Method for remotely controlling motor vehicle and vehicle controller therefor

Abstract

The invention relates to a method for operating a motor vehicle (1), which is driven in an at least partially autonomous manner in a driving mode by means of a vehicle control unit (2), by determining operating data for driving the motor vehicle (1) and controlling the motor vehicle by means of the vehicle control unit on the basis of the operating data, the vehicle controller interrupts the driving mode when a predetermined traffic condition occurs and sends a corresponding first interruption message (4) to a remote control location (3) at a distance, the message containing first environmental and operational data relating to the current traffic condition that triggers the first interruption, the remote control location evaluates (6) the first environmental and operational data and determines first control data (5) for continuing the driving mode based on the evaluation, sends the first control data to the vehicle controller, and the vehicle controller continues the driving mode based on the first control data. According to the invention, the vehicle controller stores (7) first ambient and operational data relating to a current traffic condition triggering the first interruption and first control data associated with the traffic condition.

Description

Technical Field

[0001] This invention relates to a method for operating a motor vehicle, which is driven at least partially autonomously in a driving mode by means of a vehicle controller. The vehicle controller determines environmental data for each current traffic condition based at least on environmental features detected by the vehicle's environmental sensors, determines operational data for driving the vehicle based at least on the environmental data, and controls the vehicle based at least on the operational data. When a predetermined traffic condition occurs during normal driving operation, the vehicle controller interrupts the driving operation of the vehicle and sends a corresponding first interruption message to a remote control location. The first interruption message contains at least first environmental and operational data related to the current traffic condition that triggered the first interruption. The remote control location receives the first interruption message and evaluates at least the first environmental and operational data. Based on the evaluation, the remote control location determines first control data for continuing driving operation, sends the first control data to the vehicle controller, and the vehicle controller continues driving operation based on the first control data. Furthermore, this invention relates to a computer program product having program code means and a computer-readable data carrier having program code instructions. Finally, the present invention also relates to a vehicle controller for operating a motor vehicle, the vehicle controller being designed to drive the motor vehicle in a manner at least partially autonomously according to a normal driving mode, determining environmental data of the current traffic condition based on environmental features detected by the vehicle's environmental sensors, determining operational data for driving the motor vehicle based at least on the environmental data, and controlling the motor vehicle based at least on the operational data, wherein the vehicle controller is designed to interrupt the operation of the motor vehicle and send a corresponding first interruption message to a remote control location when a predetermined traffic condition occurs during normal driving operation, wherein the first interruption message contains at least first environmental and operational data related to the current traffic condition that triggered the first interruption, wherein the vehicle controller is designed to receive first control data for continuing driving operation from the remote control location, the remote control location determining the first control data for continuing driving operation based on an evaluation of the first environmental and operational data sent together with the first interruption message, wherein the vehicle controller is designed to continue driving operation based on the first control data. Background Technology

[0002] General methods and vehicle controllers, as well as computer program products and computer-readable data carriers, are widely known in the prior art, thus requiring virtually no separately documented evidence of such systems. Furthermore, they are used to drive motor vehicles at least partially, and preferably fully autonomously, according to normal driving modes. This means that motor vehicles can also be designed to be driverless. However, particularly in the case of partially autonomous driving of motor vehicles, it is also possible to partially assist the vehicle operator or driver in driving the vehicle. For example, it is conceivable that the driver or operator of the motor vehicle may at least temporarily transfer their driving tasks to the vehicle controller, and vice versa.

[0003] When a motor vehicle is driven autonomously or fully automatically by a vehicle controller, situations or traffic conditions may arise where the vehicle controller alone can no longer reliably and / or safely drive the vehicle according to normal driving patterns. For example, this situation or traffic condition may occur if other vehicles violate traffic rules and interfere with the trajectory of the motor vehicle driven by the vehicle controller, such as in the event of an accident, unforeseen traffic conditions (e.g., traffic congestion), or unclear traffic conditions. For example, a general method and a general vehicle controller are known from DE 10 2020 211 181 A1.

[0004] This traffic condition is also known as a congestion or deadlock. In this condition or traffic situation, the intention is typically for the vehicle controller to interrupt the intended operation of the motor vehicle. To resume driving, it is also known that the vehicle controller sends an interruption message to a remote control location, which contains at least initial environmental and operational data related to the current traffic condition that triggered the interruption. The remote control location receives the first interruption message and evaluates the first environmental and operational data, wherein the remote control location determines initial control data for resuming driving operation based on the evaluation, and sends this data to the vehicle controller of the motor vehicle. The vehicle controller of the motor vehicle then continues driving at least based on the first control data. This allows congestion to be overcome, particularly without requiring intervention from the driver of the motor vehicle.

[0005] While the existing technology has proven itself in principle, it still has drawbacks. In particular, it proves problematic if communication capabilities with the remote control location are limited in terms of either the remote control location's communication or assessment capabilities during congestion. This can lead to significant delays in resuming driving, potentially causing the vehicle itself to become a traffic obstruction. Furthermore, a potential problem is that the remote control location may have capacity bottlenecks due to numerous operational demands (e.g., from other vehicles), thus only being able to process the initial interruption message with considerable delay. This can also lead to undesirable long delays. Additionally, it should be noted that vehicle occupants may become agitated during driving interruptions, which could reduce the acceptability of at least partially autonomous vehicles. Summary of the Invention

[0006] The problem this invention aims to solve is to manage, in particular, reduce time delays during normal driving operations interruptions and / or provide better support for remote control locations through improved vehicle controllers and improved methods.

[0007] The solutions proposed in this invention include the method according to the independent claims, the computer program product and the computer-readable data carrier, and the vehicle controller.

[0008] Advantageous improvements are derived from the features of the dependent claims.

[0009] Regarding the general method, the present invention specifically proposes that the vehicle controller stores first environmental and operational data related to the current traffic conditions that trigger the first interruption, as well as first control data associated with the traffic conditions.

[0010] Regarding general-purpose computer program products, it is particularly recommended that the computer program product include program code means specifically stored in a computer-readable medium so that, when the computer program product is executed on a computer unit, it at least partially performs the method for operating a motor vehicle according to the invention, which is driven at least partially autonomously by the vehicle controller of the motor vehicle during normal driving operation.

[0011] Regarding general-purpose computer-readable data carriers, it is particularly recommended that computer-readable data carriers include program code instructions that, when executed by a computer unit, cause the computer unit to at least partially perform the method for operating a motor vehicle according to the invention, which is driven at least partially autonomously by the vehicle controller of the motor vehicle during normal driving operations.

[0012] Regarding the universal vehicle controller, the present invention specifically proposes that the vehicle controller is designed to store first environmental and operational data relating to the current traffic condition that triggers the first interruption, as well as first control data associated with the traffic condition.

[0013] This invention is particularly based on the idea that combining a first environment and operational data storage for first control data enables simplified remote control or driving support. Specifically, it saves effort, allowing for at least a partial reduction in response time. The control data can be stored in a storage unit, preferably at least partially integrated into the vehicle controller. This means that, if the current traffic situation triggering the interruption can be resolved using the already stored first control data, it is essentially unnecessary to send large amounts of control data from the remote control location to the vehicle or its vehicle controller. Therefore, the remote control location only needs to send a message as a continuation message to the vehicle controller, indicating that driving should continue based on the initial control data. Thus, no time is required to determine the control data. Therefore, especially in cases of poor communication connectivity between the vehicle controller and the remote control location, high reliability for continuing driving can be achieved, allowing for rapid response even with low data transmission capacity. More precisely, this invention enables the application of existing control data, i.e., the first control data, to the current traffic situation triggering further interruption, so as to continue driving as prescribed, and to restore or continue driving based on the first control data.

[0014] A specific traffic situation is one in which the vehicle controller cannot determine the operational data for driving the motor vehicle with sufficient reliability, thus interrupting the driving of the motor vehicle, particularly its driving operations. Specific traffic situations especially involve unconventional traffic operations, such as in the event of an accident or police enforcement, but can also be unavoidable events or obstacles in the lane area where the motor vehicle is to be driven, unclear or ambiguous right-of-way conditions at intersections, etc. Specific traffic situations can be stored in the vehicle controller, or they can arise if the vehicle controller cannot determine the operational data for continuing driving with sufficient reliability for a specific current traffic situation or driving conditions during normal driving operations. Furthermore, operational data is used to apply appropriate control signals to the systems of the motor vehicle to be operated to drive the vehicle. Such devices can be drive systems, steering systems, braking systems, etc.

[0015] The remote control location is preferably a fixed station, such as one located in a building. From this location, a person, such as a remote operator, can monitor the execution of vehicle control functions and issue control commands or data to the vehicle for driving. Therefore, this type of remote control location or station differs from portable remote controllers or devices, by which an operator can control the vehicle while directly observing it. When using a remote controller to remotely control a vehicle in this manner, it is absolutely essential that the operator is very close to the vehicle and has a constant line of sight to it. Furthermore, due to relevant regulations, remote control or manipulation of a vehicle is only permitted when the operator is in the immediate vicinity of the vehicle and the vehicle is within the operator's direct line of sight. Moreover, this type of remote control device is portable, while a fixed remote control location is at least substantially stationary.

[0016] In contrast, a remote operator who enters operating commands at a remote control location does not need to directly see the vehicle. Instead, the remote operator can view the vehicle on a screen or similar device associated with the remote control location. Additionally or alternatively, the surrounding environment of the vehicle being driven by the remote operator can be displayed on such a screen; for this purpose, at least one detection device of the vehicle, such as at least one camera or similar environmental sensor, can be used. However, this is not permitted or sufficient if a portable remote control device or portable remote controller is to be used to perform driving maneuvers using the vehicle. More precisely, direct visual contact between the operator and the vehicle is necessary and mandatory when using a remote controller or remote control device.

[0017] To send interrupt messages and / or control data, the vehicle controller communicates with the remote control location via a wireless communication link. The communication connection may utilize at least in part a mobile radio network, a local radio network, and / or the like. For this purpose, the vehicle controller may have a communication unit.

[0018] Driving interruptions via vehicle controllers typically result in the vehicle coming to a stop, and its position usually remains largely unchanged during the interruption. Therefore, the vehicle itself can constitute an obstacle to traffic flow during a driving interruption, which is why it is desirable for driving interruptions to last as little time as possible.

[0019] The vehicle controller may have a computer unit that performs at least some of the functions of the vehicle controller. This may in particular involve determining operational data, interrupting intentional driving operations, sending interruption messages to a remote control location and receiving control data, determining operational data based on control data and / or environmental data, determining environmental data and / or continuing driving operations. The computer unit can be understood in particular as a data processing device containing processing circuitry. Specifically, the computer unit can therefore process data to perform computational operations. Optionally, these also include operations for performing index accesses to data structures such as lookup tables (LUTs).

[0020] Specifically, a computer unit may include one or more computers, one or more microcontrollers, and / or one or more integrated circuits, such as one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more system-on-a-chip (SoCs). A computer unit may also include one or more processors, such as one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, particularly one or more digital signal processors (DSPs). A computing unit may also include physical or virtual computer groups or other types of the aforementioned units. In various embodiments, a computing unit includes one or more hardware interfaces and / or software interfaces and / or one or more storage units.

[0021] The storage cell can be designed as volatile data memory, such as dynamic random access memory (DRAM) or static random access memory (SRAM), or as non-volatile data memory, such as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, ferroelectric random access memory (FRAM), magnetoresistive random access memory (MRAM), or phase-change random access memory (PCRAM).

[0022] Vehicle controllers may include electronic vehicle guidance systems. Here, an electronic vehicle guidance system can be understood as an electronic system configured to guide a motor vehicle fully automatically or autonomously, particularly without driver intervention. The motor vehicle automatically performs all necessary functions, such as steering, braking and / or acceleration, observation and detection of road traffic, and appropriate responses. Specifically, the electronic vehicle guidance system can achieve fully automatic or fully autonomous driving modes according to Level 5 of SAE J3016 classification. An electronic vehicle guidance system can also be understood as an advanced driver assistance system (ADAS) that assists the driver of a motor vehicle during partial automation or partial autonomous driving. Specifically, the electronic vehicle guidance system can achieve partially automatic or partially autonomous driving modes according to Levels 1 to 4 of SAE J3016 classification. Here and below, "SAE J3016" refers to the corresponding standard as of April 2021.

[0023] Therefore, at least partially automated vehicle guidance may involve guiding the motor vehicle, preferably according to a fully automated or fully autonomous driving mode of SAE J3016 Level 5. At least partially automated vehicle guidance may also include guiding the motor vehicle according to partially automated or partially autonomous driving modes of SAE J3016 Levels 1 to 4. The at least one control signal may be provided, for example, to one or more actuators of the motor vehicle, including, for example, one or more brake actuators and / or one or more steering actuators and / or one or more drive motors. The one or more actuators may influence the longitudinal and / or lateral control of the motor vehicle to guide the motor vehicle at least partially automatically. Assistive information may be output through the motor vehicle's output devices, such as displays and / or audio output systems and / or haptic output systems.

[0024] The vehicle controller preferably includes an autonomous driving module and a traffic condition detection and maneuver prediction module. The autonomous driving module is preferably designed to send support messages, such as interruption messages, to a remote control location. A corresponding communication unit can be configured for this purpose. The autonomous driving module is also preferably designed to receive maneuver data, such as control data or continuation messages, from the remote control location. The autonomous driving module can analyze and process the control data or continuation messages and continue driving based on them.

[0025] The autonomous driving module communicates with the traffic condition detection and maneuver prediction module and receives environmental and operational data, which can also be stored in this module. Alternatively or additionally, at least some of this data can also be stored in a separate storage unit that communicates with the traffic condition detection and maneuver prediction module. The traffic condition detection and maneuver prediction module may also have a comparison unit that can compare traffic conditions with each other. This can be done based on relevant environmental and operational data, etc. Preferably, corresponding control data can be stored for the relevant environmental and operational data, thereby allowing for allocation.

[0026] A key difference of this invention is that it does not require a neural network, which must be trained via machine learning to perform the management according to the invention. Therefore, it is particularly advantageous for vehicle controllers, as they can be implemented without neural networks or similar mechanisms.

[0027] The motor vehicle is preferably one that can be driven without a driver. However, the invention is not limited to application in driverless motor vehicles, but can also be used when the driver of the motor vehicle is not driving the vehicle, at least temporarily.

[0028] Furthermore, when a predetermined traffic condition arises during normal driving operations, the vehicle controller interrupts driving operations, determines second environmental data and operational data related to the current traffic condition that triggered the second interruption, and sends a corresponding second interruption message to a remote control location. This second interruption message contains at least the second environmental data and operational data related to the current traffic condition that triggered the second interruption. This allows the remote control location to compare the second environmental and operational data with the first environmental and operational data, and check whether the first control data can also be used to continue driving under this traffic condition. If the first control data can be used, the remote control location can send a corresponding continuation message to the vehicle controller to continue driving based on the first control data. Therefore, in this case, it is not necessary to determine new control data for the current second interruption.

[0029] Preferably, the vehicle controller compares the second environmental and operational data with the first environmental and operational data. This, for example, can determine whether the traffic condition that triggered the first interruption substantially corresponds to the traffic condition that triggered the second interruption. In this case, it is even possible that the vehicle controller sends additional information to the remote control location in the interruption message, instructing it to continue driving using the first control data. The remote control location then only needs to send a continue message to the vehicle controller to grant the suggestion. Alternatively, the remote control location can send the corresponding second control data to the vehicle controller, which can then resume operation based on the second control data. Overall, this also reduces the workload involved.

[0030] Furthermore, the first and second environmental and operational data each have first and second location data, respectively, and as part of the comparison, the distance between the locations determined by the first and second location data is compared with a comparison distance. This can, for example, determine whether a traffic condition triggering a first interruption occurs in the location area triggering a second interruption. Such a condition may occur at, for example, an intersection, a bus stop, etc. The comparison distance may be, for example, one meter or several meters. The comparison distance is preferably selected to match the traffic condition. If the traffic condition is, for example, the end of a traffic congestion at a construction site or a lane narrowing that occurs periodically in the area at different lengths, the vehicle controller can also determine this and, for example, suggest another lane change, as corrected based on the first control data, where adjusted first control data based on the first control data can be determined and sent to a remote control location to continue driving. For example, an earlier lane change can be planned. This can also reduce the overall workload required for method management.

[0031] Preferably, based on a comparison of the distance and the comparison distance, the first control data is sent to the remote control location along with a corresponding second interrupt message. Therefore, the vehicle controller can send a suggestion to the remote control location to continue driving operations. The remote control location can then either grant permission to continue driving operations or determine its own adjusted first control data based on this and transmit it to the vehicle controller. This also leads to a simplified overall method management.

[0032] Furthermore, it is proposed that, based on the comparison between this distance and the comparison distance, a continuation message is sent to the remote control location to allow driving to continue based on the initial control data. Therefore, in this case, it is not necessary to determine new control data. The continuation message can have a very small data size, thus requiring only a communication connection with a low data rate to continue driving.

[0033] According to one development, it is suggested that comparing the second environmental and operational data with the first environmental and operational data should include at least the fact that the traffic condition triggering the second interruption corresponds in terms of traffic management to the traffic condition triggering the first interruption. This proves particularly advantageous when there are recurring, unclear traffic conditions at intersections or crossroads. Therefore, it is no longer necessary to re-analyze substantially the same traffic conditions in detail to continue driving. This also allows for a further reduction in the workload required for method management. Furthermore, it is proposed that the vehicle controller determines the second control data based on the first control data. This embodiment proves particularly advantageous when the control data can be easily adjusted, such as in the aforementioned situations at construction sites or in areas where lanes narrow. This also allows for a further simplification of the workload involved in method management.

[0034] Furthermore, it is proposed that the vehicle controller sends the second control data along with the second continuation message to the remote control location. This allows the remote control location to examine the second control data regarding continued driving, thus further improving reliability.

[0035] Furthermore, the control data sent from the remote control location to the vehicle controller includes remote control data for remotely controlling the motor vehicle via the remote control location. This remote control data can be used to directly remotely control the motor vehicle via the vehicle controller, and preferably can be used directly to drive the motor vehicle. This allows the motor vehicle to be directly controlled by the remote control location, for example, by a person.

[0036] Furthermore, the control data sent from the remote control location to the vehicle controller includes trajectory data, which the vehicle controller uses to continue driving. The vehicle controller is then preferably designed to process the trajectory data and determine operational data for driving the motor vehicle based on it. Driving can then continue based on the operational data.

[0037] Furthermore, it is proposed that the vehicle controller sends messages to the occupants of the vehicle regarding the continuation of driving. These messages can be, for example, signals, voice outputs, etc. Signals can be acoustic signals, optical signals, tactile signals, etc. Thus, the status of driving operations can be communicated to the occupants, for example, that the interruption will last for a specific period of time, that driving will resume at a certain point in time, the reason for the interruption, and / or similar information.

[0038] The specific advantages and effects of the method according to the invention naturally apply to the same extent to the vehicle controller according to the invention (where applicable), the sensor device according to the invention, and the computer program product and computer-readable data carrier according to the invention, and vice versa. Therefore, in particular, method features can also be described as device features, and vice versa.

[0039] Other features of the invention are derived from the claims, drawings, and description of the drawings. The features and combinations of features referenced in the foregoing description, as well as the features and combinations of features referenced in and / or shown individually in the drawings below, can be used not only in the combinations they are respectively indicated, but also in other combinations, without departing from the scope of the invention. Therefore, the invention is also intended to be considered to include and disclose embodiments not explicitly shown and explained in the drawings but arising from and generated from the explained embodiments by individual combinations of features. Therefore, embodiments and combinations of features that do not have all the features of the originally formulated independent claims should also be considered disclosed. Furthermore, embodiments and combinations of features that exceed or differ from the combinations of features listed in the reverse references to the claims should be considered disclosed, particularly by way of the foregoing embodiments.

[0040] For application scenarios or conditions that may lead to this method but are not explicitly described herein, the method may specify requests for outputting error messages and / or inputting user feedback and / or setting default settings and / or predetermined initial states. Attached Figure Description

[0041] Figure 1 A schematic block diagram of a method flow for remotely controlling an autonomously guided motor vehicle is shown.

[0042] Figure 2 It shows the relationship with Figure 1 A similar schematic diagram shows control data from a remote control location, used for remotely controlling the vehicle under lockdown conditions, stored on the side of the vehicle in association with environmental and operational data by the vehicle's vehicle controller.

[0043] Figure 3 It shows Figure 2 The schematic diagram illustrates a scenario where a vehicle controller recommends continued driving based on stored control data in the event of further lockdown, as issued by a remote control location.

[0044] Figure 4 This diagram illustrates a first traffic situation involving lane changes while a motor vehicle is driving on a multi-lane road, where the road widens from two lanes to three lanes along the driving direction in the area shown.

[0045] Figure 5 It shows something similar to Figure 4 The diagram illustrates a traffic congestion involving multiple other vehicles in the area beginning in the third lane, where vehicles change lanes and store this information based on control data received from a remote control location.

[0046] Figure 6 It shows Figure 5 The diagram shows a vehicle suggesting to a remote control location that it continue as before should traffic congestion recur. Figure 5 Driving in, and

[0047] Figure 7 The diagram illustrates a second traffic situation where a motor vehicle is driving on a two-lane road with oncoming traffic in the area of ​​a bus stop where a bus is stopping. Detailed Implementation

[0048] Figure 1A schematic block diagram of a method flow for remotely controlling an autonomously guided motor vehicle 1 is shown. In the present case, the motor vehicle 1 is implemented as a passenger motor vehicle. However, the invention is not limited thereto, and can also be adapted for motor vehicles at least partially controlled by a driver.

[0049] Motor vehicle 1 has a vehicle controller 2, which is designed to autonomously drive motor vehicle 1 in normal driving mode. Motor vehicle 1 has environmental sensors (not shown) that can detect the characteristics of the environment or surrounding environment of motor vehicle 1. The environmental sensors provide corresponding sensor signals to vehicle controller 2. By evaluating the sensor signals from the environmental sensors using vehicle controller 2, the current traffic conditions related to the expected driving operation of motor vehicle 1 can be determined. Based on the sensor signals provided by the environmental sensors, vehicle controller 2 determines operational data. Vehicle controller 2 uses the operational data to control motor vehicle 1. Therefore, vehicle controller 2 controls motor vehicle 1 at least based on the operational data.

[0050] Vehicle controller 2 continuously monitors the current traffic conditions while motor vehicle 1 is operating. If a specific traffic condition occurs during normal driving, vehicle controller 2 interrupts driving. A specific traffic condition may be, for example, traffic congestion on a lane of a road available for driving in the direction of motor vehicle 1. However, the described traffic condition may also be obstacles in the area of ​​the lane to be driven by motor vehicle 1, unclear right-of-way rules, and / or similar situations. When such a current traffic condition corresponding to a given traffic condition occurs, vehicle controller 2 interrupts the intended driving operation of motor vehicle 1 and sends a first interruption message 4 to remote control location 3. The interruption message 4 contains at least initial environmental and operational data related to the current traffic condition that triggered the first interruption.

[0051] Remote control location 3 receives a first interruption message 4 and, in method step 6, evaluates at least first environmental and operational data. Based on the evaluation, remote control location 3 determines initial control data 5 for continuing driving operations, which is then sent by remote control location 3 to the vehicle controller 2 of motor vehicle 1. Vehicle controller 2 continues driving based on the first control data 5.

[0052] Therefore, in this configuration, remote control location 3 must send corresponding control data 5 for each individual interruption message 4. This proves to be costly, especially if the traffic conditions that trigger the interruption message 4 are the same for multiple autonomous vehicles driving on the same route, or if vehicle 1 drives the same route 5 multiple times consecutively and sends the interruption message 4 to remote control location 3 multiple times accordingly.

[0053] Remote control location 3 can be designed as a control center that provides remote support to vehicle 1. This control center can also be referred to as a remote operation control center. At remote control location 3, personnel or a computer-aided evaluation unit can determine the necessary control data to be sent to vehicle 1, or specifically its vehicle controller 2. Combinations of these are also conceivable.

[0054] Figure 2 It shows something similar to Figure 1 A schematic block diagram is provided, in which the vehicle controller 2 is shown in more detail and includes an autonomous driving module 8 and a traffic condition detection and maneuver prediction module 9 communicating with the autonomous driving module 8. The autonomous driving module 8 is used to autonomously control the motor vehicle 1, particularly based on operational data. To this end, it provides control signals (not shown in detail) for controlling devices (not shown) of the motor vehicle 1 by means of which driving operations of the motor vehicle 1 are performed, such as drive units, steering units, braking units, and / or the like.

[0055] The autonomous driving module 8 sends operational data for the current anticipated driving operations of the motor vehicle 1 to the traffic condition detection and maneuver prediction module 9. It also sends relevant environmental data, ensuring that the traffic condition detection and maneuver prediction module 9 always has current data on the current traffic conditions. The method management function is based on previously referenced... Figure 1 The method of explanation is managed, which is why relevant explanations are referred to in this regard.

[0056] and Figure 1 In contrast to the design shown, in addition to control data 5, the remote control location 3 will also send continuous manipulation data 11 to the traffic condition detection and manipulation prediction module 9. Continuous manipulation data 11 depends on control data 5 and preferably corresponds to control data 5. However, continuous manipulation data 11 may alternatively or additionally include, for example, trajectory data.

[0057] Figure 2 It is also shown that the traffic condition detection and maneuver prediction module 9 will continue to store the maneuver data 11 in the module's storage unit in association with the current environment and operation data that caused the expected interruption of driving operation in method step 7.

[0058] Figure 3 It shows the relationship with Figure 2 A similar schematic diagram illustrates a scenario where, due to a second current traffic condition, the normal driving operation of vehicle 1 is interrupted by vehicle controller 2, which also corresponds to a predetermined traffic condition. Vehicle controller 2 then sends a second interruption message 15 to remote control location 3 based on a first interruption message 4. The second interruption message 15 contains at least second environmental and operational data 10 related to the current traffic condition that triggered the second interruption.

[0059] The second environmental and operational data 10 is also sent to the traffic condition detection and manipulation prediction module 9. The traffic condition detection and manipulation prediction module 9 compares the second environmental and operational data 10 with the first environmental and operational data, wherein, in the present case, the first and second environmental and operational data specifically include corresponding first and second location data, and within the scope of the comparison, the distance between the locations determined by the first and second location data is compared with a comparison distance. In the present case, the comparison distance is specified, for example, as one meter or two meters. This enables the traffic condition detection and manipulation prediction module 9 to determine whether there is a substantially comparable triggering traffic condition for a second interruption.

[0060] If the comparison is positive, the traffic condition detection and maneuver prediction module 9 sends the stored first control data 5 as maneuver suggestion data 12 to the remote control location 3 as a suggestion to continue the expected driving operation. In a step 13, the remote control location 3 checks the maneuver suggestion data 12 along with the second environmental and operational data. Based on the check, the remote control location 3 determines whether driving can continue based on the first control data 5. If the decision is positive, the remote control location 3 determines a continue message as second control data 14 and sends it to the vehicle controller 2, specifically the autonomous driving module 8. The autonomous driving module 8 can then continue driving based on the first control data 5. This means that no new control data needs to be generated on the remote control location side.

[0061] On the other hand, if the decision of remote control location 3 is negative, then second control data 14 is determined and sent to vehicle controller 2 or its autonomous driving module 8, instead of continuing the message. Autonomous driving module 8 then continues driving based on this data.

[0062] Figure 4 A schematic diagram of traffic conditions during the driving operation of a motor vehicle 1—as described above—is shown, which is driven autonomously in driving mode by means of a vehicle controller 2. The motor vehicle 1 is on road 19, a two-lane road having a right lane 16 and a middle or left lane 17 in some areas. In one area 20, road 19 is widened by a third lane 18, which is arranged as a third lane adjacent to the second lane 17, such that lane 17 provides a middle lane in this area.

[0063] To enable vehicle 1 to change lanes from lane 16 to lane 18, change zones 21 and 22 are provided for each lane change, where vehicle 1 can autonomously change lanes via vehicle controller 2. In undisturbed driving operation, vehicle controller 2 can guide vehicle 1 from lane 16 to lane 18 in two consecutive steps, such as... Figure 4 As shown.

[0064] Figure 5 It shows something similar to Figure 4 The diagram illustrates that lanes 16 and 17 are blocked by traffic congestion caused by other motor vehicles 23. On the other hand, lane 18 is not occupied by motor vehicle 23. Figure 4 The situation is the opposite of what is shown; vehicle 1 is no longer able to reach area 21, as... Figure 4 As anticipated in the illustrated embodiment, it is blocked by a vehicle. In fact, there is even a risk that another vehicle 23 following behind will block lane 17 to the point that vehicle 1 has virtually no chance of reaching lane 18. Due to the current traffic conditions, vehicle 1 is now in a state where its driving mode cannot continue. Therefore, vehicle controller 2 interrupts driving and stops vehicle 1.

[0065] Since it is not obvious from the perspective of vehicle controller 2 how to reach lane 18, vehicle controller 2... Figure 2 and Figure 3 The method described herein manages the sending of an initial interrupt message 4 to a remote control location 3. Vehicle controller 2 receives initial control data 5 from the remote control location 3, which includes trajectory data for trajectory 24 and corresponding control data for vehicle controller 2. Based on the control data, vehicle controller 2 can determine the corresponding operational data; that is, it can continue driving at least partially based on the trajectory data of trajectory 24 or the control data 5, and perform a lane change from lane 16 to lane 17 before reaching area 21. This allows vehicle 1 to join vehicle 23 already queued in lane 17 until vehicle 1 reaches area 22, at which point it can change from lane 17 to lane 18, as already referenced. Figure 4 The explanation given.

[0066] The vehicle controller 2 stores the initial control data 5 together with the associated environmental and operational data.

[0067] Figure 6 Now it is shown that when motor vehicle 1 is in Figure 5 If, under the conditions already described, you drive on Road 19 again at a later time, such as on a subsequent day, Figure 5The diagram illustrates this. In area 26, traffic congestion again occurs with motor vehicle 23. For the same reason as above, the vehicle controller 2 of motor vehicle 1 interrupts the operation of motor vehicle 1 and sends a second interruption message 15 to the remote control location 3. In this case, the interruption message 15 also includes manipulation suggestion data 12 based on the preferred manipulation of the initial control data 5 stored by the traffic condition detection and manipulation prediction module 9 for this traffic condition. The remote control location 3 checks the traffic condition and, based on the first control data 5, permits continued driving. The vehicle controller 2 then uses motor vehicle 1 to execute actions already performed... Figure 5 The manipulation described in the text.

[0068] Therefore, it is evident that for the second interruption message 15, remote control location 3 only needs to evaluate the available data and, based on the evaluation, send a permission signal or a continuation signal or continuation message to vehicle controller 2. There is no need to generate new control data based on traffic condition analysis. This proves particularly advantageous if the issuance only needs to be generated by the operator at remote control location 3, as this can be achieved with a single keystroke without any further action on the part of remote control location 3. This saves time in method management. The second control data only needs to be determined by remote control location 3 if the evaluation indicates that the first control data is unsuitable for continuing driving operations.

[0069] Figure 7 Another embodiment of the method management according to the present invention is shown, wherein Figure 7 A road 29 with two lanes 30 and 31 for two-way traffic is shown. A motor vehicle 1 travels in lane 31. A bus stop 28 is located at the outer edge of lane 31, where a bus 27 stops to allow passengers to get on and off.

[0070] Vehicle controller 2 of vehicle 1 guides vehicle 1 toward bus 27, and driving is interrupted because bus 27 is still stopped at bus stop 28. Vehicle controller 2 sends a corresponding first interruption message 4 to remote control location 3, which evaluates the data and sends corresponding first control data 5 to vehicle controller 2 of vehicle 1. Vehicle 1 then overtakes bus 27 stopped at bus stop 28 along trajectory 32. This function requires no traffic on road 30 during this time period.

[0071] At a later point in time, such as the next day, the same traffic conditions occur, causing vehicle 1 to stop again behind bus 27 at bus stop 28, i.e., driving is interrupted by vehicle controller 2. Vehicle controller 2 then sends a second interruption message 15 to remote control location 3, which in turn sends first control data 5. Remote control location 3 evaluates the second environmental and operational data along with the first control data 5 and sends a continuation message as second control data 14, allowing vehicle controller 2 to continue driving based on the first control data 5. Here, it is not necessary to generate entirely new second control data, as the transaction or traffic condition corresponds to the traffic condition already determined by the first control data 5. This also saves effort. If the traffic congestion is cleared, for example, because bus 27 continues its journey, vehicle controller 2 can determine this and resume driving automatically without requiring control data from remote control location 3.

[0072] The exemplary embodiments are for illustrative purposes only and are not intended to limit the scope of the invention.

Claims

1. A method for operating a motor vehicle (1), wherein the motor vehicle is driven at least partially autonomously by means of a vehicle controller (2) of the motor vehicle (1) during normal driving operation, the vehicle controller (2) determines environmental data based at least on environmental features detected by environmental sensors of the motor vehicle (1) in relation to current traffic conditions, determines operating data for driving the motor vehicle (1) at least based on the environmental data, and controls the motor vehicle (1) by the vehicle controller (2) at least based on the operating data, wherein, When a predetermined traffic condition occurs during normal driving operation, the vehicle controller (2) interrupts the driving operation of the motor vehicle (1) and sends a corresponding first interruption message (4) to a remote control location (3), wherein the first interruption message (4) contains at least first environmental and operational data related to the current traffic condition that triggered the first interruption, wherein the remote control location (3) receives the first interruption message (4) and at least evaluates (6) the first environmental and operational data, wherein the remote control location (3) determines first control data (5) for continuing the driving operation based on the evaluation, sends the first control data (5) to the vehicle controller (2) of the motor vehicle (1), and the vehicle controller (2) continues the driving operation based on the first control data (5). The vehicle controller (2) is characterized in that it stores (7) the first environment and operation data related to the current traffic condition that triggered the first interruption and the first control data (5) associated with the traffic condition.

2. The method according to claim 1, Its features are, When an additional predetermined traffic condition occurs during normal driving operation, the vehicle controller (2) interrupts the driving operation, determines second environmental and operational data related to the current traffic condition that triggered the second interruption, and sends a corresponding second interruption message (15) to the remote control location (3), wherein the second interruption message (15) contains at least the second environmental and operational data related to the current traffic condition that triggered the second interruption.

3. The method according to claim 2, characterized in that, The vehicle controller (2) compares the second environment and operation data with the first environment and operation data.

4. The method according to claim 3, characterized in that, The first environment and operation data and the second environment and operation data include corresponding first location data and second location data, and as part of the comparison, the distance between the locations determined by the first location data and the second location data is compared with a comparison distance.

5. The method according to claim 4, Its features are, Based on the comparison between the distance and the comparison distance, the first control data (5) is sent together with the corresponding second interrupt message (15) to the remote control location (3).

6. The method according to claim 4 or 5, Its features are, Based on the comparison of the distance and the comparison distance, the second interruption message (15) contains data for continuing driving based on the first control data (5).

7. The method according to any one of claims 3 to 6, Its features are, The comparison of the second environmental and operational data with the first environmental and operational data includes at least the traffic conditions that triggered the second interruption, which in terms of traffic management correspond to the traffic conditions that triggered the first interruption.

8. The method according to claim 7, Its features are, The vehicle controller (2) determines the second control data (14) based on the first control data (5).

9. The method according to claim 8, Its features are, The vehicle controller (2) sends the second control data together with the second interrupt message (15) to the remote control location (3).

10. The method according to any one of the preceding claims, Its features are, The control data sent from the remote control location (3) to the vehicle controller (2) includes remote control data for remotely controlling the motor vehicle (1) via the remote control location (3).

11. The method according to any one of the preceding claims, Its features are, The control data sent from the remote control location (3) to the vehicle controller (2) includes trajectory data, and the vehicle controller (2) continues driving based on the trajectory data.

12. The method according to any one of the preceding claims, Its features are, The vehicle controller (2) sends a message to the person in the motor vehicle (1) about continuing to drive.

13. A computer program product having program code means, wherein when the computer program product is executed on a computer unit, the program code means are driven, particularly in the computer, in a manner that is at least partially autonomous, for at least partially performing the method as described in any of the preceding claims.

14. A computer-readable data carrier having program code instructions that, when executed by a computer unit, cause the computer unit to perform at least partially the method for operating a motor vehicle (1) according to any one of claims 1 to 12, the motor vehicle (1) being driven at least partially autonomously by a vehicle controller (2) of the motor vehicle (1) in normal driving operation.

15. A vehicle controller (2) for operating a motor vehicle (1), the vehicle controller (2) being designed to drive the motor vehicle (1) in a manner at least partially autonomously according to a normal driving mode, wherein the vehicle controller (2) determines at least environmental data based on environmental features detected by means of environmental sensors of the motor vehicle (1) in response to current traffic conditions, determines operating data for driving the motor vehicle (1) at least based on the environmental data, and controls the motor vehicle (1) at least based on the operating data, wherein, The vehicle controller (2) is designed to interrupt the driving operation of the motor vehicle (1) and send a corresponding first interruption message (4) to a remote control location (3) when a predetermined traffic condition occurs during normal driving operation. The first interruption message (4) contains at least first environmental and operational data related to the current traffic condition that triggered the first interruption. The vehicle controller (2) is designed to receive first control data (5) from the remote control location (3) for continuing driving operation. The remote control location (3) determines the first control data (5) for continuing driving operation based on an evaluation of the first environmental and operational data sent along with the first interruption message (4). The vehicle controller (2) is designed to continue driving operation based on the first control data (5). The vehicle controller (2) is characterized in that it is designed to store first environmental and operational data related to the current traffic conditions that trigger the first interruption, as well as first control data (5) associated with the traffic conditions.

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