WO2021122145A1 - Determination of driving behaviour for v2x-capable vehicles - Google Patents

Determination of driving behaviour for v2x-capable vehicles Download PDF

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Publication number
WO2021122145A1
WO2021122145A1 PCT/EP2020/085039 EP2020085039W WO2021122145A1 WO 2021122145 A1 WO2021122145 A1 WO 2021122145A1 EP 2020085039 W EP2020085039 W EP 2020085039W WO 2021122145 A1 WO2021122145 A1 WO 2021122145A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
trajectory
vehicles
priority level
driving behaviour
Prior art date
Application number
PCT/EP2020/085039
Other languages
French (fr)
Inventor
Lasse SCHNEPEL
Thirumalai Kumarasamy AYYAPPAN
Original Assignee
Valeo Schalter Und Sensoren Gmbh
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Publication date
Application filed by Valeo Schalter Und Sensoren Gmbh filed Critical Valeo Schalter Und Sensoren Gmbh
Publication of WO2021122145A1 publication Critical patent/WO2021122145A1/en

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • 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
    • B60W60/0024—Planning or execution of driving tasks with mediation between passenger and vehicle requirements, e.g. decision between dropping off a passenger or urgent vehicle service
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—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
    • G08G1/0965—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages responding to signals from another vehicle, e.g. emergency 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
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • G08G1/202—Dispatching vehicles on the basis of a location, e.g. taxi dispatching

Definitions

  • the present invention refers to a method for determining a driving behaviour of one or more V2X-capable vehicles in an at least partial V2X traffic environment.
  • the present invention also refers to a vehicle coordination system comprising means for executing the steps of the method.
  • the present invention refers to a driving support system comprising means for executing the steps of the method.
  • the present invention refers to a vehicle comprising the driving support system.
  • the present invention refers to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the steps of the method.
  • the present invention refers to a data carrier signal, which the computer program transmits.
  • the present invention refers to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to execute the steps of the method.
  • Vehicles usually drive through a parking facility without coordination. This leads to many stops and starts, delays while the engine is running and generally to a non-optimal driving strategy for each individual vehicle.
  • An overarching system for traffic flow optimization is not known.
  • the disclosure document DE 10 2015 202469 A1 reveals a method and device for reducing vehicle speed to avoid collisions. More specifically, a method for reducing a risk of a collision between two vehicles driving on a parking lot is disclosed, wherein for an environment of a location on the parking lot to which a predetermined collision probability is assigned, a safety target trajectory for one of the vehicles is determined and the one vehicle is specified, wherein the safety target trajectory specifies a guidance of the one vehicle in such a way that when the safety target trajectory is driven off in the environment by the one vehicle, a collision probability of a collision between the two vehicles is reduced.
  • the purpose is thus to avoid collisions, which can be at the expense of the traffic flow.
  • a solution for traffic flow optimization is not disclosed.
  • valet parking system With a valet parking system, a customer takes his vehicle to a transfer point, often also known as a valet zone, and hands over his vehicle key to a service provider or valet. In return, the service provider gives the customer a parking ticket and then parks the vehicle. If the customer wants to leave the facility at a later date, the vehicle is brought forward again when requested and the vehicle key is returned. With an automatic valet parking system, the vehicle is guided autonomously.
  • the present invention provides a method for setting a driving behaviour of one or more V2X-capable vehicles in an at least partial V2X traffic environment, comprising the following steps:
  • a receiving system In particular receiving, with a receiving system, environmental information; determining, in particular with a computing system, one or more V2X-capable vehicles in the V2X traffic environment and in particular their respective planned driving behaviour on the basis of the environmental information; assigning priority levels to the one or more V2X-capable vehicles; setting a driving behaviour of the one or more V2X-capable vehicles based on the priority levels. For example, a first priority level is assigned when the vehicle is requested for picking up a passenger and a second priority level is assigned when the vehicle is intended for a parking drive or wherein a first priority level is assigned when the vehicle is manually driven, a second priority level is assigned when the vehicle is requested for picking up a passenger and a third priority level is assigned when the vehicle is intended for a parking drive.
  • V2X-capable vehicles are configured to drive at least semi-autonomously or full-autonomously.
  • Passenger means a human which has to be reached by the vehicle.
  • the passenger may be a potential passenger and/or a driver.
  • “Requested for picking up” may mean that the passenger sends a signal, in particular by means of a smart phone, vehicle key device or V2X traffic environment HMI, or the like, which is received by the computing system or the vehicle. Then the vehicle may drive autonomously towards a pick up zone for passengers along a trajectory. This trajectory may be provided by the computing system. Alternatively the vehicle calculates the trajectory, e.g. by means of a map received from the computing system, in particular taking into account its priority level.
  • “Intended for parking” may mean that the vehicle drives from a drop off zone where a passenger leaves the vehicle towards a parking space along a parking trajectory. In particular the location of the parking space and/or the parking trajectory is provided by the computing system.
  • the computing system may comprise a server and communication means for communicating with the vehicles and/or smart phones and/or vehicle key devices.
  • the computing system is a vehicle external system.
  • Determining, with a computing system, one or more V2X-capable vehicles may mean that the vehicles are at least registered for using the V2X traffic environment and/or the computing system communicates with the vehicle, a vehicle device or a smart phone. Alternatively or additionally the vehicles may be detected by means of sensors, e.g. cameras and the like, of the V2X traffic environments.
  • First priority means a higher priority than the second priority and so on.
  • vehicles having the first priority are assigned to drive with a higher velocity than vehicles having the second or third priority.
  • vehicles having the higher priority have to drive on ahead of vehicles having a lower priority.
  • the driving behavior may be set by means of each vehicle itself or by means of the computing system.
  • the last step, or any of the steps, or all steps of the inventive method is or are executed in the vehicle.
  • the basic idea of the invention and individual elements of the claimed invention subject matter are explained in accordance with their naming in the claim set and further in the following, particularly preferred embodiments of the invention subject matter are described. Any explanations are descriptive and preferred, but not limiting examples.
  • the method comprises the steps of calculating a first trajectory for a first vehicle which is requested for picking up a passenger and calculating a second trajectory for a second vehicle intended for a parking drive, wherein the second vehicle is slowed down for letting the first vehicle pass when the first trajectory crosses the second trajectory and/or an alternative first and/or second trajectory is calculated such that crossings between the first and the second trajectories are reduced or avoided.
  • Trajectory may mean only a path or a path which is driven at a certain time with a defined velocity run.
  • Alternative trajectory may mean that the path and/or the velocity run is changed.
  • Crossings may mean that only the paths crosses and/or that a potential collision occurs when taking the velocity runs and passing timing (or moment) into account.
  • the first and/or second vehicle is slowed down when the first and/or second trajectory crosses a trajectory of the manually driven vehicle.
  • the method comprises the steps of calculating a third trajectory for a third vehicle which is requested for picking up a passenger and calculating a fourth trajectory for a fourth vehicle which is requested for picking up a passenger, wherein the fourth vehicle has a longer distance from its location towards a pickup location of its passenger as the third vehicle, and wherein the third vehicle is slowed down for letting the fourth vehicle pass when the third trajectory crosses the fourth trajectory and/or an alternative third and/or the fourth trajectory is calculated such that crossings between the third and the fourth trajectories are reduced or avoided.
  • the numbering “third” and “fourth” regarding the vehicle and trajectory is transposable. It is also transposable with “first” and “second”.
  • a computing system e.g. external parking facility server
  • the parking facility server can know and/or calculate all positions, targets and routes of all vehicles inside the parking facility (e.g. by vehicle-to-everything (V2X) communication) and may calculate best speeds and alternative routing.
  • V2X vehicle-to-everything
  • Person-oriented means, in particular, that circumstances affecting persons must be taken into account when optimizing the traffic flow. For example, as little waiting time as possible should be provided for persons when a vehicle is or will be driven with a person as opposed to a vehicle that is or will not be driven with a person.
  • An at least partially V2X traffic environment means that at least V2X-capable vehicles/components are present among all road users.
  • V2X communication is the passing of information from a vehicle to any entity that may affect the vehicle, and vice versa. It is a vehicular communication system that incorporates other more specific types of communication as vehicle-to- infrastructure (V2I), vehicle-to-network (V2N), vehicle-to-vehicle (V2V), vehicle-to- pedestrian (V2P), vehicle-to-device (V2D) and vehicle-to-grid (V2G).
  • V2I vehicle-to- infrastructure
  • V2N vehicle-to-network
  • V2V vehicle-to-vehicle
  • V2P vehicle-to- pedestrian
  • V2D vehicle-to-device
  • V2G vehicle-to-grid
  • V2X The main motivations for V2X are road safety, traffic efficiency, and energy savings.
  • V2X communication technology There are two types of V2X communication technology depending on the underlying technology being used: WLAN-based and cellular-based.
  • Standardization of WLAN-based V2X supersedes that of cellular-based V2X systems. IEEE first published the specification of WLAN-based V2X (IEEE 802.11 p) in 2012. It supports direct communication between vehicles (V2V) and between vehicles and infrastructure (V2I). This technology is referred to as Dedicated Short Range Communication (DSRC). DSRC uses the underlying radio communication provided by
  • the ego vehicle e.g. can perceive other vehicles in the parking facility by an ego vehicle sensor system or by vehicle-to-vehicle (V2V) communication and adopt its own speed according to this data.
  • V2V vehicle-to-vehicle
  • swarm intelligence can be used to coordinate multiple vehicles equipped with this technology, as the data collected by one vehicle can be transmitted to all other vehicles, potentially via the computing system.
  • Vehicle priority will be taken into account (e.g. vehicles driving to pick-up-zone have priority over vehicles driving to parking slots).
  • Vehicle-to-vehicle (V2V) communication refers to the exchange of information and data between vehicles with the aim of reporting critical and dangerous situations to the driver at an early stage.
  • Vehicle-to-vehicle (V2V) communication is a special case of vehicle- to-everything (V2X) communication, i.e. the communication of vehicles with their surroundings (in addition to other road users, in particular the infrastructure).
  • V2X vehicle- to-everything
  • the speed can be adapted to traffic lights and other dynamic objects (e.g. pedestrians).
  • HMI Human Machine Interface
  • HMI is the place or action with which a person comes into contact with a machine. Such an example is an input display. It belongs neither to the human nor to the "machine" (computing system), but is the interface between both. Systematically, the HMI belongs to the human-machine systems (MMS): Human ⁇ Human-Machine-Interface ⁇ Machine.
  • MMS human-machine systems
  • AVP automated valet parking
  • This speed regulation can also be used to reduce conflicts between vehicles by timing them in a way that only one vehicle per time needs to use a crossing.
  • participating vehicles communicate their routing and position with the exemplary parking facility as defined by a corresponding AVP standard.
  • Other vehicles and their driving behaviour may be estimated by other means, like additional sensors in the traffic environment or in-vehicle.
  • priorities or emphases can be placed on ensuring that people have as short a waiting time as possible.
  • a first vehicle can approach a collection zone, so that it is to be expected that a person will wait there. To do this, the first vehicle crosses an intersection.
  • two more vehicles drive driverless to a parking lot and cross the same intersection. Since one person is waiting for the first vehicle, it has a high priority. The other two vehicles have the same low priority.
  • one of the other two vehicles can be assigned a higher priority if it is driven manually.
  • the increased priority can affect at least the other driverless vehicle or the first vehicle.
  • the receiving system shall include means for determining the traffic environment.
  • these can be sensors on or in the vehicle, environmental sensors or other vehicle information transmission means.
  • Vehicle sensors can, for example, be lidar sensors.
  • Environmental sensors can also be lidar sensors.
  • Further vehicle information can, for example, be provided via V2V communication and/or via a global navigation satellite system (GNSS) position determination.
  • GNSS global navigation satellite system
  • GNSS is a system for position determination and navigation on the earth and in the air by receiving signals from navigation satellites and pseudolites.
  • GNSS is a collective term for the use of existing and future global satellite systems such as NAVSTAR Global Positioning System (GPS) of the United States of America, Global Navigation Satellite System (GLONASS) of the Russian Federation, Galileo of the European Union, Beidou of the People's Republic of China and various complementary systems of Europe, the USA, Japan and India.
  • GPS Global Positioning System
  • GLONASS Global Navigation Satellite System
  • Galileo Galileo of the European Union
  • Beidou Beidou of the People's Republic of China
  • various complementary systems of Europe the USA, Japan and India.
  • the environmental information can contain data from distance detection.
  • the environmental information can comprise further data.
  • the planned destinations and/or trajectories can be exchanged or received by the receiving system via V2V communication.
  • manual dynamic objects without a V2X communication interface such as pedestrians or manual vehicles, can be detected and their planned trajectories estimated using forecasting methods.
  • the determining of the driving behaviour of the one or more V2X-capable vehicles, based on the priority levels, may include an initial determining or adjusting of the driving behaviour.
  • the driving behaviour comprises a speed and/or a trajectory of the one or more V2X- capable vehicles.
  • Speed and trajectory are particularly preferred because they also enable energy-efficient driving management and traffic flow, whereby speed and trajectories can be matched to each other in such a way that as few braking and starting procedures as possible are required. In addition, this can also reduce vehicle wear, for example brake wear.
  • one or more non-V2X-capable dynamic objects are also determined on the basis of the environmental information, preferably their driving behaviour being predicted.
  • This increases the quality of traffic flow optimization.
  • non-V2X-capabled dynamic objects include automobiles, trucks, motorcycles, bicycles, pedestrians or similar objects.
  • the prediction can be made, for example, by a method based on machine learning, in particular by using a neural network. This serves to increase efficiency, as it has been shown that predictions made in this way allow a reliable determination of driving behaviour and thus a comprehensively energy-efficient optimization of traffic flow.
  • the corresponding environmental information can, for example, contain data from a lidar sensor.
  • the planned driving behavior can, for example, be assumed by extending the direction of motion. This saves energy and computing capacities.
  • the method comprises at least two priority levels, preferably at least three, namely at least a high priority level and a simple priority level, and preferably a low priority level. At least two priority levels are therefore preferred. This allows a classification of one or more V2X-capable vehicles into at least two different priorities. If, for example, a V2X- capable vehicle has a high priority level and several other V2X-capable vehicles have a simple priority level, the vehicle with the high priority level is immediately directed to its destination, for which purpose its driving behaviour and the driving behaviour of the surrounding vehicles with the simple priority level are determined accordingly. This is helpful, for example, in the case of vehicles approaching an emergency.
  • the third priority level can then also include one or more V2X-capable vehicles, which are, for example, not linked to any person, so that no person is waiting.
  • V2X-capable vehicles which are, for example, not linked to any person, so that no person is waiting.
  • An example of this could be that a vehicle will be re-parked, and no one wants to get into the vehicle.
  • this V2X-enabled vehicle can have a low priority level, so that vehicles with higher priority levels reach their destination faster.
  • the purpose of the priority levels is to reduce the waiting time for people as much as possible so that they reach their destination as efficiently as possible.
  • At least a simple priority level is classified for at least one V2X-capable vehicle if at least one person waits outside the V2X-capable vehicle until it reaches a destination.
  • the purpose of a priority level classified in this way, and in particular increased priority level is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way. For example, if a person is out in the rain waiting for the requested vehicle to arrive so that the person can get in, this should be prioritized over a vehicle that is re-parked independently by a person.
  • At least a simple priority level is classified for at least one V2X-capable vehicle if at least one person drives or is driven in the V2X-capable vehicle.
  • the purpose of a priority level classified in this way, and in particular increased priority level is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way.
  • a V2X-capable vehicle in a situation in which at least one person outside the at least one V2X-capable vehicle waits until it has reached a destination is classified with a higher priority level than a V2X-capable vehicle in which at least one person is driving or is being driven.
  • the purpose of a priority level classified in this way, and in particular increased priority level is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way. For example, if a person is out in the rain waiting for the requested vehicle to arrive so that the person can get in, this should be prioritized over a vehicle that is re-parked independently by a person.
  • a V2X-capable vehicle manually driven by a driver is classified with a higher priority level than an autonomously driving V2X-capable vehicle.
  • the purpose of a priority level classified in this way, and in particular increased priority level, is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way.
  • accident prevention is classified as the highest priority level for one or more V2X- capable vehicles.
  • This can be pre-programmed as the highest and unchangeable priority level.
  • This type of embodiment is based on prioritizing the safety of all traffic participants. Thus, an optimal traffic flow can be achieved on a daily basis, with safety at the highest level.
  • the driving behaviour of the V2X-capable vehicles is determined in such a way that the vehicles reach their destinations as quickly as possible.
  • the basic idea behind this design is to design the traffic flow as quickly and reliably as possible. To formulate it differently, this means that vehicles follow the principle of an efficient and continuous traffic flow.
  • the driving behaviour of one or more V2X-capable vehicles will be determined taking traffic regulations into account.
  • Traffic regulations can be based on legal regulations, but also on traffic signs, integrated into the environmental information. This especially increases safety with regard to non-V2X-capable vehicles participating in traffic. While such a regulation can be optional for only V2X-capable vehicles, it increases safety for non-V2X-capable vehicles.
  • it should be taken into account that non- V2X-capable vehicles participating in traffic are not connected to the logical vehicle coordination system. For example, ignoring a "Pay attention to right of way" sign for a non-V2X-capable vehicle may result in a more optimal overall traffic flow.
  • the vehicle coordination system can assume that the non-V2X-capable vehicle will not ignore these rules in favour of traffic flow. Thus, the vehicle coordination system can then achieve the best possible traffic flow by knowing the traffic rules and by using V2X- capable vehicles with the appropriate driving behaviour.
  • each priority level of a vehicle can be classified, for example, by evaluating the impact of the potential priority level on vehicle standstill times.
  • a receiving system which comprises a vehicle sensor system, an environmental sensor system and/or a vehicle information transmission means, in particular a V2V communication means.
  • the vehicle sensor system can, for example, be an existing sensor system of the vehicle, such as ultrasonic distance sensors or lidar sensors.
  • a separate sensor system on/inside the vehicle is also possible.
  • the environmental sensor system can, for example, be provided by sensors in a parking facility or generally on/in the roadway.
  • the purpose of the vehicle sensor system and the environmental sensor system is the real-time detection of objects participating in traffic.
  • a vehicle information transmission means can, as proposed, be a V2V communication means. This allows V2X-capable vehicles to exchange data and destinations with each other in order to determine the best possible driving behaviour. Data, for example information about traffic rules, can also be loaded from other servers.
  • the vehicle coordination system may comprise means in the V2X-capable vehicle and/or in the at least partial V2X traffic environment.
  • the present invention also provides a driving support system comprising means for executing the steps of the method.
  • the driving support system can comprise a driving support system for supporting autonomous or semi-autonomous driving of respective autonomous or semiautonomous vehicles, or a driver assistance system for supporting a driver of the vehicle in different driving situations.
  • the present invention also provides a V2X-capable vehicle comprising the driving support system.
  • the vehicle is an ego vehicle of a driver.
  • the present invention also provides a computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the steps of the method.
  • a computer program is a collection of instructions for performing a specific task that is designed to solve a specific class of problems.
  • the instructions of a program are designed to be executed by a computer and it is required that a computer can execute programs in order to it to function.
  • the present invention also provides a data carrier signal, which the computer program transmits.
  • the present invention also provides a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to execute the steps of the method.
  • Fig. 1 shows a schematic view of a vehicle coordination system according to the first embodiment of the invention
  • Fig. 2 a first driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ;
  • Fig. 3 a second driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ;
  • Fig. 4 a third driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ;
  • Fig. 5 shows a flowchart of a method for the vehicle coordination system according to Fig. 1.
  • Figure 1 shows a vehicle coordination system 1 with means for determining a driving behaviour of one or more V2X-capable vehicles 10a, 10b, 10c, 10d in an at least partial V2X traffic environment, for executing steps of a method for determining a driving behaviour of the one or more V2X-capable vehicles 10a, 10b, 10c, 10d in an at least partial V2X traffic environment, comprising the following steps:
  • the method itself is shown in Figure 5 as a flowchart.
  • the driving behaviour comprises a speed and/or a trajectory T10a, T10b, T1 Oc of the one or more V2X-capable vehicles 10a, 10b, 10c,
  • non-V2X-capable dynamic object 16 is also determined on the basis of the environmental information, preferably its driving behaviour being predicted.
  • the non-V2X-capable dynamic object 16 is exemplarily a vehicle as shown in Figure 2 and a person crossing the roadway or trajectory T 10a of a V2X-capable vehicle 10a as shown in Figure 4.
  • the prediction of the driving behavior is thus to be understood broadly and can also be understood as motion behavior. Even with non-V2X-capable dynamic objects 16, this can affect their further speed and/or their further trajectory T 16.
  • the method symbolized in Figure 5 has at least two priority levels, preferably at least three priority levels, namely at least a high priority level and a simple priority level, and preferably a low priority level.
  • a high priority level is classified for at least one V2X-capable vehicle 10a, because at least one person 18 waits outside the V2X-capable vehicle 10a until it reaches a destination 20a.
  • the destination 20a is a pick-up zone.
  • the person 18 therefore waits for the ordered V2X-capable vehicle 10a to finally arrive at destination 20a, so that he or she can get in promptly. Therefore, a high priority level is provided.
  • a high priority level is classified for at least one V2X-capable vehicle 10b, because at least one person drives or is driven in the V2X-capable vehicle 10b.
  • the person sitting in the V2X-capable vehicle 10b is not graphically depicted in detail.
  • the third V2X-capable vehicle 10c in Figure 3 drives autonomously without occupants. Since no persons are waiting for the V2X-capable vehicle 10c, when both V2X-capable vehicles 10b and 10c are viewed together, only the V2X-capable vehicle 10b receives a high priority level.
  • Figure 3 shows that the two V2X-capable vehicles 10a, 10b have equal priority levels
  • the driving behaviour of the two V2X-capable vehicles 10a, 10b is determined in such a way that the vehicles 10a, 10b reach their destinations 20a, 20b as quickly as possible.
  • the driving behaviour of one V2X-capable vehicle 10a is be determined taking traffic regulations into account. It has to be taken into account that also non-V2X-capable dynamic objects 16, in this case a vehicle, participate in the traffic situation.
  • the traffic rule is defined by a road sign 22.
  • the V2X-capable vehicle 10a stops until the non-V2X-capable dynamic object 16 has passed.
  • the driving behaviour of one or more V2X-capable vehicles 10a, 10b, 10c, 10d is determined in such a way that as little or no vehicle standstill as possible occurs.
  • the environmental information 100 is received with a receiving system 12 which comprises a vehicle sensor system 12a, an environmental sensor system 12b and/or a vehicle information transmission means 12c, in particular a V2V communication means.
  • a receiving system 12 which comprises a vehicle sensor system 12a, an environmental sensor system 12b and/or a vehicle information transmission means 12c, in particular a V2V communication means.

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Abstract

Method for setting a driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in an at least partial V2X traffic environment, comprising the following steps: determining one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in the V2X traffic environment; assigning priority levels (300) to the one or more V2X-capable vehicles (10a, 10b, 10c, 10d); setting a driving behaviour of the one or more V2X-capable vehicles (10a, 10b, 10c, 10d) based on the priority levels (400); wherein a first priority level is assigned when the vehicle is requested for picking up a passenger and a second priority level is assigned when the vehicle is intended for a parking drive or wherein a first priority level is assigned when the vehicle is manually driven, a second priority level is assigned when the vehicle is requested for picking up a passenger and a third priority level is assigned when the vehicle is intended for a parking drive.

Description

Determination of driving behaviour for V2X-capable vehicles
The present invention refers to a method for determining a driving behaviour of one or more V2X-capable vehicles in an at least partial V2X traffic environment.
The present invention also refers to a vehicle coordination system comprising means for executing the steps of the method.
Furthermore, the present invention refers to a driving support system comprising means for executing the steps of the method.
Furthermore, the present invention refers to a vehicle comprising the driving support system.
Furthermore, the present invention refers to a computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the steps of the method.
Furthermore, the present invention refers to a data carrier signal, which the computer program transmits.
Furthermore, the present invention refers to a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to execute the steps of the method.
Vehicles usually drive through a parking facility without coordination. This leads to many stops and starts, delays while the engine is running and generally to a non-optimal driving strategy for each individual vehicle.
Basically, there are approaches to adjust speeds. An overarching system for traffic flow optimization is not known. For example, the disclosure document DE 10 2015 202469 A1 reveals a method and device for reducing vehicle speed to avoid collisions. More specifically, a method for reducing a risk of a collision between two vehicles driving on a parking lot is disclosed, wherein for an environment of a location on the parking lot to which a predetermined collision probability is assigned, a safety target trajectory for one of the vehicles is determined and the one vehicle is specified, wherein the safety target trajectory specifies a guidance of the one vehicle in such a way that when the safety target trajectory is driven off in the environment by the one vehicle, a collision probability of a collision between the two vehicles is reduced. The purpose is thus to avoid collisions, which can be at the expense of the traffic flow. A solution for traffic flow optimization is not disclosed.
An invention is also disclosed in the publication DE 10 2012 021 282 A1 . It reveals that a vehicle reduces its speed so that another vehicle can drive past in order to prevent one vehicle from stopping. For this purpose, the trajectories of the two vehicles are exchanged. The coordination of such a manoeuvre is described in concrete terms. Flowever, this does not optimize the overall traffic flow.
Finally, the disclosure document US 2017/0351267 A1 with the disclosure of an adjustment of the speed of a vehicle in order to avoid a collision with another vehicle is known. This is controlled by an automatic valet parking system. Flowever, the distribution of the detection accuracy and the handling of overlapping detection areas are concretized. Flow the traffic flow optimization is carried out holistically is not disclosed.
With a valet parking system, a customer takes his vehicle to a transfer point, often also known as a valet zone, and hands over his vehicle key to a service provider or valet. In return, the service provider gives the customer a parking ticket and then parks the vehicle. If the customer wants to leave the facility at a later date, the vehicle is brought forward again when requested and the vehicle key is returned. With an automatic valet parking system, the vehicle is guided autonomously.
In particular, no state of the art technology reveals a holistic and user-friendly traffic flow optimization. Real-time situations are taken into account, whereby more in-depth information and conditions, such as the waiting of a person outside a vehicle, are not taken into account.
It is an object of the present invention to provide a method for determining a driving behaviour of one or more V2X-capable vehicles in an at least partial V2X traffic environment, a vehicle coordination system, a driving support system, a vehicle, a computer program, a data carrier signal and a computer-readable medium, that optimize the flow of traffic in a person-oriented way.
This object is achieved by the independent claims. Advantageous embodiments are given in the dependent claims.
In particular, the present invention provides a method for setting a driving behaviour of one or more V2X-capable vehicles in an at least partial V2X traffic environment, comprising the following steps:
In particular receiving, with a receiving system, environmental information; determining, in particular with a computing system, one or more V2X-capable vehicles in the V2X traffic environment and in particular their respective planned driving behaviour on the basis of the environmental information; assigning priority levels to the one or more V2X-capable vehicles; setting a driving behaviour of the one or more V2X-capable vehicles based on the priority levels. For example, a first priority level is assigned when the vehicle is requested for picking up a passenger and a second priority level is assigned when the vehicle is intended for a parking drive or wherein a first priority level is assigned when the vehicle is manually driven, a second priority level is assigned when the vehicle is requested for picking up a passenger and a third priority level is assigned when the vehicle is intended for a parking drive.
This has the advantage that a waiting time for passenger is reduced. Therefore, a customer-friendly method is provided. In particular, at least some of the V2X-capable vehicles are configured to drive at least semi-autonomously or full-autonomously.
Passenger means a human which has to be reached by the vehicle. The passenger may be a potential passenger and/or a driver. “Requested for picking up” may mean that the passenger sends a signal, in particular by means of a smart phone, vehicle key device or V2X traffic environment HMI, or the like, which is received by the computing system or the vehicle. Then the vehicle may drive autonomously towards a pick up zone for passengers along a trajectory. This trajectory may be provided by the computing system. Alternatively the vehicle calculates the trajectory, e.g. by means of a map received from the computing system, in particular taking into account its priority level. “Intended for parking” may mean that the vehicle drives from a drop off zone where a passenger leaves the vehicle towards a parking space along a parking trajectory. In particular the location of the parking space and/or the parking trajectory is provided by the computing system.
The computing system may comprise a server and communication means for communicating with the vehicles and/or smart phones and/or vehicle key devices. For example, the computing system is a vehicle external system.
“Determining, with a computing system, one or more V2X-capable vehicles” may mean that the vehicles are at least registered for using the V2X traffic environment and/or the computing system communicates with the vehicle, a vehicle device or a smart phone. Alternatively or additionally the vehicles may be detected by means of sensors, e.g. cameras and the like, of the V2X traffic environments.
First priority means a higher priority than the second priority and so on. Preferably, vehicles having the first priority are assigned to drive with a higher velocity than vehicles having the second or third priority. In particular, vehicles having the higher priority have to drive on ahead of vehicles having a lower priority.
The driving behavior may be set by means of each vehicle itself or by means of the computing system.
It is preferable that the order of the aforementioned method steps can be varied, unless technically necessary in the aforementioned order. However, the aforementioned order of the method steps is particularly preferred.
Preferably, the last step, or any of the steps, or all steps of the inventive method is or are executed in the vehicle. In the following, the basic idea of the invention and individual elements of the claimed invention subject matter are explained in accordance with their naming in the claim set and further in the following, particularly preferred embodiments of the invention subject matter are described. Any explanations are descriptive and preferred, but not limiting examples.
According to an embodiment the method comprises the steps of calculating a first trajectory for a first vehicle which is requested for picking up a passenger and calculating a second trajectory for a second vehicle intended for a parking drive, wherein the second vehicle is slowed down for letting the first vehicle pass when the first trajectory crosses the second trajectory and/or an alternative first and/or second trajectory is calculated such that crossings between the first and the second trajectories are reduced or avoided.
The numbering “first” and “second” regarding the vehicle and trajectory is transposable.
It is also transposable with “third” and “fourth”. “Trajectory” may mean only a path or a path which is driven at a certain time with a defined velocity run. Alternative trajectory may mean that the path and/or the velocity run is changed. “Crossings” may mean that only the paths crosses and/or that a potential collision occurs when taking the velocity runs and passing timing (or moment) into account.
According to a further embodiment, the first and/or second vehicle is slowed down when the first and/or second trajectory crosses a trajectory of the manually driven vehicle.
According to a further embodiment, the method comprises the steps of calculating a third trajectory for a third vehicle which is requested for picking up a passenger and calculating a fourth trajectory for a fourth vehicle which is requested for picking up a passenger, wherein the fourth vehicle has a longer distance from its location towards a pickup location of its passenger as the third vehicle, and wherein the third vehicle is slowed down for letting the fourth vehicle pass when the third trajectory crosses the fourth trajectory and/or an alternative third and/or the fourth trajectory is calculated such that crossings between the third and the fourth trajectories are reduced or avoided.
The numbering “third” and “fourth” regarding the vehicle and trajectory is transposable. It is also transposable with “first” and “second”. In particular, the basic idea of the invention is that the prioritization of vehicles for a specific traffic situation with regard to speed and route guidance is carried out by a computing system (e.g. external parking facility server) to ensure an optimal traffic flow. The parking facility server can know and/or calculate all positions, targets and routes of all vehicles inside the parking facility (e.g. by vehicle-to-everything (V2X) communication) and may calculate best speeds and alternative routing. This optimized strategy is then communicated to the vehicles which adopt their driving. This optimizes the flow of traffic in a person-oriented way. Person-oriented means, in particular, that circumstances affecting persons must be taken into account when optimizing the traffic flow. For example, as little waiting time as possible should be provided for persons when a vehicle is or will be driven with a person as opposed to a vehicle that is or will not be driven with a person.
An at least partially V2X traffic environment means that at least V2X-capable vehicles/components are present among all road users.
Vehicle-to-everything (V2X) communication is the passing of information from a vehicle to any entity that may affect the vehicle, and vice versa. It is a vehicular communication system that incorporates other more specific types of communication as vehicle-to- infrastructure (V2I), vehicle-to-network (V2N), vehicle-to-vehicle (V2V), vehicle-to- pedestrian (V2P), vehicle-to-device (V2D) and vehicle-to-grid (V2G).
The main motivations for V2X are road safety, traffic efficiency, and energy savings. There are two types of V2X communication technology depending on the underlying technology being used: WLAN-based and cellular-based.
Standardization of WLAN-based V2X supersedes that of cellular-based V2X systems. IEEE first published the specification of WLAN-based V2X (IEEE 802.11 p) in 2012. It supports direct communication between vehicles (V2V) and between vehicles and infrastructure (V2I). This technology is referred to as Dedicated Short Range Communication (DSRC). DSRC uses the underlying radio communication provided by
802.11p. Even without a separate computing system, the ego vehicle e.g. can perceive other vehicles in the parking facility by an ego vehicle sensor system or by vehicle-to-vehicle (V2V) communication and adopt its own speed according to this data. Also, swarm intelligence can be used to coordinate multiple vehicles equipped with this technology, as the data collected by one vehicle can be transmitted to all other vehicles, potentially via the computing system. Vehicle priority will be taken into account (e.g. vehicles driving to pick-up-zone have priority over vehicles driving to parking slots).
Vehicle-to-vehicle (V2V) communication refers to the exchange of information and data between vehicles with the aim of reporting critical and dangerous situations to the driver at an early stage. Vehicle-to-vehicle (V2V) communication is a special case of vehicle- to-everything (V2X) communication, i.e. the communication of vehicles with their surroundings (in addition to other road users, in particular the infrastructure).
In addition to the influence by other vehicles, the speed can be adapted to traffic lights and other dynamic objects (e.g. pedestrians).
This can be used for vehicles that are autonomously driving as well as for vehicles that are manually driven. In manually driven cars, the optimal speed can be displayed to the driver in the Human Machine Interface (HMI) or used as target speed for cruise control.
HMI is the place or action with which a person comes into contact with a machine. Such an example is an input display. It belongs neither to the human nor to the "machine" (computing system), but is the interface between both. Systematically, the HMI belongs to the human-machine systems (MMS): Human < Human-Machine-Interface < Machine.
During driving autonomously in a traffic situation, e.g. in a parking facility during an automated valet parking (AVP) scenario, there might be one computing system, which knows the position and routing of all (automated) vehicles in the parking facility. This computing system can calculate the best speeds for all vehicles to control traffic flow in an optimal way. This leads to more fluent traffic and less fuel consumption.
This speed regulation can also be used to reduce conflicts between vehicles by timing them in a way that only one vehicle per time needs to use a crossing. For example, participating vehicles communicate their routing and position with the exemplary parking facility as defined by a corresponding AVP standard. Other vehicles and their driving behaviour may be estimated by other means, like additional sensors in the traffic environment or in-vehicle.
When prioritizing vehicles, for example, priorities or emphases can be placed on ensuring that people have as short a waiting time as possible. For example, a first vehicle can approach a collection zone, so that it is to be expected that a person will wait there. To do this, the first vehicle crosses an intersection. At the same time, two more vehicles drive driverless to a parking lot and cross the same intersection. Since one person is waiting for the first vehicle, it has a high priority. The other two vehicles have the same low priority.
In addition, one of the other two vehicles can be assigned a higher priority if it is driven manually. The increased priority can affect at least the other driverless vehicle or the first vehicle.
The receiving system shall include means for determining the traffic environment. For example, these can be sensors on or in the vehicle, environmental sensors or other vehicle information transmission means. Vehicle sensors can, for example, be lidar sensors. Environmental sensors can also be lidar sensors. Further vehicle information can, for example, be provided via V2V communication and/or via a global navigation satellite system (GNSS) position determination. GNSS is a system for position determination and navigation on the earth and in the air by receiving signals from navigation satellites and pseudolites. GNSS is a collective term for the use of existing and future global satellite systems such as NAVSTAR Global Positioning System (GPS) of the United States of America, Global Navigation Satellite System (GLONASS) of the Russian Federation, Galileo of the European Union, Beidou of the People's Republic of China and various complementary systems of Europe, the USA, Japan and India.
On the one hand, the environmental information can contain data from distance detection. On the other hand, the environmental information can comprise further data. For example, the planned destinations and/or trajectories can be exchanged or received by the receiving system via V2V communication. As an option, manual dynamic objects without a V2X communication interface, such as pedestrians or manual vehicles, can be detected and their planned trajectories estimated using forecasting methods.
The determining of the driving behaviour of the one or more V2X-capable vehicles, based on the priority levels, may include an initial determining or adjusting of the driving behaviour.
According to a modified embodiment of the invention, it is provided that the driving behaviour comprises a speed and/or a trajectory of the one or more V2X- capable vehicles. This means that at least the future speed and/or trajectory of a vehicle will be adjusted. If only the speed is determined or adjusted, at least a permanent traffic flow can be guaranteed. Any standstill times are thus reduced to a minimum as far as possible. If only the trajectory is determined or adapted, the route can be adapted in such a way that no standstill is necessary. Thus, for example, a minor return trip can be driven with an adapted trajectory if the corresponding vehicle and a vehicle crossing its original trajectory would have led to at least one vehicle standstill. Speed and trajectory are particularly preferred because they also enable energy-efficient driving management and traffic flow, whereby speed and trajectories can be matched to each other in such a way that as few braking and starting procedures as possible are required. In addition, this can also reduce vehicle wear, for example brake wear.
According to a modified embodiment of the invention, it is provided that in addition to determining one or more V2X-capable vehicles and their respective planned driving behaviour, one or more non-V2X-capable dynamic objects are also determined on the basis of the environmental information, preferably their driving behaviour being predicted. This increases the quality of traffic flow optimization. Examples of such non-V2X-capabled dynamic objects include automobiles, trucks, motorcycles, bicycles, pedestrians or similar objects. The prediction can be made, for example, by a method based on machine learning, in particular by using a neural network. This serves to increase efficiency, as it has been shown that predictions made in this way allow a reliable determination of driving behaviour and thus a comprehensively energy-efficient optimization of traffic flow. It has also been shown that the risk of collisions with non-V2X-capable dynamic objects is reduced if they and their planned driving behaviour are taken into account. The corresponding environmental information can, for example, contain data from a lidar sensor. The planned driving behavior can, for example, be assumed by extending the direction of motion. This saves energy and computing capacities. As previously mentioned, it is also possible to make an optional prediction with changes in direction and speed in order to optimize the flow of traffic as much as possible.
According to a modified embodiment of the invention, it is provided that the method comprises at least two priority levels, preferably at least three, namely at least a high priority level and a simple priority level, and preferably a low priority level. At least two priority levels are therefore preferred. This allows a classification of one or more V2X-capable vehicles into at least two different priorities. If, for example, a V2X- capable vehicle has a high priority level and several other V2X-capable vehicles have a simple priority level, the vehicle with the high priority level is immediately directed to its destination, for which purpose its driving behaviour and the driving behaviour of the surrounding vehicles with the simple priority level are determined accordingly. This is helpful, for example, in the case of vehicles approaching an emergency.
The third priority level can then also include one or more V2X-capable vehicles, which are, for example, not linked to any person, so that no person is waiting. An example of this could be that a vehicle will be re-parked, and no one wants to get into the vehicle. In such a case, this V2X-enabled vehicle can have a low priority level, so that vehicles with higher priority levels reach their destination faster.
The purpose of the priority levels is to reduce the waiting time for people as much as possible so that they reach their destination as efficiently as possible.
According to a modified embodiment of the invention, it is provided that at least a simple priority level, preferably a high priority level, is classified for at least one V2X-capable vehicle if at least one person waits outside the V2X-capable vehicle until it reaches a destination. The purpose of a priority level classified in this way, and in particular increased priority level, is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way. For example, if a person is out in the rain waiting for the requested vehicle to arrive so that the person can get in, this should be prioritized over a vehicle that is re-parked independently by a person. According to a modified embodiment of the invention, it is provided that at least a simple priority level, preferably a high priority level, is classified for at least one V2X-capable vehicle if at least one person drives or is driven in the V2X-capable vehicle. The purpose of a priority level classified in this way, and in particular increased priority level, is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way.
According to a modified embodiment of the invention, it is provided that a V2X-capable vehicle in a situation in which at least one person outside the at least one V2X-capable vehicle waits until it has reached a destination is classified with a higher priority level than a V2X-capable vehicle in which at least one person is driving or is being driven. The purpose of a priority level classified in this way, and in particular increased priority level, is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way. For example, if a person is out in the rain waiting for the requested vehicle to arrive so that the person can get in, this should be prioritized over a vehicle that is re-parked independently by a person.
According to a modified embodiment of the invention, it is provided that a V2X-capable vehicle manually driven by a driver is classified with a higher priority level than an autonomously driving V2X-capable vehicle. The purpose of a priority level classified in this way, and in particular increased priority level, is to reduce the waiting time for persons as much as possible so that they reach their destination as efficiently as possible. This reduces the driving time in an advantageous way.
According to a modified embodiment of the invention, it is provided that accident prevention is classified as the highest priority level for one or more V2X- capable vehicles. This can be pre-programmed as the highest and unchangeable priority level. This type of embodiment is based on prioritizing the safety of all traffic participants. Thus, an optimal traffic flow can be achieved on a daily basis, with safety at the highest level.
According to a modified embodiment of the invention, it is provided that in case of equal priority levels, the driving behaviour of the V2X-capable vehicles is determined in such a way that the vehicles reach their destinations as quickly as possible. The basic idea behind this design is to design the traffic flow as quickly and reliably as possible. To formulate it differently, this means that vehicles follow the principle of an efficient and continuous traffic flow.
According to a modified embodiment of the invention, it is provided that the driving behaviour of one or more V2X-capable vehicles will be determined taking traffic regulations into account. Traffic regulations can be based on legal regulations, but also on traffic signs, integrated into the environmental information. This especially increases safety with regard to non-V2X-capable vehicles participating in traffic. While such a regulation can be optional for only V2X-capable vehicles, it increases safety for non-V2X-capable vehicles. As an example, it should be taken into account that non- V2X-capable vehicles participating in traffic are not connected to the logical vehicle coordination system. For example, ignoring a "Pay attention to right of way" sign for a non-V2X-capable vehicle may result in a more optimal overall traffic flow. However, the vehicle coordination system can assume that the non-V2X-capable vehicle will not ignore these rules in favour of traffic flow. Thus, the vehicle coordination system can then achieve the best possible traffic flow by knowing the traffic rules and by using V2X- capable vehicles with the appropriate driving behaviour.
According to a modified embodiment of the invention, it is provided that the driving behaviour of one or more V2X-capable vehicles is determined in such a way that as little or no vehicle standstill as possible occurs. This specification can be included in the basic logic. Thus, each priority level of a vehicle can be classified, for example, by evaluating the impact of the potential priority level on vehicle standstill times.
According to a modified embodiment of the invention, it is provided that environmental information is received with a receiving system which comprises a vehicle sensor system, an environmental sensor system and/or a vehicle information transmission means, in particular a V2V communication means. Thus, different sources can be used for the environmental information. The vehicle sensor system can, for example, be an existing sensor system of the vehicle, such as ultrasonic distance sensors or lidar sensors. A separate sensor system on/inside the vehicle is also possible. The environmental sensor system can, for example, be provided by sensors in a parking facility or generally on/in the roadway. The purpose of the vehicle sensor system and the environmental sensor system is the real-time detection of objects participating in traffic. A vehicle information transmission means can, as proposed, be a V2V communication means. This allows V2X-capable vehicles to exchange data and destinations with each other in order to determine the best possible driving behaviour. Data, for example information about traffic rules, can also be loaded from other servers.
According to the invention, there is also a vehicle coordination system with means for carrying out the steps of the method. The vehicle coordination system may comprise means in the V2X-capable vehicle and/or in the at least partial V2X traffic environment.
The present invention also provides a driving support system comprising means for executing the steps of the method. The driving support system can comprise a driving support system for supporting autonomous or semi-autonomous driving of respective autonomous or semiautonomous vehicles, or a driver assistance system for supporting a driver of the vehicle in different driving situations.
The present invention also provides a V2X-capable vehicle comprising the driving support system. Preferably, the vehicle is an ego vehicle of a driver.
The present invention also provides a computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the steps of the method. A computer program is a collection of instructions for performing a specific task that is designed to solve a specific class of problems. The instructions of a program are designed to be executed by a computer and it is required that a computer can execute programs in order to it to function.
The present invention also provides a data carrier signal, which the computer program transmits.
The present invention also provides a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to execute the steps of the method. These and other aspects of the invention will be apparent from and elucidated with reference to the embodiments described hereinafter. Individual features disclosed in the embodiments can constitute alone or in combination an aspect of the present invention.
Features of the different embodiments can be carried over from one embodiment to another embodiment.
In the drawings:
Fig. 1 shows a schematic view of a vehicle coordination system according to the first embodiment of the invention;
Fig. 2 a first driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ;
Fig. 3 a second driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ;
Fig. 4 a third driving situation, suitable for the application of the vehicle coordination system according to Fig. 1 ; and
Fig. 5 shows a flowchart of a method for the vehicle coordination system according to Fig. 1.
Figure 1 shows a vehicle coordination system 1 with means for determining a driving behaviour of one or more V2X-capable vehicles 10a, 10b, 10c, 10d in an at least partial V2X traffic environment, for executing steps of a method for determining a driving behaviour of the one or more V2X-capable vehicles 10a, 10b, 10c, 10d in an at least partial V2X traffic environment, comprising the following steps:
Receiving, with a receiving system 12a, 12b, 12c, environmental information 100; Determining, with a computing system 14, one or more V2X-capable vehicles 10a, 10b, 10c, 10d and their respective planned driving behaviour based on the environmental information 200;
Classifying the one or more V2X-capable vehicles 10a, 10b, 10c, 10d into priority levels 300; Determining the driving behaviour of the one or more V2X-capable vehicles 10a, 10b, 10c, 10d based on the priority levels 400. The method itself is shown in Figure 5 as a flowchart.
It is particularly preferred that the driving behaviour comprises a speed and/or a trajectory T10a, T10b, T1 Oc of the one or more V2X-capable vehicles 10a, 10b, 10c,
10d. At least the trajectory T1 Oa, T1 Ob, T1 Oc is exemplarily shown in figures 2, 3 and 4.
Looking at figures 2 and 4, it is symbolically shown that in addition to determining one or more V2X-capable vehicles 10a, 10b, 10c, 10d and their respective planned driving behaviour, at least one non-V2X-capable dynamic object 16 is also determined on the basis of the environmental information, preferably its driving behaviour being predicted. The non-V2X-capable dynamic object 16 is exemplarily a vehicle as shown in Figure 2 and a person crossing the roadway or trajectory T 10a of a V2X-capable vehicle 10a as shown in Figure 4. The prediction of the driving behavior is thus to be understood broadly and can also be understood as motion behavior. Even with non-V2X-capable dynamic objects 16, this can affect their further speed and/or their further trajectory T 16.
In particular, it is provided that the method symbolized in Figure 5 has at least two priority levels, preferably at least three priority levels, namely at least a high priority level and a simple priority level, and preferably a low priority level.
As shown in Figure 3, it is provided that preferably a high priority level, is classified for at least one V2X-capable vehicle 10a, because at least one person 18 waits outside the V2X-capable vehicle 10a until it reaches a destination 20a. In this case the destination 20a is a pick-up zone. The person 18 therefore waits for the ordered V2X-capable vehicle 10a to finally arrive at destination 20a, so that he or she can get in promptly. Therefore, a high priority level is provided. Although this feature is explained in Figure 3 in combination with other features, it can be claimed independently.
Further according to Figure 3 it is provided that preferably a high priority level, is classified for at least one V2X-capable vehicle 10b, because at least one person drives or is driven in the V2X-capable vehicle 10b. The person sitting in the V2X-capable vehicle 10b is not graphically depicted in detail. The third V2X-capable vehicle 10c in Figure 3 drives autonomously without occupants. Since no persons are waiting for the V2X-capable vehicle 10c, when both V2X-capable vehicles 10b and 10c are viewed together, only the V2X-capable vehicle 10b receives a high priority level. Although this feature is explained in Figure 3 in combination with other features, it can be claimed independently.
According to Figure 3, for example, when looking at the V2X-capable vehicles 10a, 10c together, it is now possible that the V2X-capable vehicle 10a in the situation in which the at least one person 18 outside the V2X-capable vehicle 10a waits until it has reached its destination 20a, this vehicle 10a is classified with a higher priority level than the other V2X-capable vehicle 10b in which at least one person is driving or is being driven. Although this feature is explained in Figure 3 in combination with other features, it can be claimed independently.
Alternatively, according to Figure 3, for example, when the V2X-capable vehicles 10a, 10c are considered together, it is possible that the V2X-capable vehicle 10b manually driven by a driver is classified with a higher priority level than an autonomously driving V2X-capable vehicle 10a. Although this feature is explained in Figure 3 in combination with other features, it can be claimed independently.
As an example, according to Figure 4, it is obviously understandable that accident prevention is classified as the highest priority level for one or more V2X-capable vehicles 10a, 10b, 10c, 10d. Finally, the Peron crossing the trajectory T10a as a non- V2X-capable dynamic object 16 is not to be driven over. Therefore, the trajectory T16 of the person is predicted and the driving behavior of the V2X-capable vehicle 10a is determined or adapted accordingly. Since the trajectory T10a is not changed, the speed of the V2X-capable vehicle 10a is significantly reduced.
If, for example, Figure 3 shows that the two V2X-capable vehicles 10a, 10b have equal priority levels, the driving behaviour of the two V2X-capable vehicles 10a, 10b is determined in such a way that the vehicles 10a, 10b reach their destinations 20a, 20b as quickly as possible. Although this feature is explained in Figure 3 in combination with other features, it can be claimed independently.
According to Figure 2, it is provided that the driving behaviour of one V2X-capable vehicle 10ais be determined taking traffic regulations into account. It has to be taken into account that also non-V2X-capable dynamic objects 16, in this case a vehicle, participate in the traffic situation. The traffic rule is defined by a road sign 22. Thus, the V2X-capable vehicle 10a stops until the non-V2X-capable dynamic object 16 has passed.
According to all embodiment examples, it is preferred that the driving behaviour of one or more V2X-capable vehicles 10a, 10b, 10c, 10d is determined in such a way that as little or no vehicle standstill as possible occurs.
According to figure 1 it is symbolically shown that the environmental information 100 is received with a receiving system 12 which comprises a vehicle sensor system 12a, an environmental sensor system 12b and/or a vehicle information transmission means 12c, in particular a V2V communication means.
Reference signs list
1 Vehicle coordination system
10a - d V2X-capable vehicle
12a - c Receiving system
12a Vehicle sensor system
12b Environmental sensor system
12c Vehicle information transmission means
14 Computing system
16 Non-V2X-capable dynamic objects
18 Person, waiting outside a V2X-capable vehicle
20a - c Destination of a V2X-capable vehicle
22 Road sign
T10a - c T rajectory of a V2X-capable vehicle
T16 T rajectory of a non-V2X-capable object
100 Receiving, with a receiving system, environmental information
200 Determining, with a computing system, one or more V2X-capable vehicles and their respective planned driving behaviour on the basis of the environmental information
300 Classifying the one or more V2X-capable vehicles into priority levels
400 Determining the driving behaviour of the one or more V2X-capable vehicles based on the priority levels

Claims

Patent claims
1. Method for setting a driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in an at least partial V2X traffic environment, comprising the following steps: determining one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in the V2X traffic environment;
- assigning priority levels (300) to the one or more V2X-capable vehicles (10a, 10b, 10c, 10d);
- setting a driving behaviour of the one or more V2X-capable vehicles (1 Oa, 10b, 10c, 10d) based on the priority levels (400); wherein a first priority level is assigned when the vehicle is requested for picking up a passenger and a second priority level is assigned when the vehicle is intended for a parking drive or wherein a first priority level is assigned when the vehicle is manually driven, a second priority level is assigned when the vehicle is requested for picking up a passenger and a third priority level is assigned when the vehicle is intended for a parking drive.
2. Method according to claim 1 , characterized by calculating a first trajectory for a first vehicle which is requested for picking up a passenger and calculating a second trajectory for a second vehicle intended for a parking drive, wherein the second vehicle is slowed down for letting the first vehicle pass when the first trajectory crosses the second trajectory and/or an alternative first and/or second trajectory is calculated such that crossings between the first and the second trajectories are reduced or avoided.
3. Method according to claim 2, characterized in that the first and/or second vehicle is slowed down when the first and/or second trajectory crosses a trajectory of the manually driven vehicle.
4. Method according to at least one of the proceeding claims, characterized by calculating a third trajectory for a third vehicle which is requested for picking up a passenger and calculating a fourth trajectory for a fourth vehicle which is requested for picking up a passenger, wherein the fourth vehicle has a longer distance from its location towards a pickup location of its passenger as the third vehicle, and wherein the third vehicle is slowed down for letting the fourth vehicle pass when the third trajectory crosses the fourth trajectory and/or an alternative third and/or the fourth trajectory is calculated such that crossings between the third and the fourth trajectories are reduced or avoided.
5. Method according to at least one of the preceding claims, characterized in that the driving behaviour comprises a speed and/or a trajectory (T 10a, T1 Ob, T 10c) of the one or more V2X-capable vehicles (10a, 10b, 10c, 10d).
6. Method according to at least one of the preceding claims, characterized in that in case of equal priority levels, the driving behaviour of the V2X-capable vehicles (10a, 10b, 10c, 10d) is determined in such a way that the vehicles (10a, 10b, 10c,
10d) reach their destinations (20a, 20b, 20c) as quickly as possible.
7. Method according to at least one of the preceding claims, characterized in that the driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) will be determined taking traffic regulations into account.
8. Method according to at least one of the preceding claims, characterized in that the driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) is determined in such a way that as little or no vehicle standstill as possible occurs.
9. Method according to at least one of the preceding claims, characterized in that environmental information (100) is received with a receiving system (12) which comprises a vehicle sensor system (12a), an environmental sensor system (12b) and/or a vehicle information transmission means (12c), in particular a V2V communication means.
10. Vehicle coordination system (1) with means for determining a driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in an at least partial V2X traffic environment, for executing steps of a method according to at least one of the preceding claims.
11 . Driving support system with means for determining a driving behaviour of one or more V2X-capable vehicles (10a, 10b, 10c, 10d) in an at least partial V2X traffic environment, for executing steps of a method according to at least one of the preceding claims.
12. V2X-capable vehicle (10a, 10b, 10c, 10d) comprising a driving support system according to the preceding claim.
13. Computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the steps of the method according to at least one of the preceding claims.
14. Data carrier signal, which the computer program transmits according to the preceding claim.
15. Computer-readable medium comprising instructions which, when executed by a computer, cause the computer to execute the steps of the method according to at least one of the preceding claims.
PCT/EP2020/085039 2019-12-18 2020-12-08 Determination of driving behaviour for v2x-capable vehicles WO2021122145A1 (en)

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