Automatic guidance of motor vehicles

Abstract

The invention relates to a method for at least semi-automatically guiding a motor vehicle (10), wherein a first application (54) and at least one redundant second application (56) each provide output data (58, 60) based on motor vehicle operating data and / or environmental data (52), vehicle guidance data (62) for at least semi-automatically guiding the motor vehicle (10) are determined based on the output data (58, 60), vehicle operating data (66) of an unfamiliar vehicle (12) are received, and based on the vehicle operating data (66) of the unfamiliar vehicle (12), the at least one redundant second application (56) is switched from an active state to a standby state, in which the vehicle guidance data (62) are determined taking into account the output data (60) of the at least one redundant second application (56); in the standby state, computer entities (22) of a computer unit (16) used by the at least one redundant second application (56) are executed at least less frequently than in the active state.

Description

Technical Field

[0001] The present invention relates to a method for semi-automatic guidance of a motor vehicle. The present invention also relates to a computer program product comprising a program for a computer unit of a vehicle control system of a motor vehicle. Furthermore, the present invention relates to a vehicle control system for at least semi-automatic guidance of a motor vehicle. Finally, the present invention relates to a motor vehicle having a vehicle control system for at least semi-automatic guidance of a motor vehicle. Background Art

[0002] This type of method, this type of vehicle control device, and this type of motor vehicle are generally known in the prior art, so a separate textual description is not required. Autonomous vehicles, particularly at least semi-autonomous vehicles, use multiple computer program applications or applications to analyze environmental information. This environmental information may be in the form of environmental data detected by one or more environmental sensors. These applications must be reliable and sufficiently stable to operate effectively under virtually any circumstances. The computer program application, for example, executed in the at least semi-autonomous motor vehicle, analyzes the various data to determine the optimal activation process. Furthermore, the at least semi-autonomous motor vehicle executes redundant computer instances of multiple important applications to achieve a stable overall system. However, these types of applications and the redundant applications required for this purpose require a significant amount of resources, particularly in terms of the energy consumption of each executed instance and the resources of one or more computer units. Summary of the Invention

[0003] The object of the present invention is to at least improve, in particular reduce, the energy or resource consumption of a computer unit.

[0004] With regard to this type of method, the present invention particularly proposes that a first application and at least one redundant second application respectively provide output data based on motor vehicle operating data and / or environmental data, vehicle guidance data for at least semi-automatically guiding the motor vehicle are determined based on the output data, vehicle operating data of an unfamiliar vehicle are received, and based on the vehicle operating data of the unfamiliar vehicle, at least one redundant second application is switched from an active state to a standby state (or backup state), in which the vehicle guidance data are determined taking into account the output data of the at least one redundant second application; in which the computer entities of the computer unit used by the at least one redundant second application are executed at least less frequently than in the active state.

[0005] With regard to a control device of this type, the present invention particularly proposes that the vehicle control device has a program-controlled computer unit, which is configured to provide output data via a first application and at least one redundant second application, respectively, based on motor vehicle operating data and / or environmental data, determine vehicle guidance data for at least partially automatically guiding the motor vehicle based on the output data, receive vehicle operating data of an unfamiliar vehicle, and switch at least one redundant second application from an active state to a standby state based on the vehicle operating data of the unfamiliar vehicle, in which the vehicle guidance data is determined taking into account the output data of the at least one redundant second application; in which computer entities of the computer unit used by the at least one redundant second application are executed at least less frequently than in the active state.

[0006] In particular, it is proposed for a motor vehicle of this type that the vehicle control device is designed according to the invention.

[0007] The present invention proposes in particular a computer program product comprising a program for a computer unit of a vehicle control unit of a motor vehicle, wherein the program has program code parts for executing the steps of the method according to the invention when the program is executed by the computer unit.

[0008] Furthermore, the present invention is based on the concept that a dynamic reconfiguration of a vehicle control unit can be performed based on information or data obtained from an unfamiliar vehicle (also known as a third-party vehicle or external vehicle). The vehicle control unit, in particular its computer unit, analyzes the current environment and determines requirements related to the safety level. Because both data determined on the vehicle side and vehicle operating data of the unfamiliar vehicle can be used, the vehicle control unit can determine which system configuration, in particular with respect to at least one computer unit of the vehicle control unit, is to be adjusted, with the goal of achieving the most efficient configuration possible. This also includes energy consumption and the use of computer resources. At the same time, specific safety requirements should be maintained. The present invention uses another concept to identify applications that can be switched from an active state to a ready state, for example because the level of redundancy associated with the application can be reduced or the execution frequency of the applications and in particular the computer entities associated therewith can be reduced. As mentioned above, the execution of fewer or less resource-intensive applications may result in a reduction in resources.

[0009] In particular, the operation of at least partially automated vehicles requires multiple computer program applications, such as those for environmental perception or detection, planning, particularly for trajectory determination, and vehicle control services. Typically, these applications convert input data (e.g., sensor data, data from other applications, etc.) into output data (e.g., instruction data, commands, evaluation of the input data, etc.). Because many of these computer program applications are safety-critical, they are executed redundantly, meaning that the vehicle control system executes multiple applications that perform the same function, such as trajectory determination. Redundant applications can be either homogeneous (e.g., a specific application is executed multiple times at a time) or heterogeneous (e.g., multiple different applications provide the same function).

[0010] The present invention also utilizes the concept that a motor vehicle guided at least partially in an automated manner can communicate with other motor vehicles or unfamiliar vehicles and transmit data in a safe, reliable, and fast manner. The data obtained from the unfamiliar vehicle allows the present invention to be implemented by using the received data to determine whether an application can be switched to a standby mode, for example, to reduce the number of calculations performed or to deactivate the application. The vehicle operating data of the unfamiliar vehicle can include, for example, data from lidar, radar, cameras, speedometers, temperature sensors, brake sensors, analysis of sensor data, output data from computer program applications, data from GPS sensors, and the like.

[0011] The present invention improves efficiency and, preferably, optimizes resource allocation for computer program applications if certain conditions are met. Such conditions could, for example, be reliable communication and reliable data transmission between motor vehicles. Once reliable communication is established, motor vehicles can transmit data to each other, which can then be used by the other motor vehicles. The received data can be used to determine whether the computer program application can be switched to a ready state or even deactivated. This switching preferably depends on the transmitted or received information and contextual conditions, such as the current driving state, lane characteristics, weather, traffic conditions, the reliability of the communication connection, the priority of the corresponding computer program application, and so on. Furthermore, the switching can also depend on the current safety level. Provision can be made to prohibit switching to a ready state if the achieved safety level falls below a predetermined safety level.

[0012] The first application or computer program application is an application that is preferably provided with continuous regular operation. In contrast, the redundant second application is an application that provides the same functionality in a redundant manner and can be switched between an active state and a standby state. If there is no communication between the motor vehicle and any unfamiliar vehicle, the redundant second application is usually in the active state. In this case, the vehicle operating data of the unfamiliar vehicle does not need to be present. If, on the other hand, vehicle operating data of the unfamiliar vehicle is received, there is the possibility that the redundant second application can be switched from the active state to the standby state, so that the computer entities of the computer unit used by the redundant second application are executed at least less frequently than in the active state (English: degraded mode). The computer entities used by the redundant second application can be, for example, machine code that is executed directly by the computer unit.

[0013] In the active state, the redundant second application essentially provides the same functionality as the first application, thus achieving redundancy. In the standby state, functionality may be limited or even completely disabled (active-low mode). This not only saves energy, but also frees up corresponding resources of the computer unit because the computer entity is no longer frequently needed or even not needed at all, allowing other functions to be performed more quickly and / or efficiently.

[0014] The vehicle control unit preferably has at least one computer unit which allows the provision of functions based on a computer program.

[0015] According to a further embodiment, vehicle control data are determined independently of the output data of the at least one redundant second application during a predetermined time period before the at least one redundant second application switches from an active state to a standby state. In this state, the redundant second application still provides full functionality, but no longer takes into account the corresponding output data of the redundant second application (active-high mode). This allows the vehicle control data to be determined using vehicle operating data of an unfamiliar vehicle, wherein the vehicle operating data can at least partially replace the redundant second application. At the same time, reliable functionality for determining the vehicle control data can be ensured within this predetermined time period, also with regard to redundancy. If a fault occurs within the predetermined time period, the output data of the redundant second application can be immediately switched to or additionally taken into account, thereby ensuring the required or desired level of safety. This design has proven to be particularly advantageous when the reliability of the communication between the motor vehicle and the unfamiliar vehicle changes, in particular deteriorates, or when the required reliability is not achieved after the communication connection has been established.

[0016] Furthermore, it is proposed that at least one redundant second application be switched from an active state to a standby state based on a comparison of output data of the at least one redundant second application with vehicle operating data of an unfamiliar vehicle. For this purpose, specific data of the vehicle operating data of the unfamiliar vehicle can be selected and then compared with the output data of the redundant second application. Only when a sufficient degree of agreement is achieved in the comparison is the switching enabled or triggered. Furthermore, it is of course possible to provide that the comparison is performed within a predetermined time period, and that sufficient agreement should be maintained substantially continuously within this time period. This allows for further improvements in the control of the method.

[0017] Furthermore, it is proposed that the ready state utilize a passive state when the computer entity is not in use. This has the advantage that the computer entity can be freed up for use by other applications or can even be completely deactivated (English: active-low mode). This frees up computer resources associated with the computer unit. Finally, the computer unit can also operate more efficiently because the number of computing operations can be reduced.

[0018] Furthermore, it is proposed to compare the output data of the first application with the vehicle operating data of the unfamiliar vehicle. This design allows the comparison to be performed independently of the redundant second application, thereby further increasing reliability.

[0019] In particular, it is proposed that at least one redundant second application be switched from a standby state to an active state based on the comparison. This configuration allows for a plausibility check to be performed while the at least one redundant second application is in the standby state, and for the at least one redundant second application to be switched back to the active state based on the comparison at a lower security level than a predetermined security level. This allows, for example, the redundant second application to provide the normal functionality of the first application in parallel, and thus no longer requires the vehicle operating data of the unknown vehicle. This is particularly advantageous when, due to unreliable communication between the motor vehicle and the unknown vehicle, the received vehicle operating data of the unknown vehicle is no longer sufficient for reliable functioning of the vehicle control unit, for example, because it is corrupted or incomplete.

[0020] Furthermore, it is proposed to take into account a predetermined safety level for switching between the ready state and the active state of at least one redundant second application. The safety level is used to define the degree of redundancy required for reliable automated control of the motor vehicle. The safety level may be situation-dependent. A safety level can be determined for a specific driving situation or driving state and compared with the predetermined safety level. If the determined safety level is lower than the predetermined safety level, provision can be made for the redundant second application to remain in the active state permanently, i.e., to prevent switching to the ready state.

[0021] Furthermore, it is proposed that a warning signal be output based on a comparison of output data from at least the first application or at least one redundant second application with vehicle operating data of an unfamiliar vehicle. A warning signal may preferably be output if the comparison indicates that the output data of the respective application differs significantly from the preferably relevant vehicle operating data of the unfamiliar vehicle. For this purpose, a tolerance range may be predefined within which no warning signal needs to be output. Preferably, a warning signal is output when the vehicle operating data of the unfamiliar vehicle falls outside the tolerance range, which may preferably be predefined via the output data. The warning signal may be used to output a message to the vehicle's occupants, particularly the driver. However, the warning signal may only be output for the vehicle control unit.

[0022] According to a further embodiment, the current driving state of the motor vehicle is determined, and at least one redundant second application is additionally operated in an active or ready state depending on the current driving state. This further embodiment allows for consideration of the need to avoid, as far as possible, the use of the at least one redundant second application in a ready state in certain driving situations that can be determined by the current driving state of the motor vehicle. This can be advantageous, for example, when the motor vehicle is operating in an area with a high number of pedestrians, such as children. This may require a particularly high level of reliability or safety, taking into account the fact that an unfamiliar vehicle may not provide all relevant surrounding data.

[0023] Furthermore, it is proposed to determine the reliability of the communication connection with the unknown vehicle and to supplementally operate at least one redundant second application in an active or ready state depending on the reliability. This design allows the redundant second application to remain in an active state or to assume a ready state, depending on the reliability of the communication connection. If the communication connection is unreliable, for example, meaning that vehicle operating data of the unknown vehicle is only temporarily or incompletely transmitted, the active state is maintained. The ready state is only activated when the reliability reaches a predetermined level.

[0024] Furthermore, it is proposed that at least one redundant second application be operated in an active or ready state, supplementally depending on the priorities associated with the first application and the at least one redundant second application. For example, the priorities may be application-dependent. For example, the priority may relate to an application identifying pedestrians. Such an application typically has a high priority. For example, another application may relate to determining weather conditions. Such an application, for example, may have a correspondingly lower priority. In normal operation of the vehicle control system, the priorities do not need to be constant and may vary depending on the situation. However, fixed priorities may also be generally preset.

[0025] It is also proposed that at least one redundant second application be operated in a standby state in addition to the convoy operation. In this development, it can be provided that the vehicle control device is able to recognize convoy operation and adopt a corresponding operating mode with one or more unfamiliar vehicles. One of the motor vehicles is the lead vehicle, while the other vehicles are the following vehicles. In such convoy operation, the lead vehicle can provide a series of vehicle guidance data required for the at least semi-autonomous operation of the motor vehicle serving as the following vehicle, thereby eliminating the need for a corresponding redundant second application for a series of functions. Therefore, in this operating state, the corresponding redundant second application can be primarily or continuously in the standby state. Only when the convoy operation is terminated does the at least one redundant second application need to be activated by switching the redundant second application from the standby state to the active state.

[0026] The advantages and effects described for the method according to the invention also apply to the computer program product according to the invention, the vehicle control device according to the invention and the motor vehicle according to the invention, and vice versa. In particular, method features can therefore also be expressed in terms of device technology, and vice versa.

[0027] The present invention also includes further developments of the vehicle control device according to the present invention and the motor vehicle according to the present invention, which have features such as those already described in conjunction with the developments of the method according to the present invention. For this reason, the corresponding developments of the vehicle control device according to the present invention and the motor vehicle according to the present invention will not be described further here.

[0028] The invention also includes combinations of features of the described embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The following describes an embodiment of the present invention.

[0030] Figure 1 A schematic top view shows two motor vehicles traveling one after the other in the same direction, which are currently being guided automatically independently of one another according to a first scenario;

[0031] Figure 2 Shown as Figure 1 A schematic diagram in which, according to a second scenario, motor vehicles are in communication connection with one another via vehicle-to-vehicle communication and exchange vehicle operating data, wherein the subsequent motor vehicle operates a redundant application in a ready state;

[0032] Figure 3 Shown as Figure 2 a schematic diagram in which the redundant second application is executed according to a third scenario in a passive operating state in which the responsible computer entity is deactivated;

[0033] Figure 4The fourth scenario is shown as follows Figure 3 A schematic diagram with three motor vehicles traveling side by side in the same direction on a road, wherein two redundant second applications are operated in a passive operating state relative to the center vehicle;

[0034] Figure 5 The fifth scenario for the fleet operation is shown as follows: Figure 1 Such a schematic diagram;

[0035] Figure 6 shows a schematic side view of a motor vehicle according to the invention; and

[0036] Figure 7 A schematic flow chart of the method control according to the present invention is shown. DETAILED DESCRIPTION

[0037] The exemplary embodiments described below are preferred exemplary embodiments of the present invention. In the exemplary embodiments, the components described represent features of the present invention that can be considered independently of one another, each of which furthers the present invention independently of one another, and are therefore also considered to be components of the present invention, either individually or in combinations different from those shown. Furthermore, the described exemplary embodiments may be supplemented by other already described features of the present invention.

[0038] In the figures, elements with the same function are respectively provided with the same reference numerals.

[0039] Figure 6 A motor vehicle 10 is shown in a schematic side view with a vehicle control unit 20 which is designed for at least semi-automatic control of the motor vehicle 10. In the present case, at least semi-automatic driving operation is provided. The vehicle control unit 20 has a computer unit 16 which, in the present case, is Figures 1 to 5 As can be seen, the system includes four computer nodes CN1 to CN4. The computer nodes CN1 to CN4 are in communication connection with each other via a communication bus. The communication bus is not shown in the drawings. Figure 6 It can also be seen that the computer unit 16 has a computer entity 22 which is used by or assigned to applications 24 to 48 , which are explained below.

[0040] Furthermore, the motor vehicle 10 comprises an environmental sensor 68 which transmits corresponding environmental signals to the vehicle control unit 20, in particular the computer unit 16. Furthermore, the motor vehicle control unit 20 provides motor vehicle operating data which represent the operating state of the motor vehicle 10. Figure 7 ) represents environmental data and motor vehicle operation data.

[0041] Figure 7A possible method sequence according to the present invention is shown in a schematic flow chart.

[0042] according to Figure 7 A first application 54 and a redundant second application 56 are provided. However, the present invention is not limited to the use of only these two applications. Of course, multiple redundant second applications may also be provided. The first application 54 provides output data 56, and the redundant second applications provide output data 60. The respective applications 54, 56 provide output data 58, 60 based on the vehicle operating data and / or environmental data 52.

[0043] Output data 58, 60 are also used, in particular, to contribute to the determination of vehicle guidance data 62, which allow at least semi-automated guidance of motor vehicle 10. Vehicle guidance data 62 may, for example, include a trajectory on which guidance of motor vehicle 10 may be based.

[0044] As follows Figures 1 to 5 As explained, the motor vehicle 10 is in communication connection with the stranger vehicle 12 via vehicle-to-vehicle communication ( Figures 2 to 5 ), the unfamiliar vehicle is also a motor vehicle. Motor vehicle 10 receives its vehicle operating data 66 from unfamiliar vehicle 12. Vehicle operating data 66 is used for at least semi-automatic guidance of unfamiliar vehicle 12 and, in addition, can be used for guidance of motor vehicle 10. It is particularly possible to monitor and possibly also simplify the functionality of vehicle control device 20 by switching redundant second application 56 from an active state, in which vehicle guidance data 62 are determined taking into account output data 60 of redundant second application 56, to a standby state; in which computer entities 22 of computer unit 16 used by redundant second application 56 are executed at least less frequently than in the active state. Particularly advantageously, the corresponding computer entities 22 can even be completely released or deactivated, so that the computer capacity of computer unit 16 is available for other functions. Furthermore, deactivating computer entities 22 can, of course, also reduce energy consumption, particularly that of computer unit 16.

[0045] For this purpose, it is currently provided that vehicle operating data 66 of the unknown vehicle 12 are supplied to a vehicle guidance data determination unit 64 for determining vehicle guidance data. Furthermore, the vehicle operating data 66 are additionally supplied to a comparison unit 70 to which the output data 60 are also supplied.

[0046] Comparison unit 70 compares vehicle operating data 66 with output data 60 to determine if vehicle operating data 66 is within a predetermined tolerance range relative to output data 60. If this is the case, comparison unit 70 transmits vehicle operating data 66 to vehicle guidance data determination unit 64 instead of output data 60. Simultaneously, comparison unit 70 outputs a corresponding control signal to vehicle control unit 20, enabling redundant second application 56 to switch to a ready state. Vehicle control unit 20 then terminates redundant second application 56, allowing computer entity 22 used by redundant second application 56 to be deactivated, provided no further obstacles to change exist.

[0047] Figure 1 Now, an initial situation according to a first scenario is shown, in which two motor vehicles 10, 12, guided at least semi-automatically, are traveling one after the other in the same direction 50. Unknown vehicle 12 is the vehicle traveling in front, while motor vehicle 10 is the vehicle following behind. The structure of vehicle control systems 20 of motor vehicles 10, 12 is essentially identical in this case, so this structure will only be explained with respect to motor vehicle 10. In alternative configurations, vehicle control systems 20 may also differ from one another.

[0048] The first application 54 is usually run in an activated state. In this scenario, the activated state is usually not terminated.

[0049] As can be seen, motor vehicle 10 includes a vehicle control device 20 having a computer unit 16. Computer unit 16 includes four computer nodes CN1 to CN4, which are communicatively connected to one another via a communication bus (not shown in greater detail). Each computer node CN1 to CN4 includes a plurality of computer entities 22, which can be activated or deactivated as needed. However, these computer entities can also be activated variably depending on their frequency of use.

[0050] The corresponding applications 24 to 34 are arranged at the computer nodes CN1 to CN4, as can be seen from Figure 2 As can be seen. Applications 24, 28, and 32 are currently trajectory planner applications, while applications 26, 30, and 34 are pedestrian detection applications. These applications are provided only as examples to illustrate the functionality of the present invention. In alternative designs, additional or other applications may also be provided.

[0051] Solid lines indicate that applications 24 and 34 are running in an active state. In contrast, applications 26, 28, 30, and 32 are shown in dashed lines, meaning that, while they are running in an active state, their output signals or output data are not used to determine vehicle guidance data. These applications serve as redundant secondary applications, ready for immediate use when needed. Therefore, the current automated operation of motor vehicle 10 is still primarily based on applications 24 and 34.

[0052] Figure 2 Now, a schematic diagram is shown according to the second scenario. Figure 1 A similar situation is described in the example in which the motor vehicle 10 is in communication with an unknown vehicle 12 and receives vehicle operating data 66 from the unknown vehicle 12. The vehicle operating data 66 may include, for example, output data of relative acceleration, trajectory planner and pedestrian detection applications. These data can be received by the motor vehicle 10 or the vehicle control unit 20 and used to determine which redundant applications or entities are not required for the normal automatic driving operation of the motor vehicle 10, taking into account a predefined safety level. In the current design, it has been confirmed that applications 28 and 30 are no longer required for the required redundant functions. Therefore, it is currently stipulated that, based on the vehicle operating data 66, applications 28, 30 are no longer required for the required redundant functions. Figure 1 The first scenario is to switch from the active state to the ready state, and currently even to the passive state, in which the application is completely deactivated. As a result, the corresponding computer entity 22 is also released for the computer unit 16, so that energy consumption can be reduced and / or computer resources can be released.

[0053] In accordance with Figure 2 In the scenario, only the redundant second application is switched to the ready state. The active first application 24, 34 remains completely in the active state. Therefore, the motor vehicle 10 can basically operate independently of the unfamiliar vehicle 12. However, the vehicle operating data 66 of the unfamiliar vehicle 12 can also be used as redundancy for the redundant second application in the ready state. This also allows the preset safety level to be maintained. If the active application of the motor vehicle 10 is disrupted, the operation of the motor vehicle 10 is based on communication with the unfamiliar vehicle 12 until a new application is activated. Similarly, if communication is disrupted, the motor vehicle 10 operates only based on the active application until a new active entity is executed or communication is restored. In this case, only the output data of the redundant second application is used again to determine the vehicle guidance data 62.

[0054] exist Figure 2In the second scenario shown, motor vehicle 10 is traveling behind an unknown vehicle 12. In this case, the output data of trajectory planner application 24 and pedestrian detection application 34 of unknown vehicle 12 can also be used by motor vehicle 10. Thus, the data transmission itself allows motor vehicle 10 to switch the corresponding redundant second applications 28, 30 to a ready state. However, this is only done if additional safety-related requirements can be maintained.

[0055] Figure 3 The third scenario is shown as follows Figure 2 Such a schematic diagram is therefore a supplementary reference for the subsequent explanation. Figure 2 Only the differences should be shown subsequently.

[0056] Figure 3 The possibility of reducing the activation rate or the frequency of use of an application as a redundant second application is shown. This means that the corresponding application is executed less frequently. However, the corresponding application remains essentially active (degraded), so that it receives and processes the input data for its normal operation and provides corresponding output data. However, fewer computer resources are available for the computer unit 16 to process the data. For example, in Figure 3 In the case of a pre-scheduled operation, the motor vehicle 10 compares the vehicle operating data 66 received from the unknown vehicle 12 with the output data 58, 60 to determine whether safe guidance of the motor vehicle 10 is possible. In other cases, the application running in the pre-scheduled mode is transferred to the active state and the motor vehicle 10 is guided based on the output data 60 of the application.

[0057] An important advantage of having a less frequent readiness state is that it is also possible for the motor vehicle 10 to quickly run based on the output data 60, for example, if the pedestrian detection application 28 detects a pedestrian that is not recognized by the stranger vehicle 12. If this application were to run only without using the output signal 60, the motor vehicle 10 would not be able to use it to detect the pedestrian. Therefore, the redundant second application 56 continues to run at a lower frequency, which has the advantage of safe automatic guidance of the motor vehicle. This is in Figure 3 3 , the motor vehicle 10 is shown with a gray area for the application 34 .

[0058] Even when based on Figure 3 and Figure 2 While the design options may look similar, they are still different. Figure 2A scenario such as this may occur in a city or urban environment. In this case, a higher level of safety is required for the motor vehicle 10, in particular with regard to detecting pedestrians, since the probability of many pedestrians being present in the surrounding environment is high. In this case, one pedestrian detection application remains active as application 54, while another pedestrian detection application can be operated in a standby mode, in particular in a passive state. For example, when operating on a highway, it can be assumed that the pedestrian detection application is activated according to the vehicle's safety regulations. Figure 3 Scenario, where significantly fewer pedestrians can be expected. For this reason, a ready state can be selected here, in which the computer entity 22 is used less frequently than in the active state.

[0059] In this regard, it was also pointed out that in accordance with Figure 2 In one embodiment, one of the trajectory planner applications is running in an active state, while the other is running in an active-high state without using the corresponding output data. This is provided because trajectories should be calculated with the same frequency or number of times in urban scenarios and highway scenarios. Therefore, the trajectory planner application should not be running in a mode with a lower frequency.

[0060] Figure 4 Another embodiment according to the fourth scenario is shown, in which a second unknown vehicle 14 is also provided. All three motor vehicles 10 to 14 are traveling side by side in the same direction 50, in adjacent lanes. Unknown vehicle 14 is traveling in the left lane and overtakes motor vehicle 10, which is traveling in the center lane. Unknown vehicle 12 is traveling in the right lane. All three motor vehicles 10 to 14 are in communication with one another.

[0061] Due to this communication, motor vehicle 10 can operate autonomously using applications in a standby state, with the corresponding applications being executed less frequently than in an active state. This is possible because a pedestrian crossing the center lane is highly unlikely, and if stranger vehicles 12 and 14 detect a pedestrian, they can warn motor vehicle 10. However, the corresponding applications are not completely shut down, as minimum safety requirements must be met.

[0062] Likewise, motor vehicle 10 can determine its trajectory, wherein trajectory planner application 32 can be executed less frequently than in the active state. This is possible because, in this scenario, there is no significant trajectory change potential for motor vehicle 10 traveling in the same direction between stranger vehicles 12 and 14, and motor vehicle 10 knows, based on the communication, which positions to expect from stranger vehicles 12 and 14. Furthermore, objects detected by stranger vehicles 12 and 14 along the travel direction can be transmitted to motor vehicle 10.

[0063] The road with the lanes on which the motor vehicles 10 to 14 travel is laterally bordered by a sidewalk 18 .

[0064] based on Figure 1 Another scenario is possible. This scenario assumes that no passive state occurs for any of the applications 24 - 34 . The two vehicles 10 , 12 communicate with each other and transmit relevant data to each other. Although both vehicles 10 , 12 can reconfigure their respective computing units 16 to conserve resources, no corresponding passive operating state is established. The communication between the vehicles 10 and 12 thus serves as a verification source. In other words, one of the vehicles 10 , 12 uses the received vehicle operating data 66 to verify the output data 58 , 60 of the corresponding application 54 , 56 .

[0065] Figure 5 Another embodiment of the present invention is shown for use in convoy operation. In this embodiment, a lead vehicle is provided, which is here a motor vehicle 12. Motor vehicle 10 follows lead vehicle 12 as a following vehicle. Although only two motor vehicles are provided in the present case, the resulting convoy can of course also have multiple motor vehicles following one another.

[0066] Leading vehicle 12 transmits relevant vehicle operating data 66 to following vehicle 10. If the transmitted vehicle operating data 66 includes all data required for automatically following following vehicle 10, following vehicle 10 receives corresponding instructions regarding its operation from leading vehicle 12. For this purpose, corresponding applications are provided, namely, fleet manager applications 38, 40, 46, and 48 and communication monitoring applications 42 and 44. These applications can be used to implement fleet features.

[0067] Fleet manager applications 38 , 40 , 46 , 48 can be used to determine when a convoy can be formed. Furthermore, fleet manager applications 38 , 40 , 46 , 48 can determine, for example, which of vehicles 10 , 12 should be the lead vehicle. Communication monitoring 42 , 44 can continuously verify the reliability and quality of the communication link between following vehicle 10 and lead vehicle 12 . The application indicates when following vehicle 10 can take over control of itself. This may be necessary, for example, if the quality of the communication link has deteriorated, if data is incomplete or invalid, etc.

[0068] Currently, following vehicle 10 executes all applications required to be able to automatically guide motor vehicle 10, wherein only output data 58, 60 are not taken into account in determining vehicle guidance data 62. If communication monitoring 42 requests a takeover of control of motor vehicle 10, the output data 58, 60 of the active applications can be immediately taken into account for determining vehicle guidance data 62, so that control of motor vehicle 10 can be taken over independently of leading vehicle 12.

[0069] Each motor vehicle has a limited number of resources, in particular regarding computer unit 16. The present invention enables the deactivation of the execution of computer entity 22 and applications, thereby saving computer resources and / or energy. Furthermore, the present invention can further increase security by allowing vehicle operating data 66 of an unknown vehicle 12 to be used for verifying output data 58, 60 of the own motor vehicle 10.

[0070] In accordance with Figure 1 In the embodiment of FIG. 5 , the system reliability of vehicle control device 20 can be improved, since motor vehicles 10 , 12 can verify output data 58 , 60 using output data of the respective other motor vehicle 10 , 12 .

[0071] In accordance with Figure 5 In the scenario of a co-operating application, a readiness state is set for the co-executed application. This frees up computing resources and, in particular, allows for a more energy-efficient system. However, it must be taken into account that if the communication connection with the lead vehicle 12 is disrupted, the following vehicle 10 requires time to be able to resume the possible fully automated guidance of the following vehicle 10.

[0072] The examples are only used to illustrate the present invention and should not be construed as limiting the present invention.

[0073] Reference Signs List

[0074] 10 Motor vehicles

[0075] 12 Strange vehicles

[0076] 14 Strange Vehicles

[0077] 16 computer units

[0078] 18 sidewalks

[0079] 20 Vehicle Control Devices

[0080] 22 Computer Entities

[0081] 24 Trajectory Planner Application

[0082] 26 Pedestrian Detection Application

[0083] 28 Trajectory Planner Application

[0084] 30 Pedestrian Detection Application

[0085] 32 Trajectory Planner Application

[0086] 34 Pedestrian Detection Application

[0087] 36 Pedestrian Detection Application

[0088] 38 Fleet Manager App

[0089] 40 Fleet Manager Apps

[0090] 42 Communication Monitoring

[0091] 44 Communication Monitoring

[0092] 46 Fleet Manager App

[0093] 48 Fleet Manager App

[0094] 50 Driving Direction

[0095] 52 Motor vehicle operation data and / or environmental data

[0096] 54 First Application

[0097] 56 Redundant Second Application

[0098] 58 output data

[0099] 60 output data

[0100] 62 vehicle guidance data

[0101] 64 Vehicle guidance data determination unit

[0102] 66 vehicle operation data

[0103] 68 environmental sensors

[0104] 70 comparison units

Claims

1. A method for at least semi-automatically guiding a motor vehicle (10), wherein: - a first application (54) and at least one redundant second application (56) each providing output data (58, 60) based on vehicle operating data and / or environmental data (52), - determining vehicle guidance data (62) for at least semi-automated guidance of the motor vehicle (10) based on the output data (58, 60), - receiving vehicle operation data (66) of an unfamiliar vehicle (12), and - Based on the vehicle operating data (66) of the unknown vehicle (12), at least one redundant second application (56) is switched from an active state to a standby state, in which the vehicle guidance data (62) are determined taking into account the output data (60) of the at least one redundant second application (56), and in which the computer entities (22) of the computer unit (16) used by the at least one redundant second application (56) are executed at least less frequently than in the active state.

2. The method according to claim 1, characterized in that The vehicle control data (62) are determined independently of output data (60) of the at least one redundant second application (56) within a predetermined time period before the at least one redundant second application (56) switches from an active state to a standby state.

3. The method according to claim 1, characterized in that Based on a comparison of output data (60) of the at least one redundant second application (56) with vehicle operating data (66) of the unknown vehicle (12), the at least one redundant second application (56) is switched from an active state to a ready state.

4. The method according to claim 1, characterized in that The ready state uses a passive state without using the computer entity (22).

5. The method according to claim 1, wherein The output data (58) of the first application (54) is compared with the vehicle operation data of the unfamiliar vehicle (12).

6. The method according to claim 5, characterized in that At least one redundant second application (56) is switched from a ready state to an active state based on the comparison.

7. The method according to claim 1, characterized in that For switching between a ready state and an active state of at least one redundant second application (56), a predefined safety level is taken into account.

8. The method according to claim 1, characterized in that A warning signal is output based on a comparison of output data (58, 60) from at least a first application or at least a redundant second application with vehicle operating data (66) of the unknown vehicle (12).

9. The method according to claim 1, characterized in that A current driving state of the motor vehicle (10) is determined, and at least one redundant second application (56) is additionally operated in an active state or a ready state depending on the current driving state.

10. The method according to claim 1, characterized in that The reliability of a communication connection (42, 44) to the unknown vehicle (12) is determined, and at least one redundant second application (56) is additionally operated in an active state or a ready state depending on the reliability.

11. The method according to claim 1, wherein At least one redundant second application (56) is additionally executed in an active state or a ready state depending on a priority level associated with the first application and the at least one redundant second application.

12. The method according to claim 1, characterized in that At least one redundant second application (56) is additionally operated in a ready state in accordance with the fleet operation (44, 46).

13. A computer program product comprising a program for a computer unit (16) of a vehicle control device of a motor vehicle (10), wherein The program has a program code portion for executing the steps of the method according to any one of the preceding claims when the program is executed by a computer unit (16).

14. A vehicle control device (20) for at least semi-automatically guiding a motor vehicle (10), wherein: The vehicle control device (20) has a program-controlled computer unit (16) which is designed to: - providing output data (58, 60) by means of a first application (54) and at least one redundant second application (56), respectively, based on vehicle operating data and / or environmental data, - determining vehicle guidance data (62) for at least partially automated guidance of the motor vehicle (10) based on the output data (58, 60), - receiving vehicle operation data (66) of an unfamiliar vehicle (12), and - switching at least one redundant second application (56) from an active state to a standby state based on vehicle operating data (66) of an unfamiliar vehicle (12), in which active state vehicle guidance data (62) are determined taking into account output data (60) of the at least one redundant second application (56), and in which standby state computer entities (22) of the computer unit (16) used by the at least one redundant second application (56) are executed at least less frequently than in the active state.

15. A motor vehicle (10) having a vehicle control device (20) for semi-automatically guiding the motor vehicle (10), characterized in that The vehicle control device (20) is designed according to claim 14.

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