Method and assistance device for planning at least two vehicle cooperativeness maneuvers

Abstract

The invention relates to an assistance device and a method for cooperative maneuver planning of at least two vehicles, in each of which a planning trajectory and a desired trajectory are selected for each planning cycle in accordance with a cost function and are transmitted to the other vehicle; for this purpose a first trajectory is generated which is cost-advantageous in relation to the planning trajectories and desired trajectories of the other vehicles, for this purpose a second trajectory is generated which is cost-advantageous in relation to the planning trajectories and desired trajectories of the other vehicles, and the second trajectory is transmitted as the desired trajectory only when the cost difference between the first trajectory and the second trajectory is greater than a minimum cost reduction, and ii) in addition to or alternatively to i), a third trajectory is generated which is cost-advantageous in relation to the planning trajectories of the other vehicles, but disregards the desired trajectories of the other vehicles, and the desired trajectories of the other vehicles are accepted when the cost difference between the first trajectory and the third trajectory is less than a maximum cost increase.

Description

Technical Field

[0001] The present invention relates to a method and an auxiliary device for cooperative maneuver planning for at least two vehicles. Background Technology

[0002] In cost-based trajectory planners, multiple drivable trajectories (also known as the "trajectory space") are typically generated within a planning cycle, depending on the environment. These trajectories are then evaluated based on a cost function. The most cost-effective, conflict-free trajectory is then selected for planning and used as the planned trajectory. This planning cycle is repeated at short intervals to continuously respond to changes in traffic conditions within the environment.

[0003] A method for a driver assistance system for a vehicle is known from DE 10 2014 211 507 A1. In this method, ambient information of the vehicle's surrounding environment is detected, and a set of currently possible self-driving maneuvers is determined based on the ambient information. Furthermore, a set of currently possible external driving maneuvers is received from external vehicles in the vehicle's surrounding environment, and a set of combinations of currently possible driving maneuvers is determined, comprising combinations of currently possible self-driving maneuvers and currently possible external driving maneuvers. For each combination in the set of currently possible driving maneuver combinations, a corresponding total cost value is determined, and a combination is selected from the set of currently possible driving maneuver combinations based on the total cost value. The self-driving maneuver of the selected combination is then implemented. Summary of the Invention

[0004] The purpose of this invention is to improve a method for cooperative maneuver planning of at least two vehicles and a corresponding auxiliary device.

[0005] According to the present invention, this objective is achieved by a method for cooperative maneuver planning of at least two vehicles and an auxiliary device for the vehicles. Advantageous embodiments of the invention are derived from the technical solution.

[0006] In particular, a method is provided for cooperative maneuver planning for at least two vehicles, wherein in each vehicle, a planned trajectory and a desired trajectory are selected from multiple drivable trajectories generated depending on the environment for each planning cycle based on a cost function using a trajectory planner, and these are respectively transmitted to other vehicles in the environment; wherein a first trajectory that is most cost-effective and does not conflict with the planned and desired trajectories of other vehicles is generated for this purpose, and

[0007] i) Wherein, a cost-effective second trajectory is generated, which ignores the planned and desired trajectories of other vehicles, wherein the second trajectory is transmitted to other vehicles as the desired trajectory only if the cost difference between the first and second trajectories of the corresponding vehicle is greater than a preset minimum cost reduction value, and

[0008] ii) Wherein, for this purpose, an additional or alternative to i) is generated to produce a third trajectory that is most cost-effective, which does not conflict with the planned trajectories of other vehicles but ignores the desired trajectories of other vehicles, wherein the desired trajectories of other vehicles are accepted by the vehicle in trajectory planning when the cost difference between the first and third trajectories is less than a preset maximum cost increase value, wherein the vehicle uses the first trajectory as a new planned trajectory when the desired trajectories of other vehicles are accepted, and wherein the vehicle uses the third trajectory as a new planned trajectory when the desired trajectories of other vehicles are rejected.

[0009] Furthermore, an auxiliary device for a vehicle is provided, comprising a data processing device configured to select a planned trajectory and a desired trajectory from a plurality of drivable trajectories generated depending on the environment for each planning cycle, based on a cost function and by means of a trajectory planner, and transmit them respectively to other vehicles in the environment; and to generate, for this purpose, a first trajectory that is most cost-effective and does not conflict with the planned trajectories and desired trajectories of other vehicles.

[0010] i) This generates a cost-effective second trajectory that ignores the planned and desired trajectories of other vehicles, and this second trajectory is only transmitted to other vehicles as the desired trajectory if the cost difference between the first and second trajectories of the corresponding vehicle is greater than a preset minimum cost reduction value.

[0011] ii) To this end, an additional or alternative to i) is generated to produce a third trajectory that is most cost-effective, which does not conflict with the planned trajectories of other vehicles but ignores the desired trajectories of other vehicles. When the cost difference between the first and third trajectories is less than a preset maximum cost increase, the desired trajectories of other vehicles are accepted in the trajectory planning. If the desired trajectories of other vehicles are accepted, the first trajectory is used as the new planned trajectory. If the desired trajectories of other vehicles are rejected, the third trajectory is used as the new planned trajectory.

[0012] This method and auxiliary device reduce the amount of data that must be transmitted for maneuver coordination. Furthermore, this method and auxiliary device achieve indirect maneuver coordination, where the desired trajectory is received or rejected indirectly (i.e., via the vehicle's own behavior) rather than directly. On the one hand, this also reduces the amount of data, as additional information for acceptance or rejection does not need to be transmitted. On the other hand, overall coordination, or the overall system consisting of multiple vehicles, can thus operate more stably in terms of maneuver planning.

[0013] On the one hand, this is achieved by checking the existence of a possible desired trajectory (referred to as the second trajectory) before it is transmitted to other vehicles, based on the condition that the cost reduction in realizing such a desired trajectory (i.e., the second trajectory) must be greater than a preset minimum cost reduction compared to realizing a temporary planned trajectory (referred to as the first trajectory). Only when this condition is met is the second trajectory transmitted to other vehicles as the desired trajectory. Otherwise, the desired trajectory is not transmitted, and only the planned trajectory is transmitted.

[0014] On the other hand, alternatively or additionally, the desired trajectory for other vehicles entering the area is checked for the presence or absence of the following additional condition: the cost increase in trajectory planning due to considering the desired trajectory must be less than a preset maximum cost increase value. For this purpose, a third trajectory is generated, which does not conflict with the planned trajectories of other vehicles but ignores their desired trajectories. Then, the cost difference between the implementation cost of the first trajectory (which takes into account the desired trajectory for other vehicles entering the area) and the implementation cost of the third trajectory is determined and compared with a preset maximum cost increase value. Based on the comparison result, either the first or third trajectory is used as a new planned trajectory, specifically as the planned trajectory for the next planning cycle.

[0015] The corresponding planned and desired trajectories are transmitted to other vehicles, primarily in the form of Maneuver Coordination Messages (MCMs). This transmission is made, in particular, using Car-to-X communication equipment or other suitable communication equipment of the respective vehicles.

[0016] Components of the auxiliary device, particularly data processing equipment, can be constructed individually or in combination as a combination of hardware and software, for example, implemented as program code on a microcontroller or microprocessor. Alternatively, components can be configured individually or in combination as application-specific integrated circuits (ASICs) and / or field-programmable gate arrays (FPGAs).

[0017] In one implementation, the second and / or third trajectories are stored for planning cycles only if they differ from the first trajectory. This reduces storage requirements, especially in environments where there is no traffic from other vehicles.

[0018] In one implementation, the minimum cost reduction and / or maximum cost increase are determined taking into account the current situation. This allows cooperative behavior to be adapted to the corresponding current situation. The current situation may, for example, include traffic conditions and / or traffic scenarios (entering a highway, turning, changing lanes, etc.) and / or weather and / or traffic density. Therefore, for example, it can be configured to reduce the willingness to cooperate in lanes with high traffic density, because, for example, braking by a vehicle in a lane with many closely following vehicles to allow vehicles in other lanes to enter could result in significant energy efficiency losses, as the following vehicles must also brake. Thus, in this example, the maximum cost increase is reduced. Traffic conditions and / or traffic scenarios may also involve, for example, road types (main roads, side roads, rural roads, highways, etc.).

[0019] In one implementation, the minimum cost reduction value and the maximum cost increase value are determined by each other. For example, the maximum cost increase value for cooperating vehicles can be determined while taking into account the minimum cost reduction value of the requesting vehicle. This ensures a reduction in the total cost of vehicles involved in the cooperation, thereby improving overall cooperation efficiency. Furthermore, it can be configured such that when one value is changed, the corresponding other value is also changed accordingly. This similarly enhances the willingness to cooperate in vehicles, for example, those that should frequently transmit desired trajectories to other vehicles.

[0020] In one implementation, the minimum cost reduction and / or maximum cost increase are provided by at least one infrastructure device. Thus, the coordination between vehicles can be influenced and determined based on location. Such infrastructure devices may be, for example, radio beacons or traffic signal facilities or correspondingly equipped traffic signs. The minimum cost reduction and / or maximum cost increase are then transmitted to the vehicles, particularly via radio signals, and are taken into consideration by the vehicles when performing the measures.

[0021] In one implementation, the minimum cost reduction value and / or the maximum cost increase value are determined taking into account driver preferences. Thus, the driver of the vehicle can individually determine their willingness to cooperate, or at least influence that willingness. The minimum cost reduction value and / or the maximum cost increase value can be queried at, for example, a display and operating device in the vehicle and / or can be determined via that display and operating device.

[0022] In one implementation, the minimum cost reduction and / or maximum cost increase are determined taking into account vehicle characteristics and / or vehicle type. This allows for consideration of vehicle-specific limitations and / or capabilities. Vehicle characteristics may include, for example, the ability to recover braking energy. Therefore, where recovery capabilities exist, the willingness to cooperate may be greater. Vehicle type may be, for example, an electric vehicle or an internal combustion engine vehicle. Furthermore, vehicle type may also involve a distinction between civilian and public vehicles (public short-distance passenger transport, emergency vehicles for police and fire services, etc.). For example, civilian vehicles may exhibit greater cooperation with other vehicles than public vehicles in use with respect to other vehicles. The minimum cost reduction and / or maximum cost increase are then selected accordingly.

[0023] In one implementation, when the second trajectory is transmitted as the desired trajectory, the cost difference between the first and second trajectories is also transmitted to the corresponding other vehicles, whereby the transmitted cost difference is considered by the other vehicles in their respective trajectory planning. Thus, despite the method's advantage in reducing data transmission, group-related maneuver planning can still be performed, where the total cost can be taken into account and minimized.

[0024] Further features of the auxiliary device design scheme are derived from the description of the method design scheme. The advantages of the auxiliary device are the same as those in the method design scheme. Attached Figure Description

[0025] The invention will now be explained in more detail with reference to the accompanying drawings and preferred embodiments. Wherein:

[0026] Figure 1 A schematic diagram of one embodiment of the auxiliary device is shown;

[0027] Figure 2a Figure b shows a schematic diagram of traffic conditions during successive planning cycles to illustrate one implementation of the method;

[0028] Figure 3a Figures b and c illustrate the same traffic situation in subsequent planning cycles to illustrate one implementation of the method.

[0029] Figure 4 A schematic flowchart is shown for one implementation of a method for cooperative maneuver planning of at least two vehicles. Detailed Implementation

[0030] Figure 1A schematic diagram of one embodiment of the auxiliary device 1 is shown. The auxiliary device 1 includes a data processing device 2. The data processing device 2 includes a computing device 2-1 and a memory 2-2. The auxiliary device 1 is arranged in a vehicle 50, particularly in a motor vehicle. The auxiliary device 1 particularly implements the method described in this disclosure. Hereinafter, the method described in this disclosure will be explained in more detail with reference to the auxiliary device 1.

[0031] Environmental data 10 from at least one environmental sensor 51 of vehicle 50 is supplied to auxiliary device 1. Auxiliary device 1 is configured to perform trajectory planning for vehicle 50. Therefore, data processing device 2 is configured to select a planned trajectory 20 and a desired trajectory 21 from drivable trajectories generated depending on the environment (i.e., especially considering the detected environmental data 10) in vehicle 50 for each planning cycle using trajectory planner 3 according to a cost function, and transmit them respectively to other vehicles 55 in the environment. For example, the transmission is performed via vehicle 50's Car-to-X interface 52. Trajectory planner 3 is provided, in particular, in the form of program code implemented on computing device 2. The planned trajectory 20 can then be transmitted, in particular, to vehicle controller 53 of vehicle 50, and can then be implemented by vehicle controller 53 by manipulating the longitudinal and lateral guidance of vehicle 50.

[0032] In order to generate the planned trajectory 20 and the desired trajectory 21, the data processing device 2 first generates the most cost-effective first trajectory 6-1 that does not conflict with the planned trajectory 30 and desired trajectory 31 of other vehicles.

[0033] Furthermore, the data processing device 2 is configured to generate a second trajectory 6-2 that is most cost-effective, which ignores the planned trajectory 30 and desired trajectory 31 of other vehicles 55, and the second trajectory 6-2 is transmitted to other vehicles 55 as the corresponding desired trajectory 21 only when the cost difference between the implementation cost of the first trajectory 6-1 and the implementation cost of the second trajectory 6-2 of vehicle 50 is greater than a preset minimum cost reduction value MinCR.

[0034] If C 6-1 The implementation cost of the first trajectory 6-1 and C 6-2 If the implementation cost of the second trajectory 6-2 is the factor, then data processing device 2 should specifically check whether it meets the requirements.

[0035] (C 6-1 -C 6-2 )>MinCR.

[0036] The data processing device 2 is further configured to generate, additionally or alternatively, a third trajectory 6-3 that is most cost-effective, which does not conflict with the planned trajectories 30 of other vehicles 55, but ignores the desired trajectories 31 of other vehicles 55. The data processing device 2 is configured to accept the desired trajectory 31 of other vehicles 55 in trajectory planning when the cost difference between the first trajectory 6-1 and the third trajectory 6-3 is less than a preset maximum cost increase value MaxCI. If the desired trajectory 31 of other vehicles 55 is accepted, the first trajectory 6-1 is used as the new planned trajectory 20. If the desired trajectory 31 of other vehicles 55 is rejected, the third trajectory 6-3 is used as the new planned trajectory 20.

[0037] If C 6-1 It is the cost of the first trajectory 6-1 and C 6-2 The cost of the second trajectory 6-2 is such that data processing device 2 specifically checks whether it meets the requirements.

[0038] (C 6-1 -C 6-3 ) <MaxCI。

[0039] It can be configured such that the second trajectory 6-2 and / or the third trajectory 6-3 are only stored for planning cycles if they are different from the first trajectory 6-1.

[0040] The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) can be determined taking into account the current situation. For this purpose, the detected environmental data 10 can be evaluated, for example, using data processing device 2. Based on the evaluation results, the minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) are then determined, and / or selected from a preset list. Examples of such situations include different traffic densities and / or different traffic scenarios (urban, rural, highway, intersection, highway approach, etc.).

[0041] It can be set such that the minimum cost reduction value MinCR and the maximum cost increase value MaxCR depend on each other to determine the value.

[0042] The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCR) can be provided by at least one infrastructure device 40. The infrastructure device 40 transmits the values ​​MinCR and MaxCR to vehicle 50 or vehicle 50, 55, particularly via Car-to-X interface 52. The transmission can be location-restricted, allowing different values ​​to be set for different locations or regions.

[0043] It can be set so that the minimum cost reduction value MinCR and / or the maximum cost increase value MaxCR are determined taking into account driver preferences.

[0044] The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCR) can be set to be determined taking into account vehicle characteristics and / or vehicle type.

[0045] It can be configured such that when the second trajectory 6-2 is transmitted as the desired trajectory 21, the cost difference between the first trajectory 6-1 and the second trajectory 6-2 is also transmitted to the corresponding other vehicles 55, wherein the transmitted cost difference is considered by the other vehicles 55 in the corresponding trajectory planning.

[0046] Figure 2a and Figure 2b A schematic diagram of traffic conditions during successive planning periods t1 and t2 is shown to illustrate one implementation of the method. This implementation corresponds here to alternative i). The merging process on highway 60 is shown. Figure 2a This shows the perspective of the trajectory planner for two vehicles, 50 and 55. Figure 2b The view of the trajectory planner for vehicle 50 is shown.

[0047] Vehicle 50 must merge into the traffic flow via the highway approach 61 of highway 60 and enter the right lane 62 of highway 60. At this point, there is another vehicle 55 in the right lane 62.

[0048] In the non-cooperative case, i.e. when the desired trajectory is 20, 30 ( Figure 1 If the planned trajectory 21, 31 does not conflict with the planned trajectory 20, 30 or desired trajectory 21, 31 of other vehicles 50, 55, only the first trajectory 6-1 is stored by the corresponding trajectory planner of vehicle 50, 55, because other possible second trajectories 6-2 are indistinguishable from the first trajectory 6-1 (at t). 1.1 (As shown in the diagram). The solid line prevents merging vehicle 50 from calculating its trajectory onto highway 60 at time point t1. Therefore, for vehicle 50 and other vehicles 55 on highway 60, only the first trajectory 6-1 exists at time point t1, such that these first trajectories are used as planning trajectories 20, 30 in the planning period t1 (at t...). 1.2 (as shown in the image).

[0049] In the subsequent planning period t2 (in Figure 2b As shown in the diagram, vehicle 50 is in a position permitted to merge according to road traffic regulations. Nevertheless, in this situation, vehicle 50 chooses to brake on the highway ramp 61, as the most cost-effective first trajectory 6-1, because all other drivable trajectories conflict with the planned trajectories 30 of other vehicles 55 (see [reference]). Figure 2b t in 2.1Furthermore, vehicle 50 generates and stores a second trajectory 6-2, which need not conflict with the planned trajectories 30 of other vehicles 55 (and, if necessary, other vehicles). In the example shown, this second trajectory represents a merging process onto the right lane 62, because, according to the cost function stored in the trajectory planner, merging at that point in time is evaluated as more cost-effective than braking on the highway approach 61. However, for this second trajectory 6-2 to be driven onto in the near future, successful coordination with all traffic participants whose trajectories 30 conflict with it, i.e., the trajectories 30 of other vehicles 55, is required. For this purpose, the second trajectory 6-2 can be transmitted as an MCM message to other traffic participants, i.e., to other vehicles 55 in this example, in the form of a desired trajectory 21. To prevent overly frequent transmission of coordination requests and thus inefficient coordination behavior, the second trajectory 6-2 is evaluated based on a minimum cost reduction value (MinCR), which determines the minimum cost reduction that must be met before the second trajectory 6-2 is transmitted as the desired trajectory 21 of vehicle 50.

[0050] In the example shown, it is assumed that the cost of the second trajectory 6-2 is at least lower than the cost of the first trajectory 6-1 by the minimum cost reduction value MinCR, i.e., the cost difference is greater than the minimum cost reduction value MinCR, such that vehicle 50 in the planning period t2 (at t 2.2 As shown in the diagram, the second trajectory 6-2 is transmitted as the desired trajectory 21 using MCM messages. During this planning cycle t2, vehicle 50 uses the conflict-free first trajectory 6-1 as the planned trajectory 20. This continuous, iterative evaluation of trajectories 6-1 and 6-2 considered as the planned trajectory 20 enables the trajectory planner to respond to changing frame conditions at any time.

[0051] If the cost difference between the first trajectory 6-1 and the second trajectory 6-2 is less than the minimum cost reduction value MinCR, then the second trajectory 6-2 will not be transmitted to other vehicles 55 as the desired trajectory 21. This avoids unnecessary data transmission.

[0052] Figures 3a to 3c A schematic diagram of the same traffic situation in a subsequent planning cycle is shown to illustrate one implementation of the method. This implementation corresponds here to alternative option ii), which is an additional or alternative implementation. Furthermore, the merging process on highway 60 is shown. Figure 3a This shows the perspective of the trajectory planner for other vehicles 55. Figure 3b The view of the trajectory planner for vehicle 50 is shown. Figure 3c The trajectory planner's perspective for two vehicles, 50 and 55, is shown.

[0053] This situation is similar to Figure 2a and Figure 2b The situation is the same as shown, but at later planning time points t3, t4, t5.

[0054] Here, vehicles 50 on the highway approach 61, as described above, send their desired trajectory 21 as MCM information to other vehicles 55 so that they can enter the right lane 61 of the highway 60 without having to brake to such an extent to catch up with other vehicles 55. In parallel, for each planning period t... x The planned trajectory 20 is always transmitted within such MCM information, especially within the same MCM information.

[0055] Once the trajectory planners of other vehicles 55 receive the desired trajectory 21 of vehicle 50 in the form of an MCM message, the trajectory planners must weigh whether they should accept the desired trajectory 21 and incorporate it into their own trajectory planning. This is, for example, in... Figure 3a This is explained in the text. Since the first trajectory 6-1 of other vehicles 55 must not conflict with the desired trajectory 21 of vehicle 50, this first trajectory includes lane changes to the left lane 63 of highway 60. In this case, a more cost-effective third trajectory 6-3 is generated (for other vehicles 55), which ignores conflicts with the desired trajectory 21 of vehicle 50 (and other vehicles present if necessary), and therefore does not involve lane changes. In this situation, the trajectory planner for other vehicles 55 faces the problem of an acceptable cost increase until the desired trajectory 21 obtained by vehicle 50 can be accepted and considered. For this purpose, the first trajectory 6-1 of other vehicles 55 is compared with the third trajectory 6-3 of other vehicles 55. To prevent overly frequent acceptance of cooperative expectations in the form of the obtained desired trajectory 21 and inefficient cooperative behavior in the overall system, the cost difference between the first trajectory 6-1 and the third trajectory 6-3 of other vehicles 55 must be less than a preset maximum cost increase value MaxCI. Figure 3a Two possible comparison results are shown (in t) 3.2 (as shown in the diagram). In positive decision (t) 3.2 In the case of _+), that is, when the cost difference is less than the preset maximum cost increase value MaxCI, other vehicles 55 use the first trajectory 6-1 as the new planned trajectory 30. However, if the cost difference exceeds the value of MaxCI, other vehicles 50 use the third trajectory 6-3 as the new planned trajectory 30, so that the desired trajectory 21 of vehicle 50 continues to conflict with the (new) planned trajectory 30 of other vehicles 55.

[0056] Figure 3b This illustrates the trajectory planner's perspective for vehicle 50 during subsequent planning cycles. This is assuming cooperation is accepted in t3 ( Figure 3a The planned trajectory 30 of other vehicles 55 no longer represents a conflict with the desired trajectory 21 of vehicle 50, i.e., a conflict with the requested lane change, so that the first trajectory 6-1 of vehicle 50 (generated for this planning cycle) includes the merging process into the right lane 62 (t). 4.1 Therefore, the first trajectory 6-1 can be used by vehicle 50 as the new planned trajectory 20 (t 4.2 _+).

[0057] During the planning period t3 ( Figure 3a In the event that coordination is rejected, the first trajectory 6-1 of vehicle 50 (generated for this planning period) also indicates braking on highway approach 61 during planning period t4. 4.1 Similar to time point t3, a second trajectory 6-2, which has a more favorable storage cost, is also stored, ignoring conflicts with the planned trajectories 30 of other vehicles 55. When the cost of the second trajectory 6-2 of vehicle 50 is also at least lower than the cost of the first trajectory 6-1 of vehicle 50 by a preset minimum cost reduction value MinCR in the planning period t4, vehicle 50 again transmits the desired trajectory 21 as MCM information. The first trajectory 6-1 is used as the planned trajectory 20, causing vehicle 50 to brake on the highway ramp 61 (t 4.2 _-). In subsequent planning cycles, other vehicles 55 will reconsider the desired trajectory 21 for vehicle 50's entry when selecting the planned trajectory 30 in accordance with the above method.

[0058] Subsequently, Figure 3c The diagram illustrates the possible outcomes of the merging process from the perspective of two trajectory planners, assuming cooperation is initiated (t5_+) or if the cooperation request is continued to be rejected by other vehicles 55 (t5_-). In the case of cooperation (t5_+), other vehicles 55 change to the left lane 63, thereby freeing up the right lane 62, and vehicle 50 can then change from the highway ramp 61 to the right lane 62. In the case of continued rejection (t5_-), vehicle 50 must brake on the highway ramp 61 and can only change to the right lane 62 after other vehicles 55.

[0059] exist Figure 4 The diagram shows a schematic flowchart of one implementation of a method for cooperative maneuver planning for at least two vehicles.

[0060] In measure 100, in each vehicle, a planned trajectory and a desired trajectory are selected from multiple drivable trajectories generated depending on the environment for each planning cycle by means of a trajectory planner based on a cost function, and are respectively transmitted to other vehicles in the environment.

[0061] In measure 100a, the most cost-effective first trajectory is generated to avoid conflict with the planned and desired trajectories of other vehicles.

[0062] In measure 100b, a second trajectory with the most cost-effectiveness is generated, which ignores the planned and desired trajectories of other vehicles.

[0063] In measure 100c, it is checked whether the cost difference between the first and second trajectories of the corresponding vehicle is greater than a preset minimum cost reduction value. If so, in measure 100d, the second trajectory is transmitted to other vehicles as the corresponding desired trajectory. Otherwise, the desired trajectory is not transmitted to other vehicles, and measure 100e continues.

[0064] In measure 100e, a third trajectory with the most cost-effectiveness is generated, which does not conflict with the planned trajectories of other vehicles, but ignores the expected trajectories of other vehicles.

[0065] In measure 100f, it is checked whether the cost difference between the first trajectory and the third trajectory is less than the preset maximum cost increase value. If this is the case (i.e., the desired trajectory of other vehicles is accepted), then in measure 100g, the first trajectory is used as the new planned trajectory. Conversely, if this is not the case (the desired trajectory is rejected), then in measure 100h, the third trajectory is used as the new planned trajectory.

[0066] Measures 100e to 100h may be implemented alternatively to or in addition to measures 100a to 100d. In particular, measures 100a to 100d and measures 100e to 100h may be implemented in parallel with each other.

[0067] Another implementation of this method has been described above.

[0068] One advantage of this method and auxiliary device is the reduction in data volume. Furthermore, vehicle-to-vehicle cooperation can be achieved indirectly by each vehicle transmitting its planned trajectory and at most one desired trajectory to other vehicles in the environment. Direct confirmation of the desired trajectories of other vehicles is not performed in the trajectory planning. Instead, indirect confirmation is achieved by correspondingly modifying the planned trajectory (which is then transmitted to other vehicles). Thus, stable cooperative maneuver planning for at least two vehicles can be achieved.

[0069] List of reference numerals

[0070] 1. Auxiliary device

[0071] 2. Data processing equipment

[0072] 2-1 Computing equipment

[0073] 2-2 Memory

[0074] 3. Trajectory Planner

[0075] 6-1 First Trajectory

[0076] 6-2 Second Trajectory

[0077] 6-3 Third Trajectory

[0078] 10 Sensor Data

[0079] 20. Planned trajectory (vehicle)

[0080] 21. Expected trajectory (vehicle)

[0081] 30. Planned Trajectory (Other Vehicles)

[0082] 31. Expected trajectory (other vehicles)

[0083] 40 Infrastructure Equipment

[0084] 50 vehicles

[0085] 51 Environmental Sensors

[0086] 52 Car-to-X interfaces

[0087] 53 Vehicle Controller

[0088] Highway 60

[0089] 61. Highway approach road

[0090] 62 Right Lane

[0091] 63 Left Lane

[0092] Measures of the 100,100ah method

[0093] t x Planning cycle.

Claims

1. A method for cooperative maneuver planning of at least two vehicles, wherein In each vehicle a planning trajectory and a desired trajectory are selected from a plurality of drivable trajectories generated depending on the environment by means of a trajectory planner (3) for each planning period (t x ) according to a cost function and are transmitted to the other vehicles (55) in the environment, respectively, wherein for this a first trajectory (6-1) is generated which is cost-optimal with respect to a planned trajectory (30) and a desired trajectory (31) of the other vehicle (55), and i) wherein for this a second trajectory (6-2) is generated which disregards the planned trajectory (30) and the desired trajectory (31) of the other vehicle (55), wherein the second trajectory (6-2) is transmitted to the other vehicle (55) as a desired trajectory only if a cost difference between the first trajectory (6-1) and the second trajectory (6-2) of the respective vehicle (50) is greater than a preset minimum cost reduction value (MinCR), and ii) wherein, in addition or alternatively to i), a third trajectory (6-3) is generated which is cost-optimal with respect to the planned trajectory (30) of the other vehicle (55) but disregards the desired trajectory (31) of the other vehicle (55), wherein the desired trajectory (31) of the other vehicle (55) is accepted in the trajectory planning by the vehicle (50) when a cost difference between the first trajectory (6-1) and the third trajectory (6-3) is smaller than a preset maximum cost increase value (MaxCI), wherein the vehicle (50) uses the first trajectory (6-1) as a new planned trajectory in the event that the desired trajectory (31) of the other vehicle (55) is accepted, and wherein the vehicle (50) uses the third trajectory (6-3) as a new planned trajectory in the event that the desired trajectory (31) of the other vehicle (55) is rejected.

2. The method according to claim 1, characterized in that, The second trajectory (6-2) and / or the third trajectory (6-3) is stored for a planning period only if it is different from the first trajectory (6-1).

3. The method according to claim 1 or 2, characterized in that, The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) is determined taking into account the current situation.

4. The method according to claim 1 or 2, characterized in that, The minimum cost reduction value (MinCR) and the maximum cost increase value (MaxCI) are determined in dependence on one another.

5. The method according to claim 1 or 2, characterized in that, The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) is provided by at least one infrastructure device (40).

6. The method of claim 1 or 2, wherein, The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) is determined taking into account driver preferences.

7. The method according to claim 1 or 2, characterized in that, The minimum cost reduction value (MinCR) and / or the maximum cost increase value (MaxCI) is determined taking into account vehicle properties and / or vehicle types.

8. The method of claim 1 or 2, wherein, When the second trajectory (6-2) is transmitted as a desired trajectory, a cost difference between the first trajectory (6-1) and the second trajectory (6-2) is also transmitted to the respective other vehicle (55), wherein the transmitted cost difference is taken into account by the other vehicle (55) in the respective trajectory planning.

9. An assistance device (1) for a vehicle (50), comprising a data processing device (2), wherein the data processing device (2) is set up to select, in the vehicle (50), from a plurality of drivable trajectories generated depending on the environment, a planning trajectory and a desired trajectory for each planning period (t x ) according to a cost function by means of a trajectory planner (3) and to transmit them to other vehicles (55) in the environment, respectively; and To this end, a cost-optimal first trajectory (6-1) is generated which is collision-free with the planned trajectory (30) and the desired trajectory (31) of the other vehicle (55), and i) To this end, a cost-optimal second trajectory (6-2) is generated which is collision-free with the planned trajectory (30) and the desired trajectory (31) of the other vehicle (55), and the second trajectory (6-2) is transmitted to the other vehicle (55) as a desired trajectory only if the cost difference between the first trajectory (6-1) and the second trajectory (6-2) of the respective vehicle (50) is greater than a preset minimum cost reduction value (MinCR), and ii) To this end, in addition or alternatively to i), a cost-optimal third trajectory (6-3) is generated which is collision-free with the planned trajectory (30) of the other vehicle (55) but disregards the desired trajectory (31) of the other vehicle (55), and the desired trajectory (31) of the other vehicle (55) is accepted in the trajectory planning when the cost difference between the first trajectory (6-1) and the third trajectory (6-3) is less than a preset maximum cost increase value (MaxCI), and in the case of acceptance of the desired trajectory (31) of the other vehicle (55), the first trajectory (6-1) is used as a new planned trajectory, and in the case of rejection of the desired trajectory (31) of the other vehicle (55), the third trajectory (6-3) is used as a new planned trajectory.

10. A vehicle comprising an assistance device (1) according to claim 9.

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