Method for guiding motor vehicle in at least semi-automated manner

Abstract

The invention relates to a method for at least semi-automatically guiding a motor vehicle, comprising the following steps: receiving environment data generated on the infrastructure side, said environment data describing the environment of the motor vehicle, deciding on the basis of the environment data generated on the infrastructure side, which of the three driving strategies should be used for guiding the motor vehicle in an at least semi-automatic manner. In this case, the first driving strategy specifies that only the environmental data generated on the motor vehicle side should be used. The second driving strategy specifies that environmental data generated on the motor vehicle side and on the infrastructure side should be used. The third driving strategy specifies that only the environmental data generated at the infrastructure side should be used. On the basis of the decision, a control signal is generated for at least semi-automatically controlling and outputting the transverse and / or longitudinal guidance of the motor vehicle. The invention relates to a device, a motor vehicle, a computer program and a machine-readable storage medium.

Description

Technical Field

[0001] The invention relates to a method for at least semi-automated guidance of a motor vehicle, a device, a motor vehicle, a computer program and a machine-readable storage medium. Background Art

[0002] The published patent application DE 10 2012 222 562 A1 discloses a system for managing parking spaces for moving a vehicle from a starting position to a target position. Summary of the invention

[0003] The object of the present invention is to provide a concept for the efficient at least semi-automated guidance of a motor vehicle.

[0004] This object is achieved by means of the respective subject matter of the independent claims. Advantageous embodiments of the invention are the subject matter of the respective dependent claims.

[0005] According to a first aspect, a method for at least semi-automatically guiding a motor vehicle is provided, comprising the following steps:

[0006] receiving environmental data generated on the infrastructure side, which describe the environment of the motor vehicle,

[0007] Based on the surrounding data generated on the infrastructure side, it is decided which of the three driving strategies should be used for at least semi-automated guidance of the motor vehicle,

[0008] A first driving strategy of the three driving strategies provides that only environmental data generated on the vehicle side and not environmental data generated on the infrastructure side should be used for a representation of the surroundings of the motor vehicle, based on which the motor vehicle should be guided at least semi-automatically,

[0009] A second driving strategy of the three driving strategies provides that environmental data generated on the vehicle side and environmental data generated on the infrastructure side should be used for a representation of the surroundings of the motor vehicle, based on which the motor vehicle should be guided at least semi-automatically,

[0010] A third driving strategy of the three driving strategies provides that, for a representation of the surroundings of the motor vehicle, based on which the motor vehicle is to be guided at least semi-automatically, only surrounding data generated on the infrastructure side and not on the motor vehicle side are to be used,

[0011] generating control signals for at least semi-automatically controlling the longitudinal and / or transverse guidance of the motor vehicle based on the determination,

[0012] Output the generated control signal.

[0013] According to a second aspect, there is provided an apparatus, which is configured to perform all the steps of the method according to the first aspect.

[0014] According to a third aspect there is provided a motor vehicle comprising the apparatus according to the second aspect.

[0015] According to a fourth aspect, a computer program is provided, comprising instructions which, when executed by a computer, such as the device according to the second aspect, cause the computer, such as the device according to the second aspect, to perform the method according to the first aspect.

[0016] According to a fifth aspect, there is provided a machine-readable storage medium, on which the computer program according to the fourth aspect is stored.

[0017] The invention is based on and includes the knowledge that the above-mentioned object is achieved by receiving environmental data on the motor vehicle side, which environmental data describe the environment of the motor vehicle. The environmental data are generated on the infrastructure side, that is, outside the motor vehicle. This means that the infrastructure has generated the environmental data and sent it to the motor vehicle.

[0018] On the vehicle side, based on the surroundings data generated on the infrastructure side, it is decided which of the three driving strategies should be used for at least semi-automated guidance of the motor vehicle.

[0019] In this case, a first of the three driving strategies provides that for a representation of the surroundings of the motor vehicle, based on which the motor vehicle is to be guided at least semi-automatically, only surrounding data generated by the motor vehicle, ie no surrounding data generated by the infrastructure, are to be used.

[0020] A second of the three driving strategies provides that both environmental data generated on the motor vehicle side and environmental data generated on the infrastructure side are to be used for the following representation of the surroundings of the motor vehicle.

[0021] The third of the three driving strategies provides that, for the representation of the surroundings of the motor vehicle, only surrounding data generated on the infrastructure side should be used, ie no surrounding data generated on the motor vehicle side should be used.

[0022] This means that within the framework of the first driving strategy, the environment of the motor vehicle is represented only by or based on the environment data generated on the motor vehicle side, and not by the environment data generated on the infrastructure side. This means that within the framework of the second driving strategy, the environment of the motor vehicle is represented not only by or based on the environment data generated on the motor vehicle side, but also by the environment data generated on the infrastructure side. This means that within the framework of the third driving strategy, the environment of the motor vehicle is represented only by or based on the environment data generated on the infrastructure side, and not by the environment data generated on the motor vehicle side.

[0023] Based on the decision, i.e. based on which of the three driving strategies should be used for at least semi-automated guidance of the motor vehicle, a control signal is generated for at least semi-automated control of the longitudinal and / or transverse guidance of the motor vehicle. This means in particular that the control signal is generated based on a representation of the environment corresponding to the driving strategy determined on the vehicle side.

[0024] The generated control signal is output in order to guide the motor vehicle at least semi-automatically.

[0025] In particular, the technical advantage achieved thereby is that the infrastructure supports the motor vehicle in at least semi-automated driving or in at least semi-automated guidance according to the decision. As a result, the motor vehicle can, for example, be driven safely through the infrastructure in an advantageous manner. This is because more information about the motor vehicle's surroundings is generally available on the infrastructure side than the motor vehicle itself can determine. One reason for this is, in particular, that a plurality of environmental sensors can be arranged in the infrastructure for detecting the surroundings of the motor vehicle, so that areas in the surroundings of the motor vehicle can also be detected on the infrastructure side, which cannot be detected by the environmental sensors of the motor vehicle because, for example, the environmental sensors of the motor vehicle have a limited range or, for example, a limited detection angle or, for example, cannot detect around corners or through walls.

[0026] However, there may be situations in which it is advantageous for the motor vehicle to be driven at least partially automatically based solely on the vehicle's own surroundings data, rather than additionally or solely on the basis of surroundings data generated on the infrastructure side. The decision process allows the motor vehicle to react effectively to the specific situation in an advantageous manner, so that the motor vehicle can always make the best decision for the situation.

[0027] For example, it is provided that the motor vehicle is traveling in a parking lot, that is, is located in the parking lot. The motor vehicle, for example, executes or participates in an AVP process.

[0028] In particular, the technical advantage achieved thereby is that a concept for efficient at least semi-automated guidance of a motor vehicle is provided.

[0029] A parking lot can also be referred to as a parking area within the scope of the description and is used as a parking space for vehicles. A parking lot thus constitutes in particular a connected area having a plurality of parking spaces (in a private parking lot) or parking spaces (in a public parking lot). A parking lot can be comprised by a parking building according to one embodiment. A parking lot is in particular comprised by a garage.

[0030] The abbreviation "AVP" stands for "Automated Valet Parking" and can be translated into German as "automatischer Parkservice (automatic valet parking)". The AVP process includes, for example, at least highly automated guidance of an AVP motor vehicle from a drop-off area (also called a handover position or a drop-off area) to a parking position and, for example, at least highly automated guidance of the motor vehicle from a parking position to a pick-up position (also called a drop-off area). At the handover position, i.e. the drop-off area, the driver of the motor vehicle hands over the motor vehicle for the AVP process. At the pick-up position, i.e. the pick-up area, the motor vehicle is removed after the end of the AVP process. The AVP process begins, i.e., in particular, at the drop-off area. The AVP process ends, i.e., in particular, at the pick-up area. The pick-up area can be the same as or different from the drop-off area.

[0031] That is, an AVP vehicle is a vehicle that can participate in the AVP process. When describing a vehicle in the front and back, even if the term "AVP" is not explicitly used, it should always be interpreted that this is, for example, an AVP vehicle, but not necessarily an AVP vehicle.

[0032] The AVP procedure may be an AVP procedure according to one of the following AVP types: AVP type 1, AVP type 2 and AVP type 3. However, the AVP type may also be changed within an AVP procedure. This means, for example, that a part of the AVP procedure is executed according to AVP type 1 and another part of the AVP procedure is executed according to AVP type 2 or AVP type 3. This means, for example, that the AVP procedure may be divided into partial AVP procedures, which are each executed according to one of AVP types 1, 2 and 3.

[0033] AVP type 1 represents a vehicle-centric AVP process. The main responsibility for this AVP process is borne by the vehicle, that is, the vehicle-side AVP system.

[0034] AVP type 2 represents an infrastructure-centric AVP procedure. The main responsibility of this AVP procedure is borne by the infrastructure, that is, the infrastructure-side AVP system.

[0035] AVP type 3 represents an AVP process in which the vehicle and infrastructure jointly participate. Here, the main responsibility for the AVP process is jointly assumed by the vehicle, that is, the vehicle-side AVP system and the AVP system.

[0036] The AVP process includes the following processes or functions:

[0037] 1. Determine the target position of the motor vehicle in the parking lot.

[0038] 2. Plan a route from the starting location to the target location included in the parking lot.

[0039] 3. Detecting objects and / or events and responding accordingly to detected objects and / or detected events.

[0040] 4. Position the motor vehicle in the parking lot.

[0041] 5. Predict a target trajectory for the vehicle based on the planned route.

[0042] 6. Control the lateral and longitudinal guidance of the vehicle based on the predicted target trajectory.

[0043] The allocation of these processes or functions to be executed by a vehicle, i.e., a vehicle-side AVP system or an infrastructure-side AVP system according to the AVP type is shown in the following table, where "I" represents "infrastructure", i.e., an infrastructure-side AVP system, and "K" represents "vehicle", so that "I" indicates that the process is executed by the AVP system, and "K" indicates that the process is executed by the vehicle:

[0044]

[0045] In the above table, for each function, it is specifically indicated for each AVP type whether the function is executed by the infrastructure, that is, by the infrastructure-side AVP system, or by the vehicle, that is, by the vehicle-side AVP system. In some cases, it can be provided that the function is executed not only by the infrastructure-side AVP system but also by the vehicle.

[0046] With regard to the detection of objects and events for AVP type 1, it can optionally be provided that, in addition to motor vehicles, infrastructure-side AVP systems of the infrastructure also perform the functions described.

[0047] AVP types 1, 2 and 3 described herein are described in more detail in ISO standard 23374-2.

[0048] The expression "at least semi-automatically guided" includes one or more of the following: assisted guidance, semi-automated guidance, highly automated guidance, fully automated guidance, autonomous guidance. The expression "at least semi-automated" includes one or more of the following: assisted, semi-automated, highly automated, fully automated, autonomous.

[0049] The motor vehicle is, for example, an at least semi-automated motor vehicle. The motor vehicle is provided for at least semi-automated guidance. Semi-automated guidance corresponds to automation level 2 according to the definition of the Federal Roads Authority (BASt).

[0050] The motor vehicle is, for example, an at least highly automated motor vehicle. Such a motor vehicle is designed for at least highly automated driving. Highly automated driving corresponds to automation level 3 according to the Federal Roads Authority (BASt).

[0051] The motor vehicle is provided at least for highly automated guidance, which includes the case where the motor vehicle is provided for highly automated guidance and fully automated guidance, as well as for autonomous guidance. Fully automated guidance corresponds to automation level 4 according to the definition of BASt.

[0052] Assisted guidance means that the driver of the motor vehicle continuously guides the motor vehicle in the transverse or longitudinal direction. The corresponding other driving tasks (i.e. the control of the longitudinal or transverse guidance of the motor vehicle) are automatically performed. In other words, the transverse or longitudinal guidance is automatically controlled during the assisted guidance of the motor vehicle.

[0053] Semi-automated guidance means that the longitudinal and lateral guidance of the motor vehicle is automatically controlled in certain situations (e.g. driving on the motorway, driving in a parking lot, overtaking an object, driving in a lane defined by lane markings) and / or for a certain period of time. The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. However, the driver must constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The driver must be ready to fully assume control of the motor vehicle at any time.

[0054] Highly automated guidance means that the longitudinal and lateral guidance of the motor vehicle is automatically controlled for a certain period of time in certain situations (e.g. driving on motorways, driving in parking lots, overtaking objects, driving in lanes defined by lane markings). The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle himself. The driver does not have to constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. If necessary, a request to assume control of the longitudinal and lateral guidance is automatically made to the driver, in particular with sufficient time left. This means that the driver must be able to assume control of the longitudinal and lateral guidance. The limits of the automatic control of the lateral and longitudinal guidance are automatically identified. With highly automated guidance, it is not possible to automatically reach a risk-minimized state in every initial situation.

[0055] Fully automated driving means that the longitudinal and lateral guidance of the vehicle is automatically controlled in certain situations (e.g. driving on motorways, driving in parking lots, overtaking an object, driving in a lane defined by lane markings). The driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to intervene manually if necessary. Before the automatic control of the lateral and longitudinal guidance is terminated, a request to take over (control of the lateral and longitudinal guidance of the motor vehicle) is automatically made to the driver, in particular with sufficient time, in particular with sufficient time reserve. If the driver does not take over the driving task, he or she is automatically returned to the state of minimal risk. The limits of the automatic control of the lateral and longitudinal guidance are automatically detected. An automatic return to the system state of minimal risk is possible in all situations.

[0056] Autonomous guidance or driving means that the longitudinal and lateral guidance of the motor vehicle is automatically controlled in all situations, and not just in one or more specific situations. A driver is no longer required as a backup. The motor vehicle can thus be driven without a driver. Autonomous guidance corresponds to automation level 5 according to SAE (J3016), where SAE stands for "Society of Automotive Engineers".

[0057] The expression "assumes control of the longitudinal and lateral guidance" can also be replaced by the expression "assumes control of the longitudinal and lateral guidance".

[0058] In one specific embodiment of the method, provision is made for environmental data determined on the motor vehicle side to be received, which describe the surroundings of the motor vehicle, wherein the decision is carried out based on the environmental data determined on the motor vehicle side.

[0059] The technical advantage achieved thereby, for example, is that the decision can be carried out efficiently. For example, it can be taken into account in the decision whether the environmental data determined on the motor vehicle side are sufficient for at least semi-automated driving or whether environmental data generated on the infrastructure side should also be used in addition or only on the infrastructure side.

[0060] In one specific embodiment of the method, provision is made for one or more quality attributes to be received which are associated with the received environmental data, wherein the decision is performed based on this or these quality attributes.

[0061] The technical advantage achieved thereby, for example, is that the decision can be carried out efficiently. According to this embodiment, the quality of the received environmental data therefore plays an important role, regardless of whether these environmental data are used or not. The expression "one or more received environmental data are associated with quality attributes" means that one or more quality attributes are associated with environmental data determined on the infrastructure side and / or one or more quality attributes are associated with environmental data generated on the motor vehicle side.

[0062] In one embodiment of the method, it is provided that the one or more quality attributes respectively select an element from the following group of quality attributes: timeliness of environmental data; quality of environmental data; description of the safety integrity level to which the environmental data complies, wherein the safety integrity level is one of the following: SIL-A, SIL-B, SIL-C, SIL-D, ASIL-A, ASIL-B, ASIL, C, ASIL-D; quality of environmental sensors on the infrastructure side or on the vehicle side for determining environmental data; functionality of environmental sensors on the infrastructure side or on the vehicle side for determining environmental data; a current estimate of the environment that the motor vehicle itself can detect by using one or more vehicle-side environmental sensors, wherein the estimate is in particular a complexity of the environment (as a "fixed value") determined, for example, on the vehicle side and / or on the infrastructure side, wherein in particular the complexity is, for example, stored in a digital route map and / or provided, for example, on the infrastructure side; currently determined complexity of the environment; historical data related to accident events and / or the complexity of the environment.

[0063] This achieves the technical advantage, for example, that particularly suitable quality properties can be used.

[0064] The abbreviation "ASIL" stands for the English term "Automotive Safety Integrity Level", which can be translated into German as "Automotive "AutomotiveSafetyIntegrityLevel" is a component of the standard ISO 26262. ASIL distinguishes four different ASIL risk levels, which are denoted by ASIL-A, ASIL-B, ASIL-C and ASIL-D.

[0065] The abbreviation "SIL" stands for the English term "Safety Integrity Level", which can be translated into German as "Safety Integrity Level" is a component of the standard IEC EN61508. SIL distinguishes four different SIL risk levels, which are denoted SIL-1, SIL-2, SIL-3 and SIL-4.

[0066] In one specific embodiment of the method, provision is made for receiving a usage recommendation determined on the infrastructure side for the surroundings data generated on the infrastructure side, the usage recommendation suggesting how the surroundings data generated on the infrastructure side should be used on the motor vehicle side, wherein the decision is carried out based on the usage recommendation.

[0067] The technical advantage achieved thereby is, for example, that the decision can be carried out efficiently. Since the infrastructure generally has a better understanding of the environment or the surroundings, the infrastructure can make particularly suitable suggestions, ie which driving strategy can or should be used.

[0068] In one specific embodiment of the method, provision is made for receiving an availability statement determined on the infrastructure side, which indicates the availability of infrastructure support for at least semi-automated guidance of the motor vehicle in a specific area in the environment of the motor vehicle, wherein the decision is carried out based on the availability statement.

[0069] This achieves, for example, the technical advantage that the decision can be carried out efficiently.

[0070] The infrastructure, in particular the environmental sensors on the infrastructure side, can for example continuously analyze themselves. When the functionality is limited and / or the quality of the environmental data is limited, the infrastructure can send its analysis results to the motor vehicle, thereby providing or giving assistance to the vehicle when deciding on a driving strategy.

[0071] In one specific embodiment of the method, it is provided that the steps of the method are carried out while the motor vehicle is within a defined area for which infrastructure support is available for at least semi-automated guidance of the motor vehicle.

[0072] The technical advantage achieved thereby is, for example, that the method is rationally implemented. If the motor vehicle is to be in an area without any infrastructure support, a decision on a driving strategy is generally not necessary. In an area with infrastructure support, for example, the motor vehicle can decide, for example, based on the quality of the motor vehicle-side environmental data and the infrastructure-side environmental data, which driving strategy is necessary.

[0073] In one embodiment of the method, it is provided that the steps of the method are executed cyclically as long as a predetermined operating condition is met, or the steps of the method are executed cyclically until a predetermined termination condition occurs.

[0074] This achieves, for example, the technical advantage that the method can be carried out efficiently.

[0075] For example, it is particularly useful and advantageous to continuously check again what the best driving strategy is for the next route / trip, since, for example, infrastructure sensors in a sub-area may not function properly, so that a different driving strategy must be selected.

[0076] In one specific embodiment of the method, it is provided that the predetermined end condition is that the motor vehicle leaves the determined area or that the motor vehicle reaches a predetermined target location.

[0077] This achieves, for example, the technical advantage that a suitable end point can be used for the method.

[0078] The target position is, for example, a target position within a certain area or, for example, a target position outside a certain area.

[0079] The target location is, for example, one of the following locations: a parking space, a drop-off area, a pick-up area.

[0080] In one specific embodiment of the method, it is provided that the method is a computer-implemented method.

[0081] The device according to the second aspect is, for example, programmed to execute the computer program according to the fourth aspect.

[0082] Device features are similarly derived from corresponding method features and vice versa. This means in particular that the technical functions of the method are derived from the corresponding technical functions of the device and vice versa.

[0083] For example, one or more environmental sensors are arranged in a spatially distributed manner within the infrastructure.

[0084] The motor vehicle comprises, for example, one or more surroundings sensors.

[0085] Within the scope of this description, an environmental sensor is, for example, one of the following environmental sensors: a radar sensor, a lidar sensor, an image sensor, in particular an image sensor of a camera, a magnetic field sensor, an infrared sensor and an ultrasonic sensor.

[0086] An environment sensor of a motor vehicle may be referred to, for example, as a motor vehicle environment sensor.

[0087] Environmental sensors of an infrastructure may, for example, be referred to as infrastructure environmental sensors.

[0088] Infrastructure-generated environmental data are generated or determined within the infrastructure, for example by detecting the environment of the motor vehicle on the infrastructure side by means of one or more infrastructure environmental sensors in order to determine environmental data based on the detection, which describe the motor vehicle environment.

[0089] The motor vehicle-generated environmental data are generated or determined within the motor vehicle.

[0090] In one specific embodiment of the method, the method comprises determining, on the motor vehicle side, environmental data which describe the surroundings of the motor vehicle.

[0091] In one specific embodiment of the method, the method comprises detecting an environment of the motor vehicle on the motor vehicle side by means of one or more motor vehicle environment sensors in order to determine environment data based on the detection, which describe the motor vehicle environment.

[0092] This means in particular that the motor vehicle-side determination of the surroundings data is carried out based on the motor vehicle-side detection of the motor vehicle surroundings by means of one or more motor vehicle surroundings sensors.

[0093] In one specific embodiment of the method, it is provided that the method includes at least semi-automatic control of the longitudinal and / or transverse guidance of the motor vehicle based on the output control signal.

[0094] The embodiments and exemplary embodiments described here can be combined with one another in any desired manner, even if this is not explicitly stated.

[0095] The method is carried out, for example, by means of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0096] The present invention will be described in detail below with the aid of preferred embodiments.

[0097] Figure 1 A flow chart showing a method according to the first aspect,

[0098] Figure 2 A device according to the second aspect is shown,

[0099] Figure 3A motor vehicle according to a third aspect is shown,

[0100] Figure 4 A machine-readable storage medium according to a fifth aspect is shown,

[0101] Figure 5 showing a plurality of defined regions, and

[0102] Figure 6-13 In each case a block diagram is shown which explains, by way of example, the approach described here.

[0103] The same reference numerals may be used below for the same features. DETAILED DESCRIPTION

[0104] Figure 1 A flow chart of a method for at least semi-automatically guiding a motor vehicle is shown, which comprises the following steps:

[0105] receiving 101 environmental data generated on the infrastructure side, which environmental data describe the environment of the motor vehicle,

[0106] Based on the environmental data generated on the infrastructure side, it is decided 103 which of the three driving strategies should be used for at least semi-automated guidance of the motor vehicle.

[0107] A first driving strategy of the three driving strategies provides that only environmental data generated on the vehicle side and not environmental data generated on the infrastructure side should be used for a representation of the surroundings of the motor vehicle, based on which the motor vehicle should be guided at least semi-automatically,

[0108] A second driving strategy of the three driving strategies provides that environmental data generated on the vehicle side and environmental data generated on the infrastructure side should be used for a representation of the surroundings of the motor vehicle, based on which the motor vehicle should be guided at least semi-automatically,

[0109] A third driving strategy of the three driving strategies provides that only environmental data generated on the infrastructure side and not environmental data generated on the motor vehicle side should be used for a representation of the motor vehicle's surroundings, based on which the motor vehicle should be guided at least semi-automatically,

[0110] Based on the determination, a control signal is generated 105 for at least semi-automatically controlling the longitudinal and / or transverse guidance of the motor vehicle,

[0111] The control signal generated by output 107 is output.

[0112] Figure 2 A device 201 is shown which is configured to carry out all steps of the method according to the first aspect.

[0113] Device 201 comprises, for example, an input which is provided for receiving environmental data generated on the infrastructure side. The input is provided, for example, for receiving environmental data determined on the motor vehicle side.

[0114] The device 201 comprises, for example, a process device, which is configured to execute the step of determining, comprising, for example, one or more processors, and configured to execute the step of generating a control signal.

[0115] The device 201 comprises, for example, an output which is provided for outputting the generated control signal.

[0116] The input and the output are designed, for example, in each case as separate communication interfaces or, for example, as a common communication interface. The communication interface is, for example, a WLAN communication interface or, for example, a mobile communication interface or, for example, a CAN bus interface.

[0117] Device 201 is implemented, for example, by a control unit of or for a motor vehicle, in particular a main control unit.

[0118] This means in particular that the method according to the first aspect can be carried out by a control unit of or for a motor vehicle, for example a main control unit. The computer program according to the fourth aspect is executed, for example, by the control unit or the main control unit.

[0119] Figure 3 A motor vehicle 301 is shown, which includes Figure 2 Device 201. Motor vehicle 301 comprises, for example, one or more environmental sensors, which are provided for detecting the environment of motor vehicle 301. For example, environmental data are determined based on the detection, for example, by device 201. The environmental data describe the environment of the motor vehicle and the environmental data determined thereby on the motor vehicle side within the scope of the description.

[0120] Figure 4 A machine-readable storage medium 401 is shown on which a computer program 403 is stored. The computer program 403 comprises instructions which, when the computer program 403 is executed by a computer, cause the computer to perform the method according to the first aspect.

[0121] Figure 5 A parking lot 501 is shown as an example of infrastructure within the framework of the description.

[0122] In parking lot 501 , at least semi-automated motor vehicle 503 travels along driving direction 505 at three different points in time, which is illustrated by the three illustrated motor vehicles.

[0123] Three areas are defined in parking lot 501: a first area 507, a second area 509 and a third area 511. A plurality of environmental sensors are spatially distributed in first area 507 and arranged in third area 511. This is symbolically indicated by a camera with reference numeral 513. This means that for both areas 507, 511, the infrastructure can detect the environment of motor vehicle 503 and determine environmental data based on the detection.

[0124] Motor vehicle 503 is, for example, an AVP motor vehicle and can, for example, execute an AVP procedure or participate in the AVP procedure in parking lot 501 .

[0125] In the second area 509, no environmental sensors are arranged in the infrastructure, i.e. in the parking lot 501, which can be used specifically for carrying out the AVP process or which meet the requirements for the AVP process. For example, although environmental sensors are arranged in the second area 509. However, the environmental sensors do not meet a certain safety integrity level, so that the sensor data of the environmental sensors cannot be used for the AVP process for safety reasons. This is symbolically shown by the camera 513, which is crossed out.

[0126] This means that no infrastructure support for at least semi-automated driving of motor vehicle 503 is present in second area 509 .

[0127] This is not necessarily a disadvantage, since, for example, second area 509 is not technically complex, so motor vehicle 503 can travel at least semi-autonomously in second area 508 without infrastructure support.

[0128] For example, for at least semi-automated motor vehicles, the first area 507 and the third area 511 may be technically complex, so that infrastructure monitoring by suitable environmental sensors is provided for these areas.

[0129] The infrastructure sends the surroundings data determined on the infrastructure side to motor vehicle 503 , so that the motor vehicle can decide whether to use the surroundings data according to the approach described here.

[0130] Figure 6 A first block diagram 601 is shown, which illustrates, for example, the approach described here. According to the following block diagram, an exemplary AVP procedure for an at least highly automated motor vehicle is described, which is to carry out an AVP procedure in a parking garage or is to participate in the AVP procedure.

[0131] According to the first block diagram 601, a functional block 603 is provided, according to which a pre-initialization is performed. The pre-initialization can be performed, for example, even before the motor vehicle is at the drop-off zone.

[0132] Pre-initialization is more specifically performed in accordance with function block 603. Figure 7 Described in.

[0133] Typically, a check is performed according to the pre-initialization to determine whether certain prerequisites for carrying out the AVP procedure are met. If the prerequisites are not met, the AVP procedure is canceled according to function block 607. For example, it is determined within the framework of the pre-initialization that the AVP procedure cannot be carried out in a parking garage with a specific motor vehicle. The motor vehicle, for example, does not meet certain technical prerequisites.

[0134] If the condition or prerequisite is met, the method continues in functional block 605. According to functional block 605, an AVP request is issued to the AVP infrastructure in order to execute an AVP procedure with the motor vehicle.

[0135] The following function block 609 performs initialization 609 accordingly. Initialization 609 Fig.10 Further described in .

[0136] Subsequent function block 611 accordingly carries out at least highly automated driving of the motor vehicle after successful initialization, which is based on one of the three driving strategies described within the scope of the description.

[0137] When the target position is reached or when a termination condition exists, the method is terminated according to a function block 613 .

[0138] Figure 7 The pre-initialization according to functional block 603 is shown in more detail.

[0139] The check of the prerequisites is performed accordingly according to the functional block 701. Here, for example, the AVP prerequisites are checked together with the AVP vehicle and the AVP background in the vehicle background. Specifically, the vehicle background checks or verifies the AVP prerequisites together with the vehicle-side AVP system of the vehicle that is to perform the AVP process and the AVP background.

[0140] The motor vehicle backend is the backend of the motor vehicle manufacturer.

[0141] The AVP backend is the backend of the operator of the AVP system on the infrastructure side.

[0142] The AVP prerequisites include, for example, one or more of the following conditions: The motor vehicle must be certified for AVP and in particular for AVP Type 1 and AVP Type 2. The motor vehicle must be ready for the AVP procedure. Ready means, in particular, that all components of the motor vehicle required for the AVP procedure must be ready. Ready means, in particular, that no faults exist or occur. The infrastructure-side AVP system must be ready for the AVP procedure. Ready means, in particular, that all components of the infrastructure-side AVP system required for the AVP procedure must be ready. Ready means, in particular, that no faults exist or occur.

[0143] Corresponding to functional block 703, pre-initialization 603 includes, for example, the exchange of one or more vehicle certificates. Specifically, the vehicle certificate or vehicle certificate is exchanged between the vehicle-side AVP system or the vehicle backend and the AVP backend. By using the certificate, the AVP backend can, for example, access one or more vehicle components.

[0144] In addition, for example, further data are exchanged between the motor vehicle and the AVP backend. The AVP backend sends, for example, a digital map of the parking lot to the motor vehicle, so that the motor vehicle can drive through the parking lot at least in a highly automated manner based on the digital map.

[0145] In the pre-initialization, therefore, it is only checked whether the AVP procedure is possible. That is to say, in particular, functions such as waking up the vehicle are not performed, because the vehicle may still be on the way to the parking lot, for example. Within the framework of the pre-initialization, it is especially performed to check whether the vehicle and the infrastructure meet the above and / or the following conditions. Within the framework of the pre-initialization, it is especially performed to transfer the data required for the AVP procedure, such as certificates.

[0146] Figure 8 Functional block 611 is shown in more detail.

[0147] According to functional block 801, the AVP infrastructure, i.e. the AVP system of the infrastructure, determines the target location of the motor vehicle and determines a target path from, for example, a drop-off area to the target location and makes a suggestion to the motor vehicle. This means that the infrastructure sends the target location and a suggestion for the target path to the target location to the motor vehicle.

[0148] Furthermore, environmental data are determined on the infrastructure side, which describe the environment of the motor vehicle. The infrastructure transmits the environmental data determined on the infrastructure side to the motor vehicle. The motor vehicle receives the environmental data. For example, the infrastructure continuously transmits the environmental data.

[0149] The environmental data within the scope of the description include, for example, object lists and / or other information, such as occupancy maps and / or information about traffic conditions in the parking lot and / or signal images from the parking lot traffic signal system. The environmental data within the scope of the description include, for example, information about open spaces.

[0150] The reception of surroundings data by the motor vehicle is carried out according to function block 803 .

[0151] The transmission of surroundings data via the infrastructure to the motor vehicle is symbolically indicated by the component with reference numeral 805 .

[0152] According to function block 807, a decision is made on the vehicle side, based on which of the three driving strategies described within the scope of the description the vehicle should be guided at least in a highly automated manner. The decision is based on received environmental data determined by the infrastructure. The decision is additionally based, for example, on environmental data determined on the vehicle side, which describe the environment of the vehicle. The decision is based, for example, on one or more quality attributes described in the description. The decision is based, for example, on a suggestion on the infrastructure side, which driving strategy should be used.

[0153] Accordingly, the motor vehicle may, for example, determine a first driving strategy 809. The motor vehicle may, for example, determine a second driving strategy 811. The motor vehicle may, for example, determine a third driving strategy 813.

[0154] Accordingly, the selected driving strategy generates corresponding control signals for at least highly automated control of the transverse and longitudinal guidance of the motor vehicle and outputs them.

[0155] Within the framework of at least highly automated driving, it is provided according to function block 815 that the motor vehicle is continuously positioned. It is provided according to function block 817 that the motor vehicle is driven at least highly automatically and, for example, follows a proposed target path. For example, a control signal is generated based on the proposal for the target path. Within the framework of at least highly automated driving, it is provided that the motor vehicle detects its environment using its own environmental sensors and, when an obstacle is detected, for example, plans a trajectory or a drive around the detected obstacle, so that the motor vehicle drives around the detected obstacle at least highly automatically according to this determined trajectory or according to the determined path.

[0156] It is worth noting that the motor vehicle does not have to follow the suggestion for the target path. For example, the motor vehicle can plan its own path to the target location.

[0157] For example, a time synchronization, so-called clock comparison, is performed between the vehicle-side AVP system and the infrastructure-side AVP system. This can be performed, for example, when the vehicle leaves the drop-off area and / or can also be performed during at least highly automated driving of the vehicle in the parking lot.

[0158] Fig. 9 Function block 901 is shown, according to which a motor vehicle is driven at least highly automatically in a parking lot according to a first driving strategy. Function block 901 or parts of function block 901 can be used, for example, within the scope of the method described here.

[0159] The target position and the target path from the current position of the motor vehicle, for example a drop-off area, to the target position are determined on the infrastructure side. The information, namely the target position and the determined target path, is sent to the motor vehicle. The determination and the sending are performed on the infrastructure side according to function block 903.

[0160] Based on this information, the motor vehicle can be driven at least to a high degree of automation.

[0161] During at least highly automated driving of the motor vehicle in the parking lot, function block 905 is executed by the motor vehicle. According to function block 905, the motor vehicle detects the environment by using its environment sensors in order to detect obstacles in the environment. When an obstacle is detected, the motor vehicle, for example, independently plans an evasive trajectory around the obstacle and drives the motor vehicle at least highly automated.

[0162] Furthermore, it is provided that the motor vehicle is located in the parking lot, for example continuously, according to functional block 907. The location means, for example, that the motor vehicle is located in a digital map of the parking lot.

[0163] Furthermore, a functional block 909 is provided, which corresponds to the Figure 8 Function block 817.

[0164] Fig.10 An initialization process 1001 is shown as it may be used within the framework of the approach or method described here.

[0165] According to function block 1003, the motor vehicle is connected to the AVP infrastructure. Thus, for example, a wireless communication connection between the motor vehicle and the infrastructure is established. This means in particular that the motor vehicle-side AVP system is wirelessly connected to the infrastructure-side AVP system. Thus, data or information can be exchanged via the wireless communication connection between the motor vehicle-side AVP system and the infrastructure-side AVP system.

[0166] According to the following functional block 1005, a handshake between the vehicle and the infrastructure is provided. For example, the vehicle notifies the AVP infrastructure that it wishes to park in the parking lot according to the AVP.

[0167] According to the following functional block 1007, information is exchanged between the AVP motor vehicle and the AVP infrastructure. The information includes, for example, a target position and a suggestion for a target path to the target position. It is worth noting at this point that the infrastructure can determine a new target position and a new suggestion for a new target path to the new target position during the at least highly automated driving of the motor vehicle in the parking lot and send it to the motor vehicle. This means that the target position and the corresponding target path to the target position can be dynamically adjusted by the infrastructure during the at least highly automated driving of the motor vehicle in the parking lot.

[0168] Function block 1011 provides for positioning the motor vehicle.

[0169] According to function block 1013, time synchronization between the AVP infrastructure and the AVP vehicle is provided, that is, a clock comparison is performed between the AVP infrastructure and the AVP vehicle, so that the AVP infrastructure and the AVP vehicle have the same time reference available to them.

[0170] According to function block 1015 , provision is made to switch the motor vehicle into an operating mode in which the motor vehicle is driven at least in a highly automated manner according to one of the three driving strategies.

[0171] Reference numeral 1009 indicates that the infrastructure can dynamically adjust a target location and a target path to the target location.

[0172] Reference numeral 1017 symbolically represents data that the infrastructure can send to the motor vehicle. The data include, for example, the environmental data described here, object lists, quality attributes, vacancy maps, information from and / or about one or more electronic signaling devices.

[0173] Signaling devices are, for example: light signaling devices, electronic road signs.

[0174] The information about the electronic signaling device includes, for example, the position.

[0175] The information from the electronic signaling device includes, for example, a signal image and / or information provided by the electronic signaling device.

[0176] according to Figures 11 to 13 The block diagrams each show, by way of example, a process which can be carried out, for example, in a motor vehicle or in an infrastructure within the scope of the approach described herein.

[0177] Fig.11 The process from the perspective of the motor vehicle is shown.

[0178] According to functional block 1101, the motor vehicle approaches a determined area in the parking lot. Here, the motor vehicle drives, for example, based on a first driving strategy. The determined area is denoted by reference numeral 1103. For this area, there is support for at least highly automated driving by the infrastructure.

[0179] While the motor vehicle is in the defined area 1103, function block 1105 is executed. Function block 1105 represents an at least highly automated driving mode. This means that the motor vehicle is driven at least highly automated. Function block 1105 is executed continuously until the motor vehicle leaves the defined area 1103 or until the motor vehicle has reached its target position. After leaving the defined area 1103, the motor vehicle is driven again, in particular, without the support of the infrastructure. The motor vehicle receives the environmental data generated by the infrastructure and decides, according to the approach described here, whether it uses the environmental data.

[0180] The arrow with reference number 1111 indicates or shows that the functional block 1105 is executed continuously.

[0181] Reference numeral 1109 indicates that the motor vehicle is travelling without infrastructure support or has reached its target position. If the positioning of the motor vehicle fails within the framework of at least highly automated driving or if one or more conditions of the motor vehicle's application domain are no longer present, function block 1107 is executed. The application domain of the motor vehicle is defined by ODD, where ODD stands for "Operational Design Domain".

[0182] According to function block 1107, at least a so-called "Minimal risk maneuver" (MRM), i.e. a maneuver with minimal risk, is performed. MRM, as part of a highly automated system, is intended to minimize the risks during the transition from automated to manual driving. Such MRMs include, for example, emergency stops. Such MRMs include, for example, operating a motor vehicle in an emergency run, also known in English as "limp-home".

[0183] Function block 1107 is executed even if the information obtained by the vehicle from the infrastructure is erroneous or incomplete.

[0184] Furthermore, arrows 1113, 1115 and 1117 are shown. Arrow 1113 indicates a changeover from function block 1105 to function block 1109. Both arrows 1115 and 1117 indicate a changeover from function block 1105 to function block 1107, respectively.

[0185] Furthermore, arrows 1119 and 1121 are shown. Arrow 1119 indicates a changeover from functional block 1107 to functional block 1109. Arrow 1121 indicates a changeover from functional block 1107 to functional block 1105.

[0186] Fig.12 The processes described herein are shown from an infrastructure perspective.

[0187] According to normal operation 1201, the environment is detected on the infrastructure side by using one or more infrastructure environment sensors. Based on the detection, environmental data are determined on the infrastructure side. The environmental data are sent by the infrastructure to the motor vehicle. The infrastructure determines, for example, quality attributes of the environmental data and also sends the determined quality attributes to the motor vehicle.

[0188] In the event of a fault in the infrastructure (eg a truck blocking the infrastructure-side environmental sensor and / or a loss of vibration of the infrastructure-side environmental sensor) or in the event that data quality cannot be guaranteed (eg due to fog, darkness, etc.), normal operation 1201 is switched to function block 1203 .

[0189] According to functional block 1203, the infrastructure is in a known failure mode and notifies the vehicle and / or no longer distributes the information. The non-distribution of information may be defined as an error flag or an error indicator.

[0190] In fault mode 1203, the unavailability of the infrastructure is communicated to the motor vehicle as a “system state.” This occurs not only once, but in particular as soon as the error exists.

[0191] If the fault is corrected (for example, the truck drives away, etc.) or the cause of the fault no longer exists (the fog dissipates, the sun rises, etc.), the fault mode 1203 is converted or switched back to the normal mode 1201.

[0192] Since the conversion occurs in two directions, two arrows 1205 and 1207 are shown representing these conversions.

[0193] Fig.13 A more detailed view shows the Fig.11 Function block 1105, ie at least highly automated driving, is explained in more detail.

[0194] While the motor vehicle is traveling at least highly automated within the determined area 1103, the motor vehicle receives environmental data determined on the motor vehicle side according to function block 1301. Furthermore, environmental data determined on the infrastructure side are received according to function block 1303. For example, the received environmental data are associated with quality attributes, whereby the quality attributes are also received.

[0195] According to function block 1305, it is decided based on the information, i.e. based on the environmental data and in particular based on the quality attributes, which of the three driving strategies should be used for at least highly automated guidance of the motor vehicle. Accordingly, the motor vehicle is driven at least semi-automatically based on the decision, so that according to arrow 1307 the process jumps back to function blocks 1301 and 1303, according to which current environmental data and quality attributes are received again, from which the motor vehicle decides for each new environmental data received whether the infrastructure-based environmental data should be used according to the second or third driving strategy.

[0196] If it is determined in function block 1305 that the environmental data, i.e. the environmental data determined on the infrastructure side and the environmental data determined on the vehicle side, are not sufficient for at least highly automated driving in one of the three driving strategies, then according to arrow 1309 a function block 1311 is reached, according to which several possibilities for continuing the process are given, each of which is symbolically indicated by three arrows 1113, 1115 and 1117 (see also FIG. Fig.11 and corresponding implementation methods).

[0197] Deciding which of the three driving strategies should be used for at least highly automated driving of the motor vehicle, for example only for a predetermined time period or for a specific situation or for a predetermined distance, for example for the next x meters, where x is a positive real number greater than zero. The specific situation includes, for example, a ramp situation. A ramp situation refers to a situation where the vehicle is driving up or down on a ramp.

Claims

1. A method for at least semi-automatically guiding a motor vehicle (301, 503), comprising the following steps: receiving (101) environmental data generated on the infrastructure side, the environmental data describing the environment of the motor vehicle (301, 503), determining (103) which of three driving strategies should be used for at least semi-automated guidance of the motor vehicle (301, 503) based on environmental data generated on the infrastructure side, A first driving strategy of the three driving strategies provides that only environmental data generated on the vehicle side and not environmental data generated on the infrastructure side should be used for a representation of the environment of the motor vehicle (301, 503), based on which the motor vehicle (301, 503) should be guided at least semi-automatically, A second driving strategy of the three driving strategies provides that environmental data generated on the vehicle side and environmental data generated on the infrastructure side should be used for a representation of the surroundings of the motor vehicle (301, 503), based on which the motor vehicle (301, 503) should be guided at least semi-automatically, A third driving strategy of the three driving strategies provides that only environmental data generated on the infrastructure side and not on the motor vehicle side should be used for a representation of the surroundings of the motor vehicle (301, 503), based on which the motor vehicle (301, 503) should be guided at least semi-automatically, generating (105) a control signal for at least semi-automatically controlling the longitudinal and / or transverse guidance of the motor vehicle (301, 503) based on the determination, The generated control signal is output (107).

2. The method according to claim 1, wherein: Environmental data determined on the motor vehicle side are received, the environmental data determined on the motor vehicle side describing the environment of the motor vehicle (301, 503), wherein the decision is performed based on the environmental data determined on the motor vehicle side.

3. The method according to claim 1 or 2, wherein: One or more quality attributes associated with the received environmental data are received, wherein the determining is performed based on the one or more quality attributes.

4. The method according to claim 3, wherein: The one or more quality attributes respectively select an element from the following group of quality attributes: timeliness of environmental data; quality of environmental data; description of the safety integrity level that the environmental data complies with, wherein the safety integrity level is one of the following: SIL-A, SIL-B, SIL-C, SIL-D, ASIL-A, ASIL-B, ASIL, C, ASIL-D; quality of environmental sensors on the infrastructure side or on the vehicle side for determining environmental data; functionality of environmental sensors on the infrastructure side or on the vehicle side for determining environmental data; a current estimate of the environment that the motor vehicle itself can detect by using one or more vehicle-side environmental sensors, wherein the estimate is in particular the complexity of the environment (as a "fixed value"), for example determined on the vehicle side and / or on the infrastructure side, wherein in particular the complexity is for example stored in a digital route map and / or is provided for example on the infrastructure side; currently determined complexity of the environment; historical data related to accident events and / or the complexity of the environment.

5. A method according to any one of the preceding claims, wherein: A usage recommendation determined on the infrastructure side for the surroundings data generated on the infrastructure side is received, the usage recommendation suggesting how the surroundings data generated on the infrastructure side should be used on the motor vehicle side, wherein the decision is performed based on the usage recommendation.

6. A method according to any one of the preceding claims, wherein: An availability statement determined on the infrastructure side is received, which indicates the availability of infrastructure support for at least semi-automatically guiding the motor vehicle (301, 503) in a certain area in the environment of the motor vehicle (301, 503), wherein the decision is performed based on the availability statement.

7. The method according to any of the preceding claims, wherein the steps of the method are performed while the motor vehicle (301, 503) is within a determined area, for which infrastructure support is available for at least semi-automatically guiding the motor vehicle (301, 503).

8. The method according to any one of the preceding claims, wherein the steps of the method are cyclically executed as long as predetermined operating conditions are met, or the steps of the method are cyclically executed until a predetermined termination condition occurs.

9. A method according to any one of claims 7 and 8, wherein: The predetermined termination condition is that the motor vehicle (301, 503) leaves the determined area or that the motor vehicle (301, 503) reaches a predetermined target location.

10. A device (201) arranged to perform all the steps of the method according to any one of the preceding claims.

11. A motor vehicle (301, 503) comprising a device according to claim 10.

12. A computer program (403) comprising instructions which, when the computer program (403) is executed by a computer, cause the computer to perform the method according to any one of claims 1 to 9.

13. A machine-readable storage medium (401) on which a computer program (403) according to claim 12 is stored.

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