DE102020204992A1 - Method and device for exchanging information between at least one vehicle communication unit and a network - Google Patents

Abstract

According to the invention, a method for exchanging information between at least one vehicle communication unit and a network is provided, which has the following steps: Transferring a trajectory and a drivable area with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network ( 10), receiving a signal from the network (10) by the vehicle communication unit (22a) in relation to the transmitted trajectory and a passable area permitted by the network (10) for the vehicle (F1), and either transmitting a newly calculated one Trajectory and a newly calculated drivable area in relation to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) if, following a change in position of the vehicle (F1), the newly calculated trajectory does not exceed the permitted drivable area complies with, or transferring a recalculated trajectory and a recalculated passable area calibrated in relation to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) if the passable area permitted by the network (10) for the vehicle (F1) due to signal transmission between the network (10) and the vehicle communication unit (22a) has been changed. A device for data processing can be set up to carry out such a method.

Description

Technical area

The present invention relates to intelligent data management for cooperative, automated driving with the support of infrastructure. More precisely, an apparatus and a method for exchanging information between at least one vehicle communication unit and a network are provided.

State of the art

In recent years, the concepts for automated driving have continuously developed. Not only does communication take place between vehicles that are capable of automated driving, but communication is also carried out to an increasing extent by infrastructure units based on the vehicles. The exchange of information from the automated vehicles takes place in real time and information on the current status of the vehicle and the driving intentions of the vehicle is transmitted with low latency. This can improve the safety and efficiency requirements for functions in automated driving. A preferred type of communication is wireless communication between the vehicles and between the vehicles and infrastructure elements. Only with a real-time exchange of information with low latency can it be ensured that all vehicles that have to be coordinated with one another during automated driving have a consistent representation of the respective surroundings. As a result, collision-free driving is then possible in an efficient manner.

An example of a traffic situation at an intersection is in 1 shown in the vehicle V1 Coming from the right wants to drive straight ahead, the vehicle V3 wants to go up coming from below and the vehicle V2 coming from the left want to turn left. Because of the proximity of the vehicles V1 , V2 and V3 For the crossing it is necessary to follow the rules for the crossing order of the crossing by the vehicles at each time period V1 , V2 , V3 to obey. For this purpose a frequent exchange of data for the intention of the respective vehicle has to be carried out V1 , V2 , V3 and the order of traversal negotiated. In order to efficiently solve such conflicting intentions, communication systems between the vehicles and between the vehicle and the infrastructure element must be equipped with a high bandwidth and reliability so that intelligent data management can ensure safe and efficient coordination of the vehicles.

In the prior art, the standard ETSI EN302637-3, ETSI Intelligent Transport System (ITS), Vehicular Communications, Basic Set of Applications, Part 3: Specification of Decenteralized Environmental Modification Basic Service is known. Vehicles in certain geographical areas are supplied with information about certain events, such as emergency braking or obstacles on the road. The flow of information is one-way and it is difficult to apply it to coordination tasks.

The focus in patent publication EP 2 951 688 B1 depends on the filters of incoming data in traffic networking, ie in V2X networking (vehicle-to-everything networking). Such a filtering can reduce the computation load in the computation units of the vehicle, with clocking being lengthened, for example, as the computation load increases.

At registration WO 2018/145 951 A1 discloses a coordination mechanism for coordinating a plurality of vehicles through an infrastructure in a specially structured area. The structured area is subdivided into a large number of separate sub-areas, which are then assigned to the automated vehicles, for example via “Driveway permitted” or “Drivable prohibited”. The communication can take place here between the infrastructure and the automated vehicles in that only the indices of the sub-areas for assigning the passable areas need to be exchanged.

In the US filing US 2016/0275796 A1 an event-based communication is disclosed in which a server notifies the vehicle when an event has occurred that has an impact on the safety of the vehicle. The danger is displayed to the driver, while the vehicle also provides travel information and sensor information, including image data. The focus in this US application is on accident prevention.

Registration DE 10 2015 221 817 A1 describes a method for the decentralized coordination of a large number of automated vehicles in order to avoid collisions, the vehicles exchanging trajectories with one another through traffic networking, ie in this case through V2V communication, ie vehicle-to-vehicle communication. The exchanged trajectories must potentially be adjusted in order to avoid collisions. The coordination should be limited to the area around the target vehicle.

Summary of the invention

Technical problem

The object of the present invention is to provide a method and a device for exchanging information between at least one vehicle communication unit and a network, in which requirements with regard to high bandwidth and reliability for the communication system with regard to ensuring a cooperative automated method with low energy consumption is feasible. Furthermore, a computer program product for the method and a computer-readable storage medium are to be provided for this.

the solution of the problem

This object is achieved by the method according to claims 1 and 2, the device according to claim 9, a computer program product according to claim 11 and a computer-readable storage medium according to claim 12. Further developments according to the invention are the subject of the subclaims.

According to a first aspect of the present invention, a method for exchanging information between at least one vehicle communication unit and a network is provided, comprising the steps of: transmitting a trajectory and a drivable area with respect to the vehicle from the vehicle communication unit to the network , Receipt of a signal from the network by the vehicle communication unit with regard to the transmitted trajectory and a drivable area permitted by the network for the vehicle, transmission of a newly calculated trajectory and a newly calculated drivable area with respect to the vehicle from the vehicle Communication unit to the network if, following a change in position of the vehicle, the newly calculated trajectory does not comply with the permitted drivable area. In this way, the data traffic to the network can be reduced, while at the same time a high level of reliability in the exchange of information can be ensured.

According to a second aspect of the present invention, a method for exchanging information between at least one vehicle communication unit and a network is provided, comprising the steps of: transmitting a trajectory and a drivable area with respect to the vehicle from the vehicle communication unit to the network Receiving a signal from the network by the vehicle communication unit in relation to the transmitted trajectory and a drivable area permitted by the network for the vehicle, transmitting a recalculated trajectory and a newly calculated drivable area in relation to the vehicle from the vehicle communication unit to the network when the passable area allowed by the network for the vehicle has been changed due to signal transmission between the network and the vehicle communication unit. In this way, the data traffic to the network can be reduced, while at the same time a high level of reliability in the exchange of information can be ensured, in particular when other road users are taken into account.

According to a third aspect, which develops one of the preceding aspects, before the transmission of the trajectory and the drivable area with respect to the vehicle from the vehicle communication unit to the network, the vehicle calculates the trajectory and the drivable area. This means that calculations can be carried out directly in the vehicle with low latency, while only the calculation results need to be transmitted to the network, so that the data traffic can be reduced

According to a fourth aspect, which develops one of the preceding aspects, before a signal is received from the network by the vehicle communication unit, the network either accepts the transmitted drivable area as an allowed drivable area or a determination of an allowed drivable area, which is differs from the transmitted drivable area, in coordination with the vehicle communication unit. In this way, the number of data exchanges can be reduced while at the same time all necessary information is available at an early stage.

According to a fifth aspect, which develops the fourth aspect, the setting of the allowed drivable area, which differs from the transmitted drivable area, takes place in coordination with the vehicle communication unit in such a way that the network suggests the allowed drivable area Vehicle communication unit transmits and this transmits the permitted passable area to the vehicle communication unit if this permitted passable area ( R. ) is acceptable by the vehicle communication unit. As a result, the permitted drivable area is available in the network, so that a comparison with the calculations at later times can be carried out efficiently.

According to a sixth aspect, which develops one of aspects 1, 3 to 5, if this depends on the first aspect, non-compliance with the permitted drivable area is determined by the recalculated trajectory following a change in position of the vehicle via a cost function. In this way, different factors with different weightings can be taken into account, which makes it easier to weigh up different scenarios.

According to a fifth aspect, which develops the fourth aspect, the cost function takes into account the distance between the recalculated trajectory and other trajectories and / or permitted passable areas of other road users about which information is available in the network, and / or position information about stationary objects or road users to whom Information is available in the network. This facilitates gradual consideration of different factors in the cost function. It is also possible to take into account moving road users in the cost function with a different weighting in the event of changed conditions, such as changed weather conditions.

According to an eighth aspect, which develops one of aspects 2 to 5 if this depends on the second aspect, the change in the drivable area permitted by the network for the vehicle is due to the fact that another road user cannot comply with this is outside the permitted drivable area. This means that changed conditions can be taken into account with low latency.

According to a ninth aspect of the present invention, a device for data processing is provided which is set up to carry out a method according to one of the preceding aspects. In this way, a device can be implemented with which the data traffic to the network is reduced, while at the same time a high level of reliability in the exchange of information can be ensured.

According to a tenth aspect, which develops the ninth aspect, the device for data processing is a vehicle communication unit. In this way, an autonomous device can be implemented in the vehicle, in which the data traffic with the environment, such as infrastructure units, is reduced to a minimum.

According to an eleventh aspect of the present invention, a computer program product is provided with instructions which, when the program is executed by a computer, cause the computer to execute the method according to one of aspects 1 to 8. According to a twelfth aspect of the present invention, a computer-readable storage medium is provided with instructions which, when executed by a computer, cause the computer to carry out the method according to any one of aspects 1 to 8. Vehicle communication units can thus be put in a position to carry out the method according to the invention with little effort.

Figure list

• 1 zeigt eine Draufsicht auf eine Kreuzung mit drei Fahrzeugen nach dem Stand der Technik.
• 2 zeigt eine Vorrichtung zum Austauschen von Informationen zwischen Fahrzeugkommunikationseinheiten von, in diesem Fall, drei Fahrzeugen und einem Netzwerk entsprechend einem ersten Ausführungsbeispiel.
• 3 zeigt die Draufsicht auf eine Kreuzung mit drei Fahrzeugen und Begrenzungsrahmen für drei nachfolgende Zeitpunkte für die Position der drei Fahrzeuge bei Anwendung der vorliegenden Erfindung entsprechend dem ersten Ausführungsbeispiel.
• 4A zeigt die Trajektorie für den Weg eines Fahrzeuges zum Zeitpunkt t_0 und den daraus resultierenden befahrbaren Bereich, 4B zeigt die Trajektorie für den Weg eines Fahrzeuges zum Zeitpunkt t_1 mit dem befahrbaren Bereich entsprechend der Trajektorie zum Zeitpunkt t_0 und 4C zeigt die Trajektorie für den Weg eines Fahrzeuges zum Zeitpunkt t_2 im Vergleich zu den Trajektorien zu den Zeitpunkten t_0 und t_1 im Vergleich zum befahrbaren Bereich entsprechend der Trajektorie zum Zeitpunkt t_0 entsprechend einem zweiten Ausführungsbeispiel der vorliegenden Erfindung.
• 5 zeigt ein Ablaufdiagramm für die Kommunikation zwischen einem Fahrzeug und einer Infrastruktureinheit, das auf das erste und zweite Ausführungsbeispiel anwendbar ist.

With reference to the accompanying drawings and the corresponding detailed description, the present invention will be described in greater detail in connection with other objects, features and advantages.

• 1 Figure 13 shows a top view of a prior art three vehicle intersection.
• 2 shows a device for exchanging information between vehicle communication units of, in this case, three vehicles and a network according to a first embodiment.
• 3 shows the top view of an intersection with three vehicles and bounding frames for three subsequent points in time for the position of the three vehicles when the present invention is applied in accordance with the first exemplary embodiment.
• 4A shows the trajectory for the path of a vehicle at time t_0 and the resulting drivable area, 4B shows the trajectory for the path of a vehicle at time t_1 with the drivable area corresponding to the trajectory at time t_0 and 4C shows the trajectory for the path of a vehicle at time t_2 compared to the trajectories at times t_0 and t_1 compared to the drivable area corresponding to the trajectory at time t_0 according to a second exemplary embodiment of the present invention.
• 5 FIG. 10 shows a flowchart for communication between a vehicle and an infrastructure unit, which is applicable to the first and second exemplary embodiments.

Description of the exemplary embodiments

Methods and devices for exchanging information between at least one vehicle communication unit and a network are described in more detail below.

In the present invention, it is preferred that there is a system that consists of a plurality of vehicles, for example as in 2 shows three vehicles that are provided with wireless communication and the ability to automate driving, and an infrastructure node on the road as an example of an infrastructure unit.

The automated driving function enables the vehicle's trajectory to be predicted, which reflects the vehicle's intention. Wireless communication, for example via WLAN, is used to enable the automated vehicles that are in 2 with F1, F2 and F3 are intended trajectories to an infrastructure unit 10 can send. To avoid collisions and to improve the flow of traffic, the infrastructure unit uses 10 this information, with it the multitude of automated vehicles F1 , F2 and F3 be coordinated.

Conceptual design

The present invention preferably creates an event-based structure for the data exchange that is used for the coordination of automated vehicles. The content of the data exchange is e.g. the vehicle condition (storage, speed, etc.) and the intended trajectory of the vehicle, whereby this information exchange takes place between the vehicle and the infrastructure.

With the infrastructure that is in 2 with the infrastructure unit 10 is shown by way of example, there is a drivable area between the vehicle and the infrastructure unit 10 negotiated, which shows the permitted passable corridor of the automated vehicle over time. After negotiating the trajectory between the infrastructure unit and the vehicle, the vehicle moves according to the trajectory and it is checked whether the trajectory predicted at the respective point in time still corresponds to the permitted drivable area.

When understanding the drivable area, the present invention preferably assumes that the dimensions of the vehicle itself have also been deducted for the drivable area. It is then advantageous to check whether the trajectory, e.g. in the form of a geometrical line, which relates to a vehicle reference point, which can e.g. be the center of the rear axle, is located within the drivable area.

Alternatively, the drivable area can refer to the physical drivable area. It is then advantageous if the vehicle dimensions and shear movements are also taken into account when checking the admissibility of the new trajectory.

It is preferred that the automated vehicle re-initiates a negotiation phase between the infrastructure unit and the vehicle only under the condition that the newly predicted trajectory is not in the permitted drivable area. In the case in which the newly predicted trajectory is in the permitted drivable area, a simple confirmation is made from all vehicles F1 , F2 and F3 in 2 to the infrastructure unit 10 to ensure that all units are synchronized.

With the present invention, it is possible for an event-controlled data exchange structure for vehicle coordination to take place via negotiation with the infrastructure. The trigger for the event or the event trigger is based on the previously negotiated drivable area for the vehicle and the predicted or newly predicted vehicle trajectory.

As a result of the above-mentioned simple confirmations from the vehicles to the infrastructure unit, confirmation messages of small size can be transmitted between the infrastructure unit and the vehicle in the period between the negotiation phases. Advantages of the invention lie in the reduction of the communication volume between the vehicle and the infrastructure unit, in the reduction of the computational effort for the coordination in the infrastructure unit, in the reduction of the end-to-end latencies due to the immediate reaction after the occurrence of an event and in the improved security due to the consistent agreement of the permitted drivable area between the vehicles and the infrastructure unit at all times.

First embodiment

The structure of an apparatus for exchanging information between three vehicle communication units and a network will be described with reference to FIG 2 described in a first embodiment.

Each of the vehicles F1 , F2 and F3 instructs one of the local control unit 22a , 22b , 22c on, which also has the function of a vehicle communication unit with the infrastructure unit 10 , which is referred to as a network in the claims.

The local control unit 22a of the vehicle F1 , the local control unit 22b of the vehicle F2 and the local control unit 22c of the vehicle F3 form a distributed vehicle control system 20th . the Infrastructure unit 10 assigns a coordination unit 12th and a monitoring unit 14th on. The distributed vehicle control 20th is via a wireless connection, such as WLAN or in accordance with a cellular standard, such as 5G, with the coordination unit 12th the infrastructure unit 10 in connection. The coordination unit 12th sends in the infrastructure unit 10 a corresponding trigger to the monitoring unit 14th such as predicted vehicle trajectories F1 , F2 and or F3 . The monitoring unit has the function of a traffic planning unit and is able to send a response signal to the coordination unit. This response signal can, for example, give commands relating to an order of traversal of the vehicles F1 , F2 and F3 included in relation to an intersection. Via the coordination unit 12th the transmission to the distributed vehicle control takes place 20th in the respective vehicles F1 , F2 and F3 .

However, the present invention is not restricted to the coordination unit being part of the infrastructure unit. In a modification of the first exemplary embodiment, the coordination unit 12th also part of the distributed vehicle control 20th be and thus in at least one of the local control units 22a , 22b , 22c of the vehicles F1 , F2 , F3 be integrated. For the present invention, it is helpful that, regardless of the location where the coordination unit is provided, a trigger to a monitoring unit 14th is sent and this monitoring unit a response signal for coordinating the movement of the vehicles F1 , F2 and F3 sends.

In the 2 The structure of the present invention shown in FIG 3 to an intersection with the vehicles F1 , F2 and F3 , which have the exemplary same, are shown. An infrastructure unit 10 which, as mentioned above, only from the monitoring unit 14th can exist is provided near the intersection. Each of the vehicles F1 , F2 and F3 is in wireless communication with this infrastructure unit 10 .

For simplicity, in 3 the trajectories for the intended driving behavior of the vehicles F1 , F2 and F3 omitted. However, they correspond to those in 1 shown driving intentions of the vehicle V1 , V2 and V3 . The vehicles F1 , F2 and F3 are through the infrastructure unit 10 coordinated in their movement. The intended trajectories and the bounding frames at times t_1, t_2 and t_3 are taken into account.

In the in 3 situation shown is through the infrastructure unit 10 the order of the vehicles to cross at the intersection F1 , F2 and F3 given.

The goal is that at the respective times t_1, t_2 and t_3 the bounding frames for the vehicles that are in 3 are only shown schematically for the sake of simplicity, do not overlap at the respective point in time.

The vehicles are at time t_0 F1 , F2 and F3 in the in 3 position shown. At the point in time t_1, the vehicle is in the bounding frame B1_F1, the vehicle F2 in the bounding box B1_F2 and the vehicle F3 in the bounding box B1_F3. The vehicle is at time t2 F1 in the bounding box B2_F1, the vehicle F2 in the bounding box B2_F2 and the vehicle F3 in the bounding box B2_F3. The vehicle is at the subsequent point in time t_3 F1 in the bounding box B3_F1, the vehicle F2 in the bounding box B3_F2 and the vehicle F3 in the bounding box B3_F3.

From the arrangement of the mentioned bounding boxes in 3 it can be seen that the bounding frames of the vehicles are at the respective times t_1, t_2 and t_3 F1 , F2 and F3 do not cut. By 3 becomes the coordination function of the infrastructure unit with regard to intended trajectories and intended boundaries for the vehicles F1 , F2 and F3 clear.

In the example described above, the trajectory and the bounding frame of the respective vehicle do not change from the times t_0 to t_3.

Second embodiment

In the first embodiment, the vehicles are F1 , F2 and F3 in relation to an infrastructure unit 10 provided and the trajectories of the respective vehicles and the resulting bounding frames have not changed at times t_1, t_2 and t_3.

In the 4A until 4C is the vehicle F1 at times t_0, t_1 and t_2, the trajectories being recalculated at times t_1 and t_2 and being set in relation to the bounding frames that were set at time t_0. This principle can not only apply to the vehicle F1 , but on each of the vehicles F1 , F2 and F3 in the 2 and 3 be applied.

the 4A until 4C will now be described in more detail. In 4A is the vehicle F1 with its trajectory TR0 shown at time t_0. In general, “TR” denotes a trajectory. For times t_1 to t_6, based on the trajectory calculated at time t0 TR0 the Bounding box B1 to B6 calculated. This trajectory TR0 and the bounding boxes B1 and B6 be with the infrastructure unit 10 negotiated and following a confirmation signal from the infrastructure unit 10 to the vehicle F1 are the bounding boxes B1 to B6 those bounding boxes that define the passable area R. for the vehicle F1 at times t1 to t6.

In 4B is the vehicle F1 shown at time t1, at which the vehicle is in the bounding box B1 is located. The vehicle calculates at time t_1 F1 , more precisely the local control unit 22a of the vehicle F1 , a trajectory TR1 at time t_1. In general, “TRn” denotes a newly calculated trajectory, ie the trajectory, for example TR1 at time t_1. How out 4B can be seen, the trajectory gives way TR1 from the trajectory TR0 calculated at time t_0. The deviation between the trajectories TR0 and TR1 does not reveal, however, that the trajectory TR1 at time t_1 outside the bounding box B2 bis B6 lies. The vehicle F1 can now send a confirmation signal to the infrastructure unit at time t_1 10 send that the calculated trajectory TR1 still in the permitted drivable area B2 bis B6 lies. From the infrastructure unit 10 there is therefore no need for any further negotiation process with regard to the trajectory TR1 and the vehicle F1 can continue along the newly calculated trajectory TR1 move.

The vehicle is at time t_2 F1 in the bounding box B2 4A as it is in 4C is shown. It is assumed that at time t_2 the newly calculated trajectory TR2 one like in 4C shown course. Corresponding to this course, the trajectory points at time t_3 and t_4 are still in the bounding frame B3 and B4, which were calculated at time t_0, but the positions are on the trajectory TR2 at times t_5 and t_6 outside the bounding frames B5 and B6 as indicated by crosses. The fact that the positions of the vehicle are now on the trajectory TR2 are outside the permitted passable area at times t_5 and t_6, a trigger signal to the infrastructure unit is triggered 10 from, through which a renewed negotiation of the trajectory to be driven on the vehicle F1 and the permitted passable area triggers at least t_5 and t_6 at times. Depending on the trajectory and the bounding frame of other vehicles, such as vehicles F2 and F3 the end 3 , is made by the infrastructure unit 10 now for example set that either the trajectory TR2 at time t_2 for the vehicle F1 is permitted and corresponding new bounding frames are to be calculated at least for the times t_5 and t_6. These new bounding frames for the times t_5 and t_6 then form a newly calculated permitted drivable area Marg .

Otherwise, the infrastructure unit 10 For example, a counter-proposal for the course of a trajectory and the resulting recalculation of the bounding frame at times t_5 and t_6 for the vehicle F1 to transfer. This counter-proposal can, for example, be a modified drivable area Ra be.

The in 4C The course of the trajectory shown TR2 can be caused, for example, by deviations or disruptions in the dynamics of the vehicle or by local control decisions to avoid a collision with a road user who is not coordinated by the infrastructure unit, such as a pedestrian. In order to take this local control decision sufficiently into account, approval from the local control unit is required 22A of the vehicle F1 before a new trajectory is used to calculate new bounding frames, so that these boundary conditions can be taken into account.

Data management flowchart

To the above in relation to the 2 until 4C To take sufficient account of the requirements mentioned, a preferred process for data management is implemented with the present invention.

It is preferred if negotiation phases and phases without negotiation alternate between infrastructure and vehicle. If a vehicle can continue its journey with the criteria that have already been negotiated with regard to trajectory and passable area, it is preferred that the confirmation signal is a simple OK signal. An event for the vehicle to change the trajectory and / or the drivable area can be triggered either by the automated vehicle itself, another automated vehicle or the infrastructure unit. It should be noted that the 4A until C. The communication shown between the vehicle and the infrastructure unit also affects the communication between each of the vehicles F1 until F3 and the infrastructure unit 10 can be applied.

General procedure

1. 1. Ein Fahrzeug berechnet eine beabsichtige Trajektorie und einen befahrbaren Bereich, der beispielhaft durch Begrenzungsrahmen wiedergegeben ist.
2. 2. Das Fahrzeug sendet die Trajektorie und die Begrenzungsrahmen zur Infrastruktureinheit.
3. 3. Die Infrastruktureinheit kann diese Trajektorie und diese Begrenzungsrahmen akzeptieren. Alternativ dazu erfolgt durch die Infrastruktureinheit ein Gegenvorschlag für einen alternativen befahrbaren Bereich. Dieser Gegenvorschlag wird mit dem Fahrzeug ausgehandelt. Dieses ist dadurch bedingt, dass, wie bereits genannt, im Fahrzeug weitere Randbedingungen vorliegen können, die einen befahrbaren Bereich durch das Fahrzeug für das Fahrzeug nicht akzeptierbar gestalten.
4. 4. Nachdem das Aushandeln von Trajektorie und befahrbaren Bereich zwischen Infrastruktureinheit und Fahrzeug abgeschlossen ist, führt das Fahrzeug die Navigation aus, d. h. es bewegt sich beispielsweise vom Zeitpunkt t_0 zum Zeitpunkt t_1 und es erfolgt zum Zeitpunkt t_1 eine erneute Berechnung von Trajektorie. Dabei wird lediglich eine Bestätigungsmeldung zur Infrastruktureinheit gesendet, wenn die neu vorhergesagte Trajektorie zum Zeitpunkt t_1 entsprechend den notwendigen Kriterium in den Begrenzungsrahmen fällt. Durch die Infrastruktureinheit 10 wird eine Bestätigungsmeldung mit einer Bestätigungsantwort zum Fahrzeug gesendet.
5. 5. Eine erneute Aushandlungsphase zwischen Fahrzeug und Infrastruktureinheit in Bezug auf Trajektorie und befahrbaren Bereich kann beispielsweise durch zwei Ereignisse ausgelöst werden.
   • 5.1. Die vorhergesagte eigene Trajektorie, die im Fahrzeug berechnet wurde, erfüllt nicht die Randbedingung in Bezug auf den Begrenzungsrahmen. Dieses tritt beispielsweise auch dann auf, wenn das Fahrzeug das Ende der vorhergesagten Trajektorie erreicht hat und somit den letzten Begrenzungsrahmen, wie zum Beispiel den Begrenzungsrahmen B6 in 4A, verlässt.
   • 5.2. Die vorhergesagte Trajektorie für einen anderen Verkehrsteilnehmer, wie zum Beispiel ein Fahrzeug F2, wenn der erste Verkehrsteilnehmer das Fahrzeug F1 ist, tritt in den Begrenzungsrahmen zum jeweiligen Zeitpunkt des Fahrzeuges F1 ein. Die Koordinierung zwischen den Fahrzeugen F1 und F2 wurde über die Infrastruktureinheit 10 vorgenommen. Ein Beispiel hierfür wäre, dass in 4C vorhergesagt wird, dass eine Trajektorie des Fahrzeuges F2 in den Begrenzungsrahmen B3 eintritt. In diesem Fall ist es nicht möglich, dass beide Fahrzeuge F1 und F2 die Route entsprechend der vorhergesagten Trajektorie fortsetzen, da dann eine Kollision zwischen diesen Fahrzeugen auftreten würde.
6. 6. Nach dem Auslösen eines Ereignisses, d. h. nach dem Feststellen eines Verletzens des Begrenzungsrahmens, wird durch das Fahrzeug eine neue beabsichtige Trajektorie und ein neuer gestatteter befahrbarer Bereich, der sich aus Begrenzungsrahmen zusammensetzt, berechnet.
7. 7. Das Fahrzeug sendet sowohl die neue beabsichtigte Trajektorie als auch den befahrbaren Bereich zur Infrastruktureinheit.
8. 8. Eine neue Aushandlungsphase zwischen Fahrzeug und Infrastruktureinheit wird durchgeführt, um einen kollisionsfreien Betrieb des Fahrzeuges sicherzustellen.

Before describing the process according to a specific example in 5 there is a general description of the process, whereby the times t_0, t_1 to t_3 in 3 and t_0, t_1 and t_2 in the 4A until 4C is referred to:

1. 1. A vehicle calculates an intended trajectory and a passable area, which is shown by way of example by bounding boxes.
2. 2. The vehicle sends the trajectory and the bounding box to the infrastructure unit.
3. 3. The infrastructure unit can accept this trajectory and these bounding frames. Alternatively, the infrastructure unit makes a counter-proposal for an alternative drivable area. This counter-proposal is negotiated with the vehicle. This is due to the fact that, as already mentioned, there may be further boundary conditions in the vehicle which make a drivable area unacceptable for the vehicle.
4. 4. After the negotiation of the trajectory and the passable area between the infrastructure unit and the vehicle has been completed, the vehicle carries out the navigation, ie it moves, for example, from time t_0 to time t_1 and the trajectory is recalculated at time t_1. A confirmation message is only sent to the infrastructure unit if the newly predicted trajectory at time t_1 falls within the bounding frame according to the necessary criterion. Through the infrastructure unit 10 a confirmation message with a confirmation reply is sent to the vehicle.
5. 5. A renewed negotiation phase between the vehicle and the infrastructure unit with regard to the trajectory and the drivable area can be triggered, for example, by two events.
   • 5.1. The predicted own trajectory that was calculated in the vehicle does not meet the boundary condition with regard to the bounding box. This also occurs, for example, when the vehicle has reached the end of the predicted trajectory and thus the last boundary frame, such as the boundary frame, for example B6 in 4A , leaves.
   • 5.2. The predicted trajectory for another road user, such as a vehicle F2 when the first road user enters the vehicle F1 is, enters the bounding box at the respective point in time of the vehicle F1 a. The coordination between vehicles F1 and F2 was about the infrastructure unit 10 performed. An example of this would be that in 4C it is predicted that a trajectory of the vehicle F2 enters the bounding box B3. In this case it is not possible for both vehicles F1 and F2 continue the route according to the predicted trajectory, since a collision would then occur between these vehicles.
6. 6. After an event has been triggered, ie after a violation of the boundary frame has been determined, the vehicle calculates a new intended trajectory and a new permitted drivable area, which is composed of boundary frames.
7. 7. The vehicle sends both the new intended trajectory and the passable area to the infrastructure unit.
8. 8. A new negotiation phase between the vehicle and the infrastructure unit is carried out in order to ensure collision-free operation of the vehicle.

In 5 An exemplary flowchart for the negotiation between the vehicle and the infrastructure unit, which is applicable to the first and second exemplary embodiments, is shown.

The time increases from top to bottom and the respective negotiation areas in which the trajectory and / or the drivable area is negotiated by the vehicle between the vehicle and the infrastructure unit are shown hatched.

The different signal transmissions between the vehicle and the infrastructure unit are identified by the reference symbols S10 to S140. At the beginning, the signal S10 is used to transmit an initial predicted trajectory and a resulting drivable area from the vehicle to the infrastructure unit. With the signal S20, the infrastructure unit suggests an alternative trajectory and / or an alternative drivable area. Optionally, further negotiation steps between the vehicle and the infrastructure unit can be carried out between the signals S20 and S30, until the signal of a proposed trajectory and a proposed drivable area, for example retransmitted with signal S30, is transmitted from the vehicle to the infrastructure unit. With the signal S40, the infrastructure unit accepts this trajectory and this passable area.

The signals S50 to S80 are used to continuously check the new predicted trajectories that are transmitted from the vehicle to the infrastructure unit while the vehicle is moving or when the vehicle is stationary during an analysis of the changing environment. Care is taken that there are no violations of the for these new predicted trajectories Boundary frame, in particular with regard to other vehicles or road users, is present.

The OK signal S50 from the vehicle is answered with an OK signal S60 from the infrastructure unit. The OK signal S70 from the vehicle is answered by an OK signal from the infrastructure unit S80.

It is now assumed that the signal S90 is an event trigger, namely that the now newly predicted trajectory by the vehicle does not meet the boundary conditions, i. H. violates the permitted passable area. The signal S90 is thus an event signal from the vehicle to the infrastructure unit.

A new predicted trajectory and a new predicted drivable area are then transmitted as a proposal from the vehicle to the infrastructure unit with a signal S100. A negotiation phase can take place between steps S100 and S110 in the same way as between steps S20 and S30. The signal S110 indicates that the newly predicted trajectory transmitted with the signal S100 and the new drivable area have been accepted by the infrastructure unit.

In the same way as with signals S50 to S80, signals S120 and S130 show that the newly predicted trajectories are acceptable by the vehicle and a corresponding response signal from the infrastructure unit confirms this acceptance.

The signal S140 indicates that a new event trigger is triggered by the infrastructure unit, after which a boundary frame is violated, for example by another road user. This triggers a further negotiation process, which takes place in 5 is no longer shown, which, however, can be designed similar to the negotiation processes between the signals S10 and S40 and S90 and S110.

As a result, with the method according to the invention and the device according to the invention, a high level of reliability can be implemented with low energy consumption and a large bandwidth.

List of reference symbols

V1, V2, V3

vehicles

F1, F2, F3

vehicles

10

Infrastructure unit

12th

Coordination unit

14th

Monitoring unit

20th

distributed vehicle control

22a, b, c

local control unit

B1 ... B6

Bounding box

R.

passable area

Marg

newly calculated drivable area

Ra

changed, permitted drivable area

TR0

Trajectory to t_0

TR1

Trajectory to t_1

TR2

Trajectory to t_2

TRn

newly calculated trajectory

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• EP 2951688 B1 [0005]
• WO 2018/145951 A1 [0006]
• US 2016/0275796 A1 [0007]
• DE 102015221817 A1 [0008]

Claims (12)

Method for exchanging information between at least one vehicle communication unit (22a) and a network (10) having the following steps Transmission of a trajectory and a drivable area in relation to the vehicle (F1) from the vehicle communication unit (22a) to the network (10), Receipt of a signal from the network (10) by the vehicle communication unit (22a) in relation to the transmitted trajectory (TR) and a passable area (R) permitted by the network (10) for the vehicle (F1), Transmission of a newly calculated trajectory (TRn) and a newly calculated drivable area (Rn) in relation to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) if, following a change in position of the vehicle (F1 ) the newly calculated trajectory (TRn) does not comply with the permitted navigable area (R). Method for exchanging information between at least one vehicle communication unit (22a) and a network (10) having the following steps Transmission of a trajectory and a drivable area in relation to the vehicle (F1) from the vehicle communication unit (22a) to the network (10), Receipt of a signal from the network (10) by the vehicle communication unit (22a) in relation to the transmitted trajectory (TR) and a passable area (R) permitted by the network (10) for the vehicle (F1), Transmitting a recalculated trajectory (TRn) and a recalculated drivable area (Rn) with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network (10), if the through the network (10) for the vehicle (F1) allowed passable area (Ra) was changed due to signal transmission between the network (10) and the vehicle communication unit (22a). Procedure according to Claim 1 or 2 , wherein before the trajectory (TR) and the drivable area (R) with respect to the vehicle (F1) are transmitted from the vehicle communication unit (22a) to the network (10), the trajectory (TR) and the drivable area are calculated (R) is carried out by the vehicle (F1). The method according to any one of the preceding claims, wherein prior to receiving a signal from the network (10) by the vehicle communication unit (22a), the network either accept the transferred drivable area as a permitted drivable area (R) or defines a permitted drivable area (R), which differs from the transmitted drivable area, in coordination with the vehicle communication unit (22a). Procedure according to Claim 4 , wherein the setting of the allowed drivable area (R), which differs from the transmitted drivable area, takes place in coordination with the vehicle communication unit (22a) in such a way that the network (10) uses the allowed drivable area (R) transmits as a proposal to the vehicle communication unit (22a) and this transmits the permitted drivable area (R) to the vehicle communication unit (22a) if this permitted drivable area (R) is acceptable by the vehicle communication unit (22a). Method according to one of the Claims 1 , 3 until 5 if this is from Claim 1 depends, the non-compliance with the permitted drivable area (R) is determined by the recalculated trajectory (TRn) following a change in position of the vehicle (F1) via a cost function. Procedure according to Claim 6 , the cost function taking into account the distance between the recalculated trajectory (TRn) and other trajectories and / or permitted passable areas of other road users for whom information is available in the network, and / or position information for stationary objects or road users for whom information is available in the network. Method according to one of the Claims 2 until 5 if this is from Claim 2 The change in the drivable area (Ra) allowed by the network (10) for the vehicle (F1) is due to the fact that another road user cannot comply with the fact that this is outside the allowed drivable area (Ra) . Device for data processing, which is set up to carry out a method according to one of the preceding claims. Device for data processing according to Claim 9 which is a vehicle communication unit (22a). Computer program product with instructions which, when the program is executed by a computer, cause the computer to execute the method according to one of the Claims 1 until 8th to execute. Computer readable storage medium containing instructions that are executed when executed by a computer cause this to proceed according to one of the Claims 1 until 8th to execute.

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