arithmetic rule for determining the delay-time can be constant or a function of the speed, for example at 100 km / h a speed reduction of 5%, at 50 km / h of 10% within the trajectory period. The period of the ideal and delay period is about 2 to 10 seconds, preferably 4 to 6 seconds. In any case, the delay should be selected so that the delay trajectory is shorter by at least the length of the safety margin at the same time. Alternatively, the safety distance can be determined on the basis of the Highway Code, ie outside closed villages "half speedometer" and within closed towns three car lengths.

All vehicles (ie the ego vehicle and all Alii vehicles) in a voting situation rate (each for themselves) the received crowd of ideal and hesitant trajectories and determine a conflict-free set of trajectories which is then driven by the vehicles, i. Each vehicle drives for itself the so-defined default trajectory.

The determination of the conflict-free default trajectory set takes place on the basis of a rule set identical for all vehicles by numerical analysis of the trajectory of all vehicles taking into account the prescribed rules.

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

The solution according to the invention is based on only one path and is therefore less computationally intensive, due in part to the numerical analysis in the coordination process. Compared with conventional systems, this results in a reduced computational effort, which leads to a faster provision of the default trajectory set with a larger number of considered vehicles and thus also to a shorter cycle time and the possibility to carry out the tuning of the vehicles more frequently. This in turn leads to increased traffic safety, especially as the vehicles arrive in doubt by delay in a safer driving condition.

Clock rates of 10-100 Hz can be achieved. And in doubtful situations, the vehicles go into a safe driving condition. This solution is also compatible with other systems, for example the known systems described in the introduction to the description. According to one embodiment of the invention, the voting process according to the invention between vehicles is only initiated if a conflict situation is detected by the vehicle sensor system, in particular that other vehicles in the environment (position) and their direction of movement (heading) are detected in their own infrastructure, or traffic-relevant objects in current lane or road network nodes, such as intersections, in / out of any kind detected or extracted from electronic maps or a maneuver coordination message was received from the vehicle environment.

Alternatively, the transmission of trajectory pairs can also be permanent.

Each vehicle decides for itself whether it participates in a vote and expresses its decision by sending out the Trajektorienpaares. The decision is based on the geographical situation analysis and, as a first step, adopts all the vehicles for the voting that are in the road situation (in the example in access to an intersection). Final confirmation is provided by the Alii vehicles by sending their trajectory pairs and geographically belonging to the situation.

A preferred embodiment of the invention provides that the rule set comprises a rule, after which a default trajectory set is determined, which comprises the largest number of ideal trajectories. In other words, if there are multiple solutions of default trajectory sets, the one comprising the largest number of ideal trajectories is selected. This ensures the lowest possible impairment of braking maneuvers for all participating vehicles.

A preferred embodiment of the invention provides that the rule set comprises a rule, according to which a vehicle with a kinked ideal trajectory or a kinking within a predetermined time range driving path has a priority on the Zöger trajectory. This takes account of the fact that a vehicle wishing to turn at a nearby branch or intersection is more likely to slow down anyway soon enough, and thus is not impaired by selecting the delay trajectory as the default trajectory.

A preferred development of the invention provides that for ali vehicles, which emit only one trajectory due to their failure, they are used as an ideal trajectory of the aliasing system. Vehicle is taken into account. As a result, the application of the method according to the invention is also possible if individual vehicles send only a trajectory due to any disturbances, be it in terms of transmission errors or system errors.

A preferred embodiment of the invention provides that the rule set comprises a rule that, if no conflict-free default Trajektoriensatz is determined, a vehicle is determined, which slows down for a predetermined short period of time and then the process is run through again. Since it can not be ruled out that no conflict-free solution can be achieved when selecting the two trajectories available per vehicle, ie a "deadlock" condition occurs, a solution must be found for this situation. For this purpose, according to this embodiment, a vehicle is selected, e.g. the slowest or fastest, or non-ready or soon turning, which is brought to deceleration in isolation, and then, in a new pass, on the basis of the resulting state with new trajectories, the determination of a non-conflicting default trajectory set is attempted.

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

A preferred embodiment of the invention provides that the vehicle checks whether a voting situation exists with at least one Alius vehicle and it does not participate in a voting process if its trajectories are conflict-free. This ensures that a vehicle that is in close proximity with Alii vehicles but whose trajectories does not conflict with the trajectories of other vehicles does not take part in a coordination process for the determination of a conflict-free default trajectory sentence.

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

a driving situation analysis device for determining a planned driving path of the vehicle and for determining environmental information of the vehicle on the basis of environmental sensors of the motor vehicle, a trajectory determining means for determining an ideal trajectory for a given time or path area along the driving path on the basis of the driving path and the surrounding information, further for determining a delay trajectory along the same driving path, the delay trajectory opposite to the ideal trajectory has the same driving path and a shorter length due to a time delay due to reduced driving speed,

a communication device for communication with other vehicles in the environment (Alii vehicles), which is designed to transmit the ideal trajectory and the delay trajectory to the Alii vehicles and to receive the ideal trajectory and the delay vector of the Alii vehicles

a trajectory evaluation device configured to determine whether there is a conflict situation when the vehicle and the ali vehicles are moving and configured according to their ideal trajectories, upon determination of a conflict situation for determining a conflict-free default trajectory set for all vehicles which is selected on the basis of a rule set identical for all vehicles for each vehicle from the ideal trajectory or the delay trajectory,

a signal output device which outputs to a connectable vehicle control device the default trajectory determined for the vehicle for driving off the vehicle or outputs direct driving instructions to the vehicle driver.

Further advantages, features and details will become apparent from the following description, in which - where appropriate, with reference to the drawings - at least one embodiment is described in detail. The same, similar and / or functionally identical parts are provided with the same reference numerals.

Show it:

Figure V. is a block diagram of the logic modules of the device according to the invention;

FIG. 2 shows a flow chart of the method according to the invention;

FIG. 3 is a flowchart of part of the method of FIG. 2;

FIG. 4: a schematic representation of a trajectory pair;

Figure 5: an application example of a traffic situation at an intersection. FIG. 1 shows the logic modules of the tuning device 10 according to the invention. This comprises an umfeldeinheit 12, which communicates with an electronic road map 14, a communication unit 16 for communication with other vehicles (V2V) or stationary sites (V2X), as well as a set of vehicle-mounted environment sensors 18. The environmental sensors 18 may include laser scanners, radars, cameras, and ultrasonic gauges.

Furthermore, the tuning device 10 comprises a driving situation analysis unit 20 whose function is explained in more detail in FIG. The driving situation analysis unit 20 controls a trajectory generation unit 22, which determines an ideal trajectory and a delay trajectory for the vehicle. The generated trajectories are transmitted to a trajectory evaluation unit 24 together with the trajectory pairs of Alii vehicles supplied via the communication unit 16 via the umlauf unit 12. In addition, the trajectory pair generated by the trajectory generation unit 22 is also supplied to the Umfeldeinheit 12, which transmits this via the communication unit 16 to Alii vehicles.

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

Alternatively, in vehicles with lower degrees of automation, a driver instruction can also be given via a suitable man-machine interface, for example an acoustic or visual output device or else a haptic accelerator pedal.

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

According to FIG. 2, in the driving situation analysis unit 20, initially in a step 50, a driving path of the own vehicle (ego vehicle) is determined. Depending on the HAF equipment level (HAF = level skin driving, level 2 to 5), this becomes a strategic one (Navigation) path or a probable path determined on the basis of the environment observation and movement history.

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

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

If it is determined that there is no need for reconciliation, then step 52 is returned to re-examine whether there is any need for reconciliation, taking into account updated environmental data.

If, on the other hand, a coordination requirement is determined by the ego vehicle in step 54, then the maneuver decision unit 28 determines a maneuver decision and confirms by transmission according to FIG. 3.

According to FIG. 3, in a step 60, an ideal trajectory 40 and a delay trajectory 42 are determined, taking into account the current speed, which are depicted in FIG. Furthermore, an ego priority is determined therefrom, which, for example, can prioritize the delay trajectory 42 in the case of a preceding bend-over travel path.

In step 62, the trajectory pair 40, 42 of the ego vehicle is sent by means of the communication unit 16 to Alii vehicles in the vicinity and thus confirms the involvement of the ego vehicle in the vote. It can be seen from the spatial position of the trajectory whether or on which voting scenario (which group) the ego vehicle will take part. It can be seen from the spatial position of the trajectory whether or in which coordination scenario (which group) the ego vehicle will participate.

In step 64, the respective trajectory pairs of Alii vehicles are received by the communication unit 16. In step 66, the trajectory pairs 40, 42 of the ego vehicle and the Alii vehicles are combined to form a set of trajectories. The trajectory pairs are assigned to the individual Alii vehicles according to the anonymized vehicle IDs. The trajectory crowd defines all participants in this voting scenario by spatial context, in other words, only the trajectories that are tangent or spatially very close to it were included. So there is a geographical assignment of those involved in the scenario.

In step 68, an attempt is made to determine a non-conflicting default trajectory set for all vehicles, with either ideal trajectory or delay trajectory being selected for each vehicle. The determination of a conflict-free default trajectory set is performed by numerical analysis of the set of trajectories under priority of the ideal trajectories 40. The same rules apply to all vehicles and therefore the trajectory set is identical for all vehicles involved.

If a conflict-free default trajectory set can be determined, then in step 70 the vehicle is moved autonomously or by means of driving instructions in accordance with the default trajectory determined for the ego vehicle. Since the Alii vehicles use the same rule set to determine the same trajectory set, each Alii vehicle can then drive off the default trajectory determined for the respective vehicle.

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

Returning to FIG. 2, in the monitoring unit 26 in step 80, the vehicle movements of the Alii vehicles are detected by received V2X vehicle movement information (Cooperative Awareness Message) and optionally by the environmental sensors 18.

In step 82, the actual trajectories of the Alii vehicles are assigned and observed. In this case, the received vehicle movement data are assigned via the vehicle ID to the respective conflict-free default trajectory. In step 84, a comparison is made with the conflict-free default trajectory set. If compliance with the determined default trajectories is determined (J), the own maneuver (step 70) and the monitoring is continued unchanged and thus returned to step 80. On the other hand, if a deviation is detected (N), the maneuver decision unit 28 is caused to make a new maneuver decision, as explained in FIG. If the default T rjektorie was traversed (E), the maneuver is completed (step 86).

FIG. 5 shows an exemplary embodiment, with a road junction 32, onto which four vehicles A, B, C, D travel. Another vehicle E is located in the lane intersection 32. Since there is a need for coordination, an ego vehicle A and Alii vehicles B, C, D, E each transmit an ideal concept 40A, 40B, 40C, 40D and a delay-time theory 42A , 42B, 42C, 42D to the other vehicles. As a result, in each vehicle A, B, C, D, E the trajectory system shown is in which the ideal torques 40A, 40B, 40C, 40D collide. A collision occurs when the vehicle outlines added in a complete trajectory view touch including the safety margin. For reasons of clarity, only the line of the trajectory reference point is shown here. Since the trajectories 40E, 42E of the vehicle E do not collide with any of the other trajectories 40A, 40B, 40C, 40D, 42A, 42B, 42C, 42D, the vehicle E does not participate in the subsequent process.

The numerical analysis taking place in step 68 (FIG. 3), taking into account a rule set, results in a collision-free default trajectory set consisting of 40A (ideal trajectory for the ego vehicle A), 40B (ideal trajectory for the algo- rithm). Vehicle B), 42C (Zöger-T rjektorie for the Alius vehicle C) and 42D (Zöger trajec- torie for the Alius vehicle D). It should be noted that even a combination 42A, 40B, 42C, 42D, ie with an ideal and three delay trajectories, would be collision-free, but would contain only one ideal theory.

Although the invention has been further illustrated and explained in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention. It is therefore clear that a multitude of possible variations exists. It is also clear that examples of really represent only examples that are not to be construed in any way as limiting the scope, applications or configuration of the invention. Rather, the foregoing description and description of the figures enable one skilled in the art to practice the exemplary embodiments, and those of skill in the knowledge of the disclosed inventive concept may make various changes, for example as to the function or arrangement of individual elements recited in an exemplary embodiment, without Protection area defined by the claims and their legal equivalents, such as further explanations in the description.

LIST OF REFERENCE NUMBERS

10 voting device

12 peripheral unit

14 electronic road map

16 communication unit

18 environmental sensors

20 driving situation analysis unit

22 T rjektoriengenierungseinheit

24 Rate Evaluation Unit

26 monitoring unit

28 maneuver decision unit

30 vehicle control unit

32 lane crossing

40 Ideal T rajectorie

42 Zöger-T ejection

50, 52, 54, 60, 62, 64, 66, 68, 70, 72, 80, 82, 84, 86, method steps

Claims

claims

A method of tuning driving maneuvers between a vehicle (A) and at least one Alius vehicle (B, C, D), comprising the steps of

Determining (50) a planned driving path of the vehicle (A),

Determining environmental information of the vehicle (A) based on environmental sensors of the vehicle (52),

Determining an ideal trajectory (40A) for a given time or distance range (60) along the travel path based on the travel path and the environmental information,

Determining a delay trajectory (42A) along the same travel path (60), the lag trajectory (42A) having the same travel path and a shorter length due to a reduced travel speed delay relative to the ideal trajectory (40A),

Transmitting the ideal trajectory (40A) and the delay trajectory (42A) to the Alii vehicles (62),

Receiving (64) the ideal trajectory (40B, 40C, 40D) and the delay trajectory (42B, 42C, 42D) of the Alii vehicles (B, C, D),

Determining whether there is a conflict situation when the vehicle (A) and the Alii vehicles (B, C, D) are moving according to their ideal trajectories (40A, 40B, 40C, 40D) (68),

upon determining (68) a conflict situation, determining a non-conflicting default trajectory set for all vehicles (A, B, C, D) based on an identical set of rules for each vehicle (A, B, C, D) for each vehicle (A, B, C, D) is selected from the ideal trajectory or the delay trajectory (40, 42),

Moving the vehicle (A) along the designated default trajectory (70).

2. The method according to claim 1, characterized in that the rule set comprises a rule, after which a default trajectory set is determined which comprises the largest number of ideal trajectories.

3. The method according to claim 1, characterized in that the rule set comprises a rule, according to which a vehicle having a kinking ideal trajectory or a kinking within a predetermined time travel path has a priority on the Zöger trajectory.

4. The method according to claim 1, characterized in that the rule set comprises a rule that, if no conflict-free default trajectory set is determined, a vehicle is determined, which decelerates for a predetermined short period and then the process is run through again.

5. The method according to claim 4, characterized in that as braked

Vehicle is determined that which has the lowest travel speed.

6. The method according to claim 4 or 5, characterized in that is determined as a braked vehicle one which has a kinking ideal trajectory.

7. The method according to any one of the preceding claims, characterized in that for determining the ideal trajectory of the vehicle information vehicle sensory environment perception are taken into account.

8. The method according to any one of the preceding claims, characterized in that for determining the ideal trajectory of the vehicle information from a stored road map and / or information received via communication means are taken into account.

9. The method according to any one of the preceding claims, characterized in that for ali vehicles that emit only a trajectory due to interference, these are considered as ideal trajectory of the Alius vehicle.

10. The method according to any one of the preceding claims, characterized in that the vehicle checks whether there is a vote situation with at least one Ali us vehicle and does not participate in a voting process, if its trajectories are conflict-free.

A device for a motor vehicle (A) for tuning driving maneuvers between the vehicle (A) and at least one Alius vehicle (B, C, D), comprising:

a driving situation analysis device (20) for determining a planned driving path of the vehicle (A) and for determining environmental information of the vehicle (A) on the basis of environmental sensors of the motor vehicle (A),

- Trajektorienbestimmungseinrichtung (22) for determining an ideal trajectory (40A) for a given time or path area along the driving path (A) on the basis of the driving path and the surrounding information, further for determining a Zöger trajektorie (42A) along the same Driving path, wherein the Zöger trajectory (42A) with respect to the Ideal trajectory (40A) has the same driving path and a shorter length due to a time delay due to reduced driving speed,

- A communication device (16) for communication with other vehicles (B, C, D) in the environment (Alii vehicles), which is adapted to transmit the Ideal trajectory (40A) and the Zöger trajectory (42A) to the Alii Vehicles (B, C, D) as well as for receiving the ideal trajectory (40B, 40C, 40D) and the delay trajectory (42B, 40C, 40D) of the Alii vehicles (B, C, D),

a trajectory judging means (24) arranged to determine whether there is a conflict situation when the vehicle (A) and the ali vehicles (B, C, D) are moving according to their ideal trajectories (40A, 40B, 40C, 40D ) and is designed, when a conflict situation is established, to determine a conflict-free default trajectory set for all vehicles (A, B, C, D) that is based on one for all vehicles (A, B, C, D ) identical set of rules for each vehicle (A, B, C, D) is selected from the ideal trajectory (40) or the delay trajectory (42),

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

12. Motor vehicle, comprising a number of environmental sensors (18), a device (10) according to the preceding claim and a vehicle control device (30) for the autonomous movement of the motor vehicle.