Method and device for exchanging information between at least one vehicle communication unit and a network

Abstract

Method for exchanging information between at least one vehicle communication unit (22a) and a network (10) comprising the steps Transmitting a trajectory in the form of a geometric line based on a vehicle reference point and a drivable area based on a permitted drivable corridor over time 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) with respect to the transmitted trajectory (TR) and a drivable area (R) permitted by the network (10) for the vehicle (F1), Synchronization of all units by confirmation from all vehicles to the infrastructure unit when the newly predicted trajectory lies within the permitted drivable area, Transmission of a newly calculated trajectory (TRn) and a newly calculated drivable area (Rn) with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) if, following a change in the position of the vehicle (F1), the newly calculated trajectory (TRn) does not comply with the permitted drivable area (R).

Description

Technical field

[0001] The present invention relates to intelligent data management for cooperative, automated driving with infrastructure support. More precisely, it provides a device and a method for exchanging information between at least one vehicle communication unit and a network. State of the art

[0002] In recent years, the concepts for automated driving have continuously evolved. Communication now takes place not only between vehicles capable of automated driving, but also increasingly between these vehicles and infrastructure units. This information exchange between automated vehicles occurs in real time, with low-latency transmission of information about the vehicle's current status and driving intentions. This allows for improvements in the safety and efficiency requirements of automated driving functions. A preferred communication method is wireless communication between vehicles and between vehicles and infrastructure elements.Only with real-time information exchange and low latency can it be ensured that all vehicles that need to be coordinated during automated driving have a consistent representation of their respective environments. As a result, collision-free driving can then be achieved efficiently.

[0003] An example of a traffic situation at an intersection is in Fig. Figure 1 shows a situation where vehicle V1, approaching from the right, intends to proceed straight ahead, vehicle V3, approaching from below, intends to ascend, and vehicle V2, approaching from the left, intends to turn left. Due to the proximity of vehicles V1, V2, and V3 to the intersection, it is necessary to follow the rules governing the crossing order for these vehicles at every stage of the process. This requires frequent data exchange regarding the intentions of each vehicle (V1, V2, V3) and the negotiation of the crossing order. To efficiently resolve such conflicting intentions, communication systems between the vehicles and between the vehicles and infrastructure elements must be equipped with high bandwidth and reliability to enable safe and efficient coordination of the vehicles through intelligent data management.

[0004] The state of the art is defined as the standard ETSI EN302637-3, ETSI Intelligent Transport System (ITS), Vehicular Communications, Basic Set of Applications, Part 3: Specification of Decentralised Environmental Modification Basic Service. This standard provides vehicles in specific geographical areas with information about certain events, such as emergency braking or obstacles on the road. The information flow is unidirectional and therefore difficult to apply to coordination tasks.

[0005] The focus of patent publication EP 2 951 688 B1 is on filtering incoming data in traffic networking, i.e., V2X networking (vehicle-to-everything networking). Such filtering can reduce the computational load on the vehicle's processing units, for example by increasing the clock speed as the workload increases.

[0006] Application WO 2018 / 145 951 A1 discloses a coordination mechanism for managing a large number of vehicles through an infrastructure within a specially structured area. This structured area is divided into numerous separate sub-areas, which are then assigned to automated vehicles, for example, via "entry permitted" or "entry prohibited" rules. Communication between the infrastructure and the automated vehicles is achieved by exchanging only the indices of the sub-areas to assign the traversable areas.

[0007] US patent application US 2016 / 0275796A1 discloses an event-based communication system in which a server notifies the vehicle when an event has occurred that affects the vehicle's safety. The hazard is displayed to the driver, while the vehicle also receives driving information and sensor data, including image data. The focus of this US patent application is on accident prevention.

[0008] Application DE 10 2015 221 817 A1 describes a method for the decentralized coordination of a large number of automated vehicles to avoid collisions, whereby the vehicles exchange trajectories with each other through traffic networking, i.e., in this case, vehicle-to-vehicle (V2V) communication. The exchanged trajectories must potentially be aligned to avoid collisions. The coordination is intended to be limited to the area around the target vehicle.

[0009] Furthermore, the two applications DE 10 2017 210 961 A1 and DE 10 2017 202 065 A1 each disclose a method for the automated operation of motor vehicles in an infrastructure area, such as a parking garage. A central unit communicates permissible areas to the motor vehicles within which they can independently plan a trajectory. If a collision between two motor vehicles or between a motor vehicle and an obstacle along the trajectory is detected, the central unit recalculates the permissible areas and transmits them to the vehicles, enabling them to plan a new trajectory to avoid a collision. Consequently, data transmission between the vehicles and the central unit is triggered each time a collision is detected along the trajectory. Summary of the invention: Technical problem

[0010] 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 regarding high bandwidth and reliability for the communication system can be implemented with a view to ensuring a cooperative automated process with low energy consumption. Furthermore, a computer program product for the method and a computer-readable storage medium for it are to be provided. Solution to the problem

[0011] This problem is solved 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 of the invention are the subject of the dependent claims.

[0012] 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, receiving a signal from the network by the vehicle communication unit with respect to the transmitted trajectory and a drivable area permitted by the network for the vehicle, and transmitting 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 the vehicle's position, the newly calculated trajectory does not comply with the permitted drivable area.This reduces data traffic to the network while ensuring high reliability in information exchange.

[0013] 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 with respect to the transmitted trajectory and a drivable area permitted by the network for the vehicle, and transmitting a recalculated trajectory and a recalculated drivable area with respect to the vehicle from the vehicle communication unit to the network if the drivable area permitted by the network for the vehicle has been changed due to signal transmission between the network and the vehicle communication unit.In this way, data traffic to the network can be reduced while ensuring high reliability in the exchange of information, especially when other traffic participants are taken into account.

[0014] According to a third aspect, which builds upon one of the previous aspects, the trajectory and drivable area are calculated by the vehicle itself before being transmitted from the vehicle communication unit to the network. This allows for low-latency calculations to be performed directly in the vehicle, while only the calculation results need to be transmitted to the network, thus reducing data traffic.

[0015] According to a fourth aspect, which builds upon one of the previous aspects, before the vehicle communication unit receives a signal from the network, the network either accepts the transmitted drivable area as the permitted drivable area or defines a permitted drivable area that differs from the transmitted drivable area, in coordination with the vehicle communication unit. This reduces the number of data exchange processes while ensuring that all necessary information is available in a timely manner.

[0016] According to a fifth aspect, which further develops the fourth aspect, the determination of the permitted drivable area, which differs from the transmitted drivable area, is carried out in coordination with the vehicle communication unit in such a way that the network transmits the permitted drivable area as a proposal to the vehicle communication unit, and the vehicle communication unit transmits the permitted drivable area to the vehicle communication unit if this permitted drivable area (R) is acceptable to 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.

[0017] According to a sixth aspect, which further develops one of aspects 1, 3 to 5 if it depends on the first aspect, the failure to comply with the permitted drivable area is determined by the newly calculated trajectory following a change in the vehicle's position using a cost function. In this way, different factors can be considered with varying weights, which facilitates a comparison between different scenarios.

[0018] In accordance with a fifth aspect, which expands upon the fourth, the cost function considers the distance of the newly calculated trajectory to other trajectories and / or permitted driving areas of other road users for which information is available in the network, and / or positional information for stationary objects or road users for which information is available in the network. This facilitates a graduated consideration of different factors in the cost function. Furthermore, it is possible to weight moving road users differently in the cost function under changed conditions, such as altered weather.

[0019] According to an eighth aspect, which further develops one of aspects 2 to 5 if it depends on the second aspect, the change in the area permitted for the vehicle by the network is due to the fact that it cannot be ensured that another road user is outside the permitted area. Thus, changed conditions can be taken into account with low latency.

[0020] According to a ninth aspect of the present invention, a data processing device is provided which is configured to execute a method according to one of the preceding aspects. In this way, a device can be implemented with which data traffic to the network is reduced while at the same time ensuring high reliability in the information exchange.

[0021] According to a tenth aspect, which further develops the ninth aspect, the data processing device is a vehicle communication unit. In this way, an autonomous device can be implemented in the vehicle, in which data traffic with the environment, such as infrastructure units, is reduced to a minimum.

[0022] According to an eleventh aspect of the present invention, a computer program product is provided with instructions which, when 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 execute the method according to one of aspects 1 to 8. Thus, vehicle communication units can be enabled to execute the method according to the invention with minimal effort. Brief description of the drawings

[0023] With reference to the accompanying drawings and the corresponding detailed description, the present invention is described in more detail in connection with further tasks, features and advantages. Fig. Figure 1 shows a top view of a three-vehicle intersection according to the state of the art. Fig. Figure 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. Fig. Figure 3 shows a top view of an intersection with three vehicles and boundary frames for three subsequent times for the position of the three vehicles when applying the present invention according to the first embodiment. Fig. Figure 4A shows the trajectory for the path of a vehicle at time t_0 and the resulting drivable area. Fig. Figure 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 Fig. Figure 4C shows the trajectory for the path of a vehicle at time t_2 in comparison to the trajectories at times t_0 and t_1 in comparison to the drivable area according to the trajectory at time t_0 according to a second embodiment of the present invention. Fig. Figure 5 shows a flowchart for the communication between a vehicle and an infrastructure unit, applicable to the first and second embodiments. Description of the exemplary implementations

[0024] The following section describes in more detail the methods and devices for exchanging information between at least one vehicle communication unit and a network.

[0025] In the present invention, it is preferred that a system is provided which consists of a plurality of vehicles, for example as in Fig. Figure 2 shows three vehicles equipped with wireless communication and the ability to drive autonomously, and an infrastructure node on the road as an example of an infrastructure unit.

[0026] The automated driving function allows the vehicle's trajectory to be predicted, reflecting the vehicle's intentions. Wireless communication, for example via Wi-Fi, is used so that the automated vehicles operating in Fig. The vehicles F1, F2, and F3, as shown in Figure 2, can send their intended trajectories to an infrastructure unit 10. To avoid collisions and improve traffic flow, infrastructure unit 10 uses this information to coordinate the multiple automated vehicles F1, F2, and F3. Conceptual design

[0027] The present invention preferably provides an event-based structure for data exchange used to coordinate automated vehicles. The data exchange includes, for example, the vehicle's state (position, speed, etc.) and its intended trajectory, with this information exchange taking place between the vehicle and the infrastructure.

[0028] With the infrastructure that is in Fig. As illustrated in Figure 2 with infrastructure unit 10, a drivable area is negotiated between the vehicle and infrastructure unit 10, indicating the permitted drivable corridor of the automated vehicle over time. After the trajectory has been negotiated 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 time still corresponds to the permitted drivable area.

[0029] In understanding the drivable area, the present invention preferably assumes that the dimensions of the vehicle itself have been subtracted to determine the drivable area. It is then advantageous to check whether the trajectory, e.g., in the form of a geometric line, which refers to a vehicle reference point, e.g., the center of the rear axle, lies within the drivable area.

[0030] Alternatively, the drivable area can refer to the physically drivable area. In this case, it is advantageous to also consider vehicle dimensions and shear movements when checking the permissibility of the new trajectory.

[0031] It is preferred that the automated vehicle only initiates a new negotiation phase between the infrastructure unit and the vehicle if the newly predicted trajectory is not within the permitted drivable area. If the newly predicted trajectory is within the permitted drivable area, a simple confirmation from all vehicles F1, F2, and F3 takes place. Fig. 2 to infrastructure unit 10 to ensure that all units are synchronized.

[0032] The present invention makes it possible to implement an event-driven data exchange structure for vehicle coordination through negotiation with the infrastructure. The trigger for the event is based on the previously negotiated drivable area for the vehicle and the predicted or newly predicted vehicle trajectory.

[0033] The aforementioned simple confirmations from the vehicles to the infrastructure unit allow for the transmission of small confirmation messages during the period between negotiation phases between the infrastructure unit and the vehicle. Advantages of the invention include a reduction in communication volume between the vehicle and the infrastructure unit, a reduction in the computational effort required for coordination within the infrastructure unit, a reduction in end-to-end latency due to the immediate response after an event occurs, and improved safety due to the consistent agreement between the vehicles and the infrastructure unit regarding the permitted traversable area at all times. First embodiment

[0034] The structure of a device for exchanging information between three vehicle communication units and a network is described with reference to Fig. 2 described in a first embodiment.

[0035] Each of the vehicles F1, F2 and F3 has one of the local control units 22a, 22b, 22c, which also perform the function of a vehicle communication unit with the infrastructure unit 10, which is referred to in the claims as the network.

[0036] The local control unit 22a of vehicle F1, the local control unit 22b of vehicle F2, and the local control unit 22c of vehicle F3 form a distributed vehicle control system 20. The infrastructure unit 10 comprises a coordination unit 12 and a monitoring unit 14. The distributed vehicle control system 20 communicates with the coordination unit 12 of the infrastructure unit 10 via a wireless connection, such as WLAN or a mobile communication standard, such as 5G. The coordination unit 12 sends a corresponding trigger signal from the infrastructure unit 10 to the monitoring unit 14, such as predicted trajectories of vehicles F1, F2, and / or F3. The monitoring unit functions as a traffic planning unit and is capable of sending a response signal to the coordination unit.This response signal can, for example, contain commands regarding the crossing sequence of vehicles F1, F2, and F3 at an intersection. The transmission to the distributed vehicle control unit 20 in the respective vehicles F1, F2, and F3 takes place via the coordination unit 12.

[0037] The present invention is not limited, however, to the coordination unit being part of the infrastructure unit. In a modification of the first embodiment, the coordination unit 12 can also be part of the distributed vehicle control system 20 and thus be integrated into at least one of the local control units 22a, 22b, 22c of the vehicles F1, F2, F3. For the purposes of the present invention, it is advantageous that, regardless of the location of the coordination unit, a trigger is sent to a monitoring unit 14, and this monitoring unit sends a response signal to coordinate the movement of the vehicles F1, F2, and F3.

[0038] The in Fig. The structure shown in section 2 of the present invention is in Fig. Figure 3 shows an intersection with vehicles F1, F2, and F3, which have the same exemplary features. An infrastructure unit 10, which, as mentioned above, can also consist solely of the monitoring unit 14, is located near the intersection. Each of the vehicles F1, F2, and F3 communicates wirelessly with this infrastructure unit 10.

[0039] For the sake of simplicity, in Fig. 3. The trajectories for the intended driving behavior of vehicles F1, F2, and F3 have been omitted. However, they correspond to those in Fig. Figure 1 shows the driving intentions of vehicles V1, V2, and V3. The movement of vehicles F1, F2, and F3 is coordinated by infrastructure unit 10. The intended trajectories and boundary frames are taken into account at times t_1, t_2, and t_3.

[0040] In the Fig. In the situation shown in Figure 3, the crossing sequence of vehicles for intersections F1, F2, and F3 is determined by infrastructure unit 10. The goal is that at the respective times t_1, t_2, and t_3, the boundary frames for the vehicles entering the intersection are set. Fig. 3. For the sake of simplicity, these points are only shown schematically and do not overlap at the respective time.

[0041] At time t_0, vehicles F1, F2 and F3 are located in the Fig. The positions shown in Figure 3 are as follows: At time t_1, vehicle F1 is in boundary frame B1_F1, vehicle F2 is in boundary frame B1_F2, and vehicle F3 is in boundary frame B1_F3. At time t_2, vehicle F1 is in boundary frame B2_F1, vehicle F2 is in boundary frame B2_F2, and vehicle F3 is in boundary frame B2_F3. At the subsequent time t_3, vehicle F1 is in boundary frame B3_F1, vehicle F2 is in boundary frame B3_F2, and vehicle F3 is in boundary frame B3_F3.

[0042] From the arrangement of the aforementioned limiting frames in Fig. Figure 3 shows that at the respective times t_1, t_2 and t_3, the boundary frames of vehicles F1, F2 and F3 do not intersect. Fig. Section 3 clarifies the coordination function of the infrastructure unit with regard to intended trajectories and intended boundary frames for vehicles F1, F2 and F3.

[0043] In the example described above, the trajectory and the boundary frame of the respective vehicle do not change from time points t_0 to t_3. Second embodiment

[0044] In the first embodiment, vehicles F1, F2 and F3 are provided in relation to an infrastructure unit 10, and the trajectories of the respective vehicles and the resulting boundary frames have not changed at times t_1, t_2 and t_3.

[0045] In the Fig. Figures 4A to 4C show vehicle F1 at times t_0, t_1, and t_2, where at times t_1 and t_2 the trajectories are recalculated and related to the boundary frames defined at time t_0. This principle can be applied not only to vehicle F1, but to each of the vehicles F1, F2, and F3 in the diagram. Fig. 2 and Fig. 3 can be applied.

[0046] The Fig. Sections 4A to 4C will now be described in more detail. Fig. Figure 4A shows vehicle F1 with its trajectory TR0 at time t_0. Generally, "TR" denotes a trajectory. For times t_1 to t_6, the boundary frames B1 to B6 are calculated based on the trajectory TR0 calculated at time t_0. This trajectory TR0 and the boundary frames B1 and B6 are negotiated with infrastructure unit 10, and following a confirmation signal from infrastructure unit 10 to vehicle F1, the boundary frames B1 to B6 are those that define the drivable area R for vehicle F1 at times t_1 to t_6.

[0047] In Fig. Figure 4B shows vehicle F1 at time t1, when the vehicle is located within the boundary frame B1. At time t_1, vehicle F1, or more precisely, the local control unit 22a of vehicle F1, calculates a trajectory TR1 at time t_1. Generally, "TRn" denotes a newly calculated trajectory, i.e., the trajectory TR1 at time t_1. As shown in Figure 4B, the vehicle F1 is located within the boundary frame B1. Fig. As can be seen in Figure 4B, trajectory TR1 deviates from trajectory TR0, which was calculated at time t_0. However, the deviation between trajectories TR0 and TR1 does not mean that trajectory TR1 lies outside the boundary frames B2 to B6 at time t_1. Vehicle F1 can now send a confirmation signal to infrastructure unit 10 at time t_1, confirming that the calculated trajectory TR1 is still within the permitted traversable area B2 to B6. Therefore, no further negotiation process is required from infrastructure unit 10 regarding trajectory TR1, and vehicle F1 can continue moving along the newly calculated trajectory TR1.

[0048] At time t_2, the vehicle F1 is located within the boundary frame B2. Fig. 4A, as it is in Fig. 4C is shown. It is assumed that at time t_2 the newly calculated trajectory TR2 has a shape as shown in Fig. The trajectory shown in Figure 4C follows this path. According to this path, the trajectory points at times t_3 and t_4 are still within the boundary frames B3 and B4, which were calculated at time t_0. However, the positions on trajectory TR2 at times t_5 and t_6 lie outside the boundary frames B5 and B6, as indicated by crosses. The fact that the vehicle's positions on trajectory TR2 at times t_5 and t_6 are now outside the permitted traversable area triggers a trigger signal to infrastructure unit 10. This triggers a renegotiation of the trajectory to be followed, triggering vehicle F1 and the permitted traversable area at times t_5 and t_6 at least. Depending on the trajectory and the boundary frames of other vehicles, such as vehicles F2 and F3, the following occurs: Fig. 3, for example, infrastructure unit 10 now determines that either the trajectory TR2 is permitted for vehicle F1 at time t_2, or that corresponding new boundary frames must be calculated at least for times t_5 and t_6. These new boundary frames for times t_5 and t_6 then form a newly calculated permitted drivable area Rn.

[0049] Otherwise, infrastructure unit 10 can, for example, submit a counter-proposal for the trajectory and the resulting recalculation of the boundary frames at times t_5 and t_6 for vehicle F1. This counter-proposal could, for example, be a modified drivable area Ra.

[0050] The in Fig. The trajectory TR2 shown in Figure 4C may be caused, for example, by deviations or disturbances in the vehicle's dynamics or by a local control decision to avoid a collision with a road user not coordinated by the infrastructure unit, such as a pedestrian. To adequately account for this local control decision, approval from the local control unit 22A of vehicle F1 is required before a new trajectory is used as the basis for calculating new boundary frames, thus allowing these boundary conditions to be considered. Flowchart for data management

[0051] To address the above in relation to the Fig. To adequately meet the requirements mentioned in sections 2 to 4C, the present invention implements a preferred process for data management.

[0052] It is preferred that negotiation phases and non-negotiation phases alternate between the infrastructure and the vehicle. If a vehicle can continue its journey with the already negotiated criteria regarding trajectory and drivable area, it is preferred that the confirmation signal be a simple OK signal. An event to change the trajectory and / or drivable area by the vehicle can be triggered either by the automated vehicle itself, another automated vehicle, or the infrastructure unit. It should be noted that the [missing information] in the Fig. The communication shown in 4A to C between the vehicle and the infrastructure unit can also be applied to the communication between each of the vehicles F1 to F3 and the infrastructure unit 10. General procedure

[0053] Before describing the process according to a specific example in Fig. Section 5 provides a general description of the process, referring to the times t_0, t_1 to t_3 in Fig. 3 and t_0, t_1 and t_2 in the Fig. 4A to 4C are referred to: 1. A vehicle calculates an intended trajectory and a drivable area, which is represented by a boundary frame. 2. The vehicle sends the trajectory and boundary frames to the infrastructure unit. 3. The infrastructure unit can accept this trajectory and these boundary frames. Alternatively, the infrastructure unit will propose an alternative drivable area. This counter-proposal will be negotiated with the vehicle. This is because, as already mentioned, the vehicle may have additional constraints that make a drivable area unacceptable to it. 4. After the negotiation of the trajectory and the drivable area between the infrastructure unit and the vehicle is complete, the vehicle executes the navigation; that is, 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 sent to the infrastructure unit only if the newly predicted trajectory at time t_1 falls within the bounding box according to the necessary criteria. The infrastructure unit 10 then sends a confirmation message with a confirmation response to the vehicle. 5. A renewed negotiation phase between the vehicle and the infrastructure unit regarding trajectory and drivable area can be triggered, for example, by two events. 5.1. The predicted trajectory calculated in the vehicle does not satisfy the boundary condition with respect to the boundary frame. This also occurs, for example, when the vehicle has reached the end of the predicted trajectory and thus the last boundary frame, such as boundary frame B6 in Fig. 4A, exits. 5.2. The predicted trajectory for another road user, such as vehicle F2, when the first road user is vehicle F1, enters the boundary frame at the respective time of vehicle F1. Coordination between vehicles F1 and F2 was carried out via infrastructure unit 10. An example of this would be that in Fig. 4C predicts that vehicle F2's trajectory will enter the boundary frame B3. In this case, it is not possible for both vehicles F1 and F2 to continue their routes according to the predicted trajectory, as this would result in a collision between them. 6. After an event is triggered, i.e., after a violation of the boundary frame is detected, the vehicle calculates a new intended trajectory and a new permitted traversable area, which is composed of boundary frames. 7. The vehicle sends both the new intended trajectory and the drivable area to the infrastructure unit. 8. A new negotiation phase is conducted between the vehicle and the infrastructure unit to ensure collision-free operation of the vehicle.

[0054] In Fig. Figure 5 shows an exemplary flowchart for the negotiation between vehicle and infrastructure unit, applicable to the first and second embodiments.

[0055] The time increases from top to bottom, and the respective negotiation areas, in which a negotiation of trajectory and / or drivable area by the vehicle takes place between the vehicle and the infrastructure unit, are shown hatched.

[0056] The reference numbers S10 to S140 denote the different signal transmissions between the vehicle and the infrastructure unit. Initially, signal S10 transmits a preliminary predicted trajectory and a resulting drivable area from the vehicle to the infrastructure unit. With signal S20, the infrastructure unit proposes an alternative trajectory and / or an alternative drivable area. Between signals S20 and S30, further negotiation steps can optionally take place between the vehicle and the infrastructure unit, until, for example, signal S30 transmits a proposed trajectory and a proposed drivable area from the vehicle to the infrastructure unit. With signal S40, the infrastructure unit accepts this trajectory and this drivable area.

[0057] Signals S50 to S80 are used to continuously check the newly predicted trajectories transmitted from the vehicle to the infrastructure unit, both while the vehicle is moving and stationary, during an analysis of the changing environment. This process ensures that these newly predicted trajectories do not violate the boundary frame, particularly with regard to other vehicles or road users. The vehicle's OK signal S50 is answered by the infrastructure unit with an OK signal S60. The vehicle's OK signal S70 is answered by the infrastructure unit with an OK signal S80.

[0058] It is now assumed that signal S90 represents an event trigger, namely that the newly predicted trajectory of the vehicle violates the boundary conditions, i.e., the permitted drivable area. Signal S90 is therefore an event signal from the vehicle to the infrastructure unit.

[0059] Subsequently, a new predicted trajectory and a new predicted drivable area are transmitted as a proposal from the vehicle to the infrastructure unit using signal S100. A negotiation phase can take place between steps S100 and S110, similar to the negotiation phase between steps S20 and S30. Signal S110 indicates that the newly predicted trajectory and the new drivable area transmitted with signal S100 have been accepted by the infrastructure unit.

[0060] In the same way as with signals S50 to S80, signals S120 and S130 show that the newly predicted trajectories are acceptable to the vehicle and that a corresponding response signal from the infrastructure unit confirms this acceptance.

[0061] Signal S140 indicates that the infrastructure unit has triggered another event, after which a boundary frame has been violated, for example by another road user. This triggers a further negotiation process, which in Fig. 5 is no longer shown, but it may be designed similarly to the negotiation processes between signals S10 and S40 and S90 and S110.

[0062] As a result, the inventive method and device enable high reliability with low energy consumption and a large bandwidth. Reference symbol list V1, V2, V3 vehicles F1, F2, F3 cars 10 Infrastructure Unit 12 Coordination Unit 14 monitoring units 20 distributed vehicle control 22a,b,c local control unit B1...B6 Boundary frame R drivable area Rn newly calculated drivable area Ra modified, permitted drivable area TR0 Trajectory to t_0 TR1 Trajectory to t_1 TR2 Trajectory to t_2 TRn newly calculated trajectory

Claims

[1] Method for exchanging information between at least one vehicle communication unit (22a) and a network (10) comprising the steps Transmitting a trajectory in the form of a geometric line based on a vehicle reference point and a drivable area based on a permitted drivable corridor over time 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) with respect to the transmitted trajectory (TR) and a drivable area (R) permitted by the network (10) for the vehicle (F1), Synchronization of all units by confirmation from all vehicles to the infrastructure unit when the newly predicted trajectory lies within the permitted drivable area, Transmission of a newly calculated trajectory (TRn) and a newly calculated drivable area (Rn) with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) if, following a change in the position of the vehicle (F1), the newly calculated trajectory (TRn) does not comply with the permitted drivable area (R). [2] Method for exchanging information between at least one vehicle communication unit (22a) and a network (10) comprising the steps Transmitting a trajectory in the form of a geometric line based on a vehicle reference point and a drivable area based on a permitted drivable corridor over time 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) with respect to the transmitted trajectory (TR) and a drivable area (R) permitted by the network (10) for the vehicle (F1), Synchronization of all units by confirmation from all vehicles to the infrastructure unit when the newly predicted trajectory lies within the permitted drivable area, Transmission of a newly calculated trajectory (TRn) and a newly calculated drivable area (Rn) with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network (10) when the drivable area (Ra) permitted by the network (10) for the vehicle (F1) has been changed due to signal transmission between the network (10) and the vehicle communication unit (22a). [3] Method according to claim 1 or 2, wherein, prior to the transmission of the trajectory (TR) and the drivable area (R) with respect to the vehicle (F1) from the vehicle communication unit (22a) to the network (10), the trajectory (TR) and the drivable area (R) are calculated by the vehicle (F1). [4] Method according to any one of the preceding claims, wherein before receiving a signal from the network (10) by the vehicle communication unit (22a), the network either accepts the transferred drivable area as the permitted drivable area (R) or defines a permitted drivable area (R) which differs from the transferred drivable area, in coordination with the vehicle communication unit (22a). [5] Method according to claim 4, wherein the determination of the permitted drivable area (R), which differs from the transmitted drivable area, is carried out in coordination with the vehicle communication unit (22a) in such a way that the network (10) transmits the permitted drivable area (R) as a proposal to the vehicle communication unit (22a) and the latter transmits the permitted drivable area (R) to the vehicle communication unit (22a) if this permitted drivable area (R) is acceptable to the vehicle communication unit (22a). [6] Method according to any one of claims 1, 3 to 5, if it depends on claim 1, wherein 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. [7] Method according to claim 6, wherein the cost function takes into account the distance of the recalculated trajectory (TRn) to other trajectories and / or permitted drivable areas of other road users for which information is available in the network, and / or position information for stationary objects or road users for which information is available in the network. [8] Method according to any one of claims 2 to 5, if that depends on claim 2, wherein the change of the drivable area (Ra) permitted by the network (10) for the vehicle (F1) is due to the fact that it cannot be ensured for another road user that he is outside the permitted drivable area (Ra). [9] Device for data processing which is configured to carry out a method according to any of the preceding claims. [10] Device for data processing according to claim 9, which is a vehicle communication unit (22a). [11] Computer program product comprising instructions which, when the program is executed by a computer, cause it to execute the method according to any one of claims 1 to 8. [12] Computer-readable storage medium containing instructions which, when executed by a computer, cause it to execute the method according to any one of claims 1 to 8.

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