Method and system for coordinating autonomous vehicles in at least one traffic area

Abstract

The invention relates to a method and a system for coordinating autonomous vehicles (2) in at least one traffic area (1), having the following steps: receiving a first trajectory (5) planned by a first of the autonomous vehicles (2) by means of a central electronic computing device (4); receiving, by means of the central electronic computing device (4), a second trajectory (5) planned by a second one of the autonomous vehicles (2); determining a respective surface demand (7) of the respective autonomous vehicle (2) along its respective planned trajectory (5); prioritizing the first autonomous vehicle (2) or the second autonomous vehicle (2) by means of the central electronic computing device (4) when it is ascertained by means of the central computing device (4) that the two surface requirements (7) having the planned trajectory (5) at least partially overlap in the at least one traffic area (1); a permission for passage is granted (by means of a signal).

Description

Technical Field

[0001] The invention relates to a method according to claim 1 and a system according to claim 10 for coordinating autonomously driven vehicles in at least one traffic area. Background Art

[0002] EP 2 911 926 B1 shows a method for coordinating the operation of a fully automatically driven motor vehicle. DE 112019 000 279 T5 shows the control of an autonomous vehicle as a function of a reliable arrival time. Finally, DE 10 2015 007531 B3 shows a method for traffic control in a parking environment.

[0003] Furthermore, from the general prior art, for example, driverless transport vehicles (FTFs for short) are known which are used, in particular within the scope of manufactured products, such as motor vehicle construction, in order to transport transport materials, such as components, for the manufacture of the products.

[0004] Such unmanned transport vehicles form autonomous vehicles. In addition, autonomous vehicles will be encountered more and more frequently in general road traffic in the future. Summary of the invention

[0005] The object of the present invention is to provide a method and a system for coordinating autonomous vehicles in at least one traffic area, by means of which a particularly advantageous traffic flow of autonomous vehicles can be achieved at least in at least one traffic area.

[0006] This object is achieved according to the invention by a method having the features of claim 1 and by a system having the features of claim 10. Advantageous embodiments and further developments of the invention are given in the dependent claims as well as in the description and in the drawings.

[0007] A first aspect of the present invention relates to a method for coordinating autonomous vehicles in at least one traffic area, such as an intersection area or at a certain location. The method according to the present invention comprises the following steps:

[0008] In a first step, a first trajectory planned by a first of the autonomously driven vehicles is received by means of a central electronic computing device.

[0009] In a second step, a second trajectory planned by a second of the autonomously driven vehicles is received by means of the central electronic computing device.

[0010] In a third step, a first surface requirement of the first autonomously driven vehicle along its planned first trajectory and a second surface requirement of the second autonomously driven vehicle along its planned second trajectory are determined, in particular by a central electronic computing device.

[0011] In a fourth step, if it is ascertained by means of the central computing device that the two surface requirements with the planned trajectories overlap at least partially in the at least one traffic area, the first automated driving vehicle or the second automated driving vehicle is prioritized by the central electronic computing device. Furthermore, the prioritized automated driving vehicle is granted permission to pass, that is to say at least to enter or in particular to pass through the traffic area. Furthermore, this does not result in a time interruption of the permission of, in particular, non-prioritized vehicles and thus of their planned trajectories due to non-permitted traffic areas.

[0012] The autonomous vehicle can be, in particular, a logistics vehicle (Routenzug) or an intelligent robot platform in the production field or alternatively a car, such as an autonomous car. Preferably, the corresponding autonomous vehicle is, for example, a ground-connected, driverless transport vehicle, which travels along a corresponding trajectory and, in this case, for example, along the ground, that is, on the ground. In particular, the corresponding autonomous vehicle can in principle move freely in space or freely along the ground.

[0013] The corresponding receipt of the trajectory may be understood to mean a corresponding reporting, in particular registration, of the vehicle at a central system which is formed at least by a central electronic computing device.

[0014] When a computer system is mentioned below, this is to be understood as a central computer system, unless otherwise stated. In this context, a central system or computer system is to be understood as a central traffic control system, in particular for a traffic zone. The numbering of the steps does not necessarily indicate a corresponding chronological sequence of the steps, but rather serves in particular to clearly identify the individual steps.

[0015] In other words, in a first step of the method, a first trajectory of a first vehicle of the autonomous vehicles is received by means of an electronic computing device, which is calculated by the first vehicle itself or at least predetermined by it. In this way, the electronic computing device receives the first trajectory of the first vehicle, wherein the first autonomous vehicle itself calculates or at least predetermines the trajectory. For this purpose, for example, the first autonomous vehicle comprises a separate, movable first electronic computing device, with the aid of which the first vehicle calculates the first trajectory. If the autonomously driven or therefore unmanned first vehicle travels along the first trajectory, the movable first computing device of the first vehicle can be moved relative to the central electronic computing device. This embodiment applies analogously to the second step of the method or the second trajectory and in particular to the second autonomous vehicle.

[0016] Thus, the second vehicle can have, in particular, a second mobile electronic computing device, which can also be moved relative to the central computing device. The mobile electronic computing devices are thus separate individual computing devices, which can be arranged in addition to the central electronic computing device and are designed independently of the central electronic computing device. However, in particular, the respective electronic computing device has a communication module or is connected to a communication device, so that at least the respective electronic computing device can communicate with the central electronic computing device, that is to say, for example, exchange data, such as data describing the trajectory. In this case, the communication device is designed in particular so that a wireless or, in particular, wire-free transmission of data between the individual computing devices can be provided.

[0017] In other words, in the third step of the method, the corresponding surface requirement or space requirement for the corresponding vehicle is ascertained with the aid of a central electronic computing device, wherein the corresponding surface requirement can be understood, for example, as the ascertainment of a first area along a first trajectory, wherein, for example, a first autonomous vehicle moves through or will move through the first area on its path along the first trajectory, and in the first area, when the first autonomous vehicle is traveling or will travel along the first trajectory, in this area, space or in particular a bottom surface is required corresponding to its base surface at a certain time. The corresponding implementation scheme for the first surface requirement applies in an analogous manner to the second surface requirement. Thus, when the corresponding vehicle is traveling or will travel along the corresponding trajectory, the vehicle occupies the corresponding surface requirement or an area related thereto. Additionally or alternatively, the surface requirement can be regarded, for example, as a time-dependent surface passage, which the corresponding autonomous vehicle passes through or will pass through when the corresponding autonomous vehicle is traveling or will travel along its corresponding trajectory.

[0018] In other words, in the fourth step, it is thus determined how the surface requirements, in particular in the form of areas or driving surfaces, at least partially overlap, that is to say intersect and / or are at least partially located in one another. Based on this overlap, a criterion is constructed, which enables one of the vehicles to be prioritized, which then receives permission to drive into or through the traffic area based on its report. The permission is given via a corresponding communication device of the electronic computing device of the autonomous vehicle. If there are other traffic participants, such as manually driven cars, in or at the traffic area, the permission can be given, for example, by means of a signal, for example a light signal in the form of a traffic light at the traffic area.

[0019] The invention makes it possible to achieve a particularly favorable traffic flow, for example in the form of a high vehicle throughput, at least in at least one traffic area, which can be, for example, an intersection, an entrance, a fire door, a guardrail, etc. When unmanned transport vehicles, for example as automated vehicles, are used in transport facilities with narrow spaces, one-way streets, etc., the invention makes it possible to avoid, in particular, jams or traffic jams, also called deadlocks, of automated vehicles.

[0020] In an advantageous design of the present invention, a first autonomous driving vehicle or a second autonomous driving vehicle, that is, an autonomous driving vehicle that obtains permission for passage, is prioritized according to a predetermined set of rules stored in a central electronic computing device. In other words, rules or instructions are stored in an electronic computing device, according to which the central electronic computing device can select which of the at least two autonomous driving vehicles, that is, the first autonomous driving vehicle or the second autonomous driving vehicle, is prioritized for permission to enter or pass through a traffic area. A rule may be, for example, that a vehicle is allowed to enter only if it does not hinder other vehicles. Another rule may be, for example, the arrival time at the traffic area according to the corresponding planned trajectory. Another set of rules may be based on conventional traffic rules, for example. In this way, if the traffic area is configured as an intersection, for example, a simple provision of entering the intersection right first and then left may be effective. This results in the following advantages for the method: a predetermined and especially fair or required prioritization of vehicles is obtained in an efficient manner.

[0021] In another advantageous embodiment of the invention, the permission for passage is given by a signal transmitted to the prioritized vehicle and / or by a traffic element of the traffic zone, such as a traffic light. In other words, a signal is generated or provided by a central electronic computing device, which can be received by the prioritized automated driving vehicle and / or by an automated driving vehicle that is not prioritized, in order to enable the prioritized vehicle to enter the traffic zone.

[0022] In this case, in particular, a traffic element is a facility assigned to a traffic area, which can influence the traffic volume there. Thus, a traffic element can be, for example, a barrier, a traffic light, a gate, etc. In this case, the traffic element has, for example, a separate electronic computing device or at least one control device, which can, for example, receive signals from a central electronic computing device by means of a communication device or output further signals for the automated vehicle. This results in the advantage that authorization can be carried out particularly advantageously.

[0023] In another advantageous embodiment of the present invention, when it is ascertained by means of a central electronic computing device that a prioritized autonomous vehicle travels along its planned trajectory in such a way that no overlap of the surface demands occurs, permission for passing through a traffic area is granted to another autonomous vehicle by means of the central electronic computing device. In other words, it is checked whether the surface demand of the prioritized vehicle allows, when passing through the traffic area, at least from a certain moment on, to output permission for another or not yet prioritized autonomous vehicle without overlapping of areas. In this way, it is possible for each vehicle of known length to occupy the surface passage in such a way that permission can be granted to another autonomous vehicle, for example depending on the speed. This results in the following advantage: the traffic throughput in the traffic area can be particularly advantageously particularly high.

[0024] In another advantageous embodiment, at least one surrounding area adjacent to the traffic area is taken into account in the permission, and in particular in the case of at least two traffic areas, at least one surrounding area between the two traffic areas is taken into account. In other words, for prioritization or for permission, in particular in the case of multiple autonomous driving vehicles, for example, the area of ​​the surrounding area is taken into account. Here, the surrounding area can include roads or paths, which in particular have a certain length and are adjacent to a traffic area, for example, which is configured as a crossroads. For example, as long as the area or surface demand in the surrounding area is greater than the surface demand of all vehicles traveling through the traffic area to the surrounding area due to the corresponding permission, the permission is given. This produces the advantage that the traffic volume can be provided particularly advantageously by the method.

[0025] In another advantageous embodiment, the state of a traffic element or a traffic element of a traffic zone is ascertained and the authorization is additionally performed depending on the ascertained state. In other words, the state of the traffic element is detected by the central electronic computing device. If the traffic element is, for example, a barrier, it is ascertained whether the barrier is currently closed or open. Depending on this state, authorization is now performed for passage through the traffic zone. If the barrier is closed and the barrier forms at least part of the traffic zone, authorization for the prioritized automated driving vehicle cannot currently be performed. This results in the advantage that passage through the corresponding traffic zone can be achieved particularly advantageously.

[0026] In another advantageous embodiment, when receiving a further trajectory planned by another of the autonomous vehicles by means of the central electronic computing device, when prioritizing one of the autonomous vehicles that has not been considered so far, prioritization is performed according to the time interval. In other words, when, for example, multiple autonomous vehicles want to enter the traffic area, but this is not possible in terms of time, the vehicles that have not been prioritized so far are prioritized according to the time interval, which in particular describes the waiting time. For example, the so-called first-in-first-out principle can be applied here. This results in the following advantage: it can be ensured that after a certain time, it is possible for each autonomous vehicle to pass through or cross the traffic area, even if this cannot be simply prioritized according to the rule set, for example.

[0027] In another advantageous embodiment of the invention, permission is granted to the first and second vehicles when it is ascertained by means of a central electronic computing device that the first and second trajectories overlap at least partially in the traffic area, but without overlapping requirements on the individual sides. In other words, the central electronic computing device controls or ascertains whether the timing of the trajectories enables simultaneous permission for passage when multiple autonomous vehicles are, in particular, traveling in the same direction or at least, for example, want to travel in the same direction through the traffic area. Thus, for example, a convoy can be realized, or permission for passage can be granted at least partially simultaneously for multiple vehicles of a convoy. This results in the advantage that the method can be used particularly advantageously to realize particularly large traffic volumes.

[0028] In another advantageous embodiment of the present invention, the prioritization or permission is updated when a non-autonomous driving traffic participant or a traffic participant not connected to a central electronic computing device is detected by a sensor device of at least one of the autonomous driving vehicles and the associated trajectory of the autonomous driving vehicle that detected the traffic participant is corrected as a result. In other words, the autonomous driving vehicle can be equipped with sensors, in particular environmental sensors that detect the surroundings of the vehicle, so that the autonomous driving vehicle can autonomously perceive or detect other traffic participants, such as motor vehicles. If a motor vehicle unknown to the system or the electronic computing device is detected, the autonomous driving vehicle that detected the traffic participant can implement a change to the trajectory, in particular when its detection has a direct impact on the planned trajectory. This change to the trajectory is used when updating the method in order to change the prioritization or permission when necessary. This results in the following advantage: the method can be used particularly advantageously in mixed traffic areas that serve both automated traffic and manual traffic.

[0029] A second aspect of the invention relates to a system comprising a central electronic computing device which is designed to carry out the method according to the first aspect of the invention.

[0030] Advantageous embodiments and further developments as well as advantages of the first aspect of the present invention may be regarded as advantageous embodiments and further developments as well as advantages of the second aspect of the present invention, and vice versa.

[0031] Further features of the invention are apparent from the claims, the drawings and the description of the drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the drawings and / or shown individually in the drawings can be used not only in the respectively indicated combination but also in other combinations or individually. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention will now be described in detail with reference to preferred embodiments and the accompanying drawings.

[0033] Figure 1 A schematic diagram showing a traffic area that can be traversed by an autonomous vehicle with corresponding surface requirements;

[0034] Figure 2 Another schematic diagram showing the traffic area;

[0035] Figure 3 A schematic diagram showing a second traffic area;

[0036] Figure 4 A schematic diagram showing a third traffic area;

[0037] Figure 5 a schematic diagram showing a fourth traffic area; and

[0038] Figure 6 Another schematic diagram showing a fifth traffic area.

[0039] In the figures, identical or functionally identical elements are provided with the same reference symbols. DETAILED DESCRIPTION

[0040] Figure 1 A schematic top view of a traffic area 1 is shown, which forms an intersection at which two automated vehicles 2 are located. The traffic area 1 is formed here as a central area of ​​the intersection, adjacent to which is a peripheral area 3. The letters A to H indicate entry and exit positions into the traffic area 1. Arrows indicate planned or plannable and in particular permitted trajectories 5 of the respective vehicles 2. In addition, a line 6 shows possible permitted driving rules or trajectories through the traffic area 1.

[0041] Thus, in the example shown, traffic zone 1 is an intersection of a double-track road. The first of the automated vehicles 2 is designed, for example, as a smart transport robot (Smart Transport Robot or STR for short), and the second of the automated vehicles 2 is designed as a logistics vehicle, which results in, for example, 800 possible combinations for driving through traffic zone 1. In order to enable efficient coordination and thus achieve Figure 1 Based on the high traffic volume in the traffic area 1 shown in FIG. 1 , a method for coordinating autonomous vehicles 2 in or at at least one traffic area 1 is described. The method comprises a plurality of steps:

[0042] In a first step, a first trajectory 5 planned by a first of the autonomous vehicles 2 is received by means of the central electronic computing device 4, whereby a report of the first autonomous vehicle 2 is similarly made at the central electronic computing device 4. Similarly, in a second step, a second trajectory 5 planned by a second of the autonomous vehicles 2 is received by means of the central electronic computing device 4, whereby the second autonomous vehicle 2 is likewise reported at the electronic computing device 4. In a third step, a first surface requirement 7 of the first autonomous vehicle 2 along its planned first trajectory 5 and a second surface requirement 7 of the second autonomous vehicle 2 along its planned second trajectory 5 are determined by means of the central electronic computing device 4. In a fourth step, the first autonomous vehicle 2 or the second autonomous vehicle 2 is prioritized by means of the central electronic computing device 4, if it is ascertained by means of the central computing device 4 that the two surface requirements 7 with the planned trajectories 5 overlap at least partially in the at least one traffic area 1. Due to the prioritization, permission is granted, for example, by means of a signal, for the prioritized autonomous vehicle 2 to pass, that is, to enter the traffic area 1 or to pass through the traffic area 1. As a result, for example, a time interruption occurs in the trajectory 5 of the unauthorized vehicle 2 due to the fact that the vehicle 2 is not authorized.

[0043] Figure 2 Shown in accordance with Figure 1 Schematic top view of an intersection of , wherein the intersection is now schematically shown in a simplified manner. It is shown here that the surface demand 7 based on the trajectory 5 of the vehicle 2 below and the surface demand 7 based on the trajectory 5 of the autonomous driving vehicle 2 from above that wants to turn left will conflict.

[0044] Figure 2 A traffic light line is shown, which corresponds to a traffic element 8 of a traffic zone 1 and comprises a plurality of signal lights or traffic light luminaires. An autonomous vehicle 2 coming from the right currently has a red light as a traffic light signal when passing through a traffic light element 9 and therefore stops.

[0045] Advantageously, the automated driving vehicles 2 are prioritized according to a predetermined set of rules stored in the central electronic computing device 4 . Figure 2 In the example shown, the rule set can be, for example, that vehicles turning left must wait. By means of the method, the following vehicle 2 is now informed by a central electronic computing device 4 that it must wait relative to the straight-moving vehicle 2 from below, which can, for example, implement a separate electronic computing device for control or for implementing automated driving.

[0046] Each vehicle 2 should have a fair chance to cross the traffic area 1, that is, for example, within an acceptable time. Considerations must be taken between the intersections, for example, traffic jams due to wrong decisions, wrong prioritization, should be avoided at multiple intersections. Overall, this results in an optimization problem that can be advantageously solved with the method.

[0047] If the vehicles 2 and the traffic zone 1 are, for example, a production facility for motor vehicle manufacturing, so that the vehicles 2 from above and from below are each STRs and the vehicle 2 from the right is a logistics vehicle, then for example, the rule set can also be stored to prioritize vehicles 2 that deliver the most important parts for production. In other cases, it is advantageous to generate simple traffic rules for the rule set, especially when, for example, it is a traffic zone 1 to which road traffic regulations apply. For example, by Figure 2 As can be clearly seen by means of traffic element 8, this can advantageously be authorized via traffic element 8. Additionally or alternatively, authorization can be provided via a signal transmitted to the prioritized vehicle 2, for example via its own electronic computing device and a corresponding communication device of the central computing device 4.

[0048] It has proven to be advantageous here if central electronic computing device 4 grants permission for passage through traffic area 1 to other automated driving vehicles 2 when it is ascertained with the aid of central electronic computing device 4 that prioritized automated driving vehicles 2 travel along their planned trajectories 5 in such a way that no overlap of surface demands 7 occurs.

[0049] The traffic area can be designed in such a way that non-automated driving road users also pass through it, i.e., for example, the traffic is a mixed traffic of automated driving vehicles 2 and non-automated driving road users. It can therefore be advantageous to update the prioritization or authorization in the central electronic computing device or by the central electronic computing device 4 when the sensor device of at least one of the automated driving vehicles 2 detects a non-automated driving road user and a correction of the associated trajectory 5 of the automated driving vehicle 2 is necessary.

[0050] Figure 3A schematic top view of a traffic zone 1 is shown, which can be arranged at a fire door, for which the following set of rules applies, which stipulates that stationary stays in the traffic zone 1 are prohibited and that driving through the traffic zone is also to be unimpeded. It is advantageous here to ascertain the state of traffic elements 8, such as guardrails or fire doors, of the traffic zone 1 and to additionally grant access depending on this ascertained state.

[0051] to this end Figure 4 Similarly, the following areas are shown, such as, for example, also the hall door, etc., which are tapered in contrast to the surrounding area 3 so that the surface requirements 7 of the oncoming vehicles 2 overlap or intersect. Therefore, prioritization must also be performed here. In this case, as in Figure 4 , three vehicles 2 want to enter traffic area 1. It is advantageous for the method here that another trajectory 5 planned by another of the autonomous vehicles 2 is received by means of a central electronic computing device 4, and that when prioritizing one of the autonomous vehicles 2 that has not been prioritized so far, prioritization is performed according to a time interval. In other words, entry should be possible after a certain time, for example, only based on the waiting time of each of the autonomous vehicles 1 waiting at traffic area 1. This can avoid, for example, that a certain vehicle 2 cannot be prioritized based on other rule sets.

[0052] Figure 5 A schematic top view of a plurality of traffic areas 1 and the surrounding areas 3 located therebetween, which are arranged, for example, along a production line in motor vehicle production, is shown. It is therefore advantageous for the method to take into account, when granting permission, at least one surrounding area 3 adjoining the at least one traffic area 1 and, in particular, in the case of at least two traffic areas 1, the surrounding area between the at least two traffic areas 1. If, for example, the surrounding area 3 between two traffic areas 1 is so short that an automated driving vehicle 2 entering a traffic area 1 during a grant can no longer leave it, the grant can be waived or not be issued.

[0053] It is also advantageous if the first vehicle 2 and the second vehicle 2 are authorized when it is determined by means of the central electronic computer 4 that the first trajectory 5 and the second trajectory 5 overlap at least partially in the traffic area 1, but without overlapping surface requirements 7, so that, for example, platoon driving or motorcade driving can be achieved, such as with Figure 5 The two vehicles 2 are configured as logistics vehicles as shown.

[0054] Figure 6Another traffic area 1 is shown, which leads to a blind alley and is narrow, so that it cannot be passed by two oncoming vehicles 2 at the same time. Here, the corresponding prioritization and authorization to be carried out according to the situation by the electronic computing device 4 should be taken into account. This can be similarly used in Figure 4 Description of the situation shown in , with the addition of a dead end.

[0055] When there are no conflicts, several vehicles 2 can pass through the traffic zone 1, but limited capacity must be taken into account. Passage is possible, for example, in a convoy when the respective vehicle 2 drives, for example, into a buffer zone (pool) outside the zone. The method can ensure that vehicles 2 leave enough space at the edge of a zone or traffic zone 1, so that other vehicles 2 can bypass them. For example, passing islands or the like can be designed at blind alleys or very long narrow roads, which can be stored as information of the electronic computing device 4 or in a set of rules.

[0056] By means of the method explained with reference to the figures, it is possible to ensure before a vehicle 2 enters a traffic area 1 that the chances for successfully passing through the traffic area 1 are high. In this way, conflicts can be avoided in particular within the traffic area 1. In addition, conflicts when leaving the area or traffic area 1 can be prevented. In this case, in particular even in the case of a plurality of traffic areas 1, the overall utilization or in particular the utilization of the respective traffic area 1, for example a crossroads, can be as high as possible. The more vehicles 2 that travel in parallel through or through the traffic area 1, the more advantageous it is.

[0057] In this regard, the so-called limited capacity approach has been used in the prior art, which is good in terms of safety but slows down the traffic flow significantly. Compared to this approach, the method presented here achieves a significant improvement.

[0058] Figure 7 An exemplary schematic flow of the method is shown. Block B1 represents a request for entry for vehicle 2, block B2 represents a conflict or intersection of surface requirements 7 in traffic area 1. Block B3 outputs whether a conflict exists. Prioritization is performed in block B4 or authorization is performed in block B5, wherein a continuous check is performed in block B7.

[0059] The central electronic computing device 4 can be used to control guardrails, fire doors, etc. Based on the status of the corresponding equipment or traffic elements 8, time ranges can be defined within which an attempt is made to use the traffic area 1 as efficiently as possible. Figure 7, the logic of the method ensures that the vehicle 2 is driven in until the state of the corresponding traffic element 8 changes. Depending on the installation, the time period can be different, for example long in the case of fire doors or very short, for example in the case of guardrails. The central electronic computing device 4 provides detailed status for time-based intersection control or traffic control through the traffic area 1, which the vehicle 2 or its control device must take into account.

[0060] Based on the figures and the described method, a system is also to be described which comprises a central electronic computing device 4 and is designed to carry out the described method.

[0061] The method and the system described solve the problem that can occur with conventional traffic control, which cannot achieve high throughput with high safety aspects in traffic areas such as intersections. Thus, in the example shown, in vehicle production, the priorities of logistics vehicles and intelligent transport robots can conflict.

[0062] In this context, it is desirable in production or also in traffic to avoid jams in traffic areas, because traffic, in particular pedestrian traffic, must flow, because fire doors must be able to be closed in any case, because production plants continue to operate and because high safety requirements must be imposed on permits.

[0063] The method described and the system described make it possible in a particularly advantageous manner to implement a hybrid intersection control for manual and automated traffic.

[0064] Reference numerals list

[0065] 1 Traffic area

[0066] 2 Vehicles

[0067] 3Surrounding Areas

[0068] 4Central electronic computing equipment

[0069] 5 Tracks

[0070] 6 lines

[0071] 7 Requirements

[0072] 8 Traffic Elements

[0073] 9Signal equipment

[0074] B1 Box 1

[0075] B2 Box 2

[0076] B3 Box 3

[0077] B4 Box 4

[0078] B5 Box 5

[0079] B6 Box 6

Claims

1. A method for coordinating autonomous vehicles (2) in at least one traffic area (1), comprising the following steps: Receiving, by means of a central electronic computing device (4), a first trajectory (5) planned by a first autonomous driving vehicle among the autonomous driving vehicles (2); Receiving, by means of the central electronic computing device (4), a second trajectory (5) planned by a second autonomous driving vehicle among the autonomous driving vehicles (2); Determining a first surface demand (7) of the first autonomous vehicle (2) along its planned first trajectory (5) and determining a second surface demand (7) of the second autonomous vehicle (2) along its planned second trajectory (5); If it is determined with the aid of the central computing device (4) that the two area requirements (7) with the planned trajectories (5) at least partially overlap in the at least one traffic area (1): Prioritizing the first autonomous vehicle (2) or the second autonomous vehicle (2) by the central electronic computing device (4); A permission is granted to a prioritized automated driving vehicle (2) to pass through the traffic area (1).

2. The method according to claim 1, characterized in that The first autonomous vehicle (2) or the second autonomous vehicle (2) is prioritized according to a predetermined set of rules stored in the central electronic computing device (4).

3. The method according to claim 1 or 2, characterized in that: Authorization for passage is provided by means of a signal transmitted to a prioritized vehicle (2) and / or by means of a traffic element (8) of the traffic area (1).

4. The method according to any one of the preceding claims, characterized in that When it is ascertained with the aid of the central electronic computing device (4) that the prioritized automated driving vehicle (2) travels along its planned trajectory (5) in such a way that no overlap of the surface demands (7) occurs, the central electronic computing device (4) grants permission for passage through the traffic area (1) to another automated driving vehicle (2).

5. The method according to any one of the preceding claims, characterized in that At least one surrounding area (3) adjoining the traffic area (1) and, in particular in the case of at least two traffic areas (1), at least one surrounding area between the at least two traffic areas is taken into account in the authorization.

6. The method according to any one of the preceding claims, characterized in that The state of a traffic element (8) of the traffic area (1) is ascertained and the authorization is additionally performed as a function of the ascertained state.

7. The method according to any one of the preceding claims, It is characterized in that When receiving a further trajectory (5) planned by another of the autonomous vehicles (2) by means of the central electronic computing device (4), prioritization is performed using the time interval when prioritizing one of the autonomous vehicles (2) that has not been prioritized so far.

8. The method according to any one of the preceding claims, characterized in that The first automated driving vehicle (2) and the second automated driving vehicle (2) are authorized when it is ascertained with the aid of the central electronic computing device (4) that the first trajectory (5) and the second trajectory (5) overlap at least partially in the traffic area (1), but without overlapping the surface requirements (7).

9. The method according to any one of the preceding claims, characterized in that The prioritization or the permission is updated when a non-autonomous driving traffic participant is detected by a sensor device of at least one of the autonomous driving vehicles (2) and the associated trajectory (5) of the autonomous driving vehicle (2) that detected the traffic participant is corrected as a result.

10. System comprising a central electronic computer (4) which is designed to carry out the method according to one of the preceding claims.

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