Method for performing a driving maneuver, control device for a vehicle and motor vehicle

Abstract

Method for performing a driving maneuver involving a first (10) and a plurality of second vehicles (18a to 18f), wherein the driving maneuver creates a traffic flow gap that is several lanes wide (16a to 16f), comprising the following steps: a) the first vehicle (10) requesting the traffic flow gap periodically sends corresponding request signals to at least a plurality of second vehicles (18a to 18g) located in the traffic flow upstream of the location of the desired traffic flow gap (step 120); b) the second vehicles (18a to 18g) receive these request signals, wherein at least the second vehicles (18a to 18g) that wish to comply with the request send corresponding signaling signals (step 140); c) checking whether, based on the reception of the signalling signals sent in step b), a minimum number of second vehicles (18a to 18g) that wish to comply with the request can be determined (step 160) that is sufficient to cover the plurality of lanes (16a to 16g) of the desired traffic flow gap; d) if step c) is affirmed, the second vehicles (18a to 18f) participating in the driving maneuver to create the traffic flow gap are informed (step 180); e) the second vehicles (18a to 18f) participating in the driving maneuver agree on the start of the driving maneuver and coordinate their trajectories (step 200); f) one of the second vehicles is designated as the maneuver leader (18b), wherein the maneuver leader (18b) communicates with the first vehicle (10) to transmit at least one property of the traffic flow gap to the first vehicle (10) (step 220); and g) the first vehicle (10) evaluates the at least one property of the traffic flow gap transmitted by the maneuver leader (18b) in order to utilize the traffic flow gap (step 240).

Description

[0001] The present invention relates to a method for performing a driving maneuver involving a first vehicle and a plurality of second vehicles, wherein the driving maneuver creates a traffic flow gap that is several lanes wide. The invention further relates to a control device for a vehicle and a motor vehicle having at least one communication device for communicating with other motor vehicles.

[0002] The present invention relates to driving maneuvers that require clearance in different lanes simultaneously or in quick succession. This can, for example, involve crossing a multi-lane roadway or maneuvering a truck that disrupts traffic flow in multiple lanes when turning or parking. These are situations that are normally dangerous for the traffic involved, but are also often associated with long waiting times for users.

[0003] Driving maneuvers that span multiple road sections, especially lanes, are dangerous not only for the person attempting the maneuver, but also for vehicles that happen to be close to the vehicle performing the maneuver. Taking the example of crossing a roadway that is several lanes wide, it is obvious that the vehicles traveling along the roadway are usually traveling at a recommended speed, while the speed of the vehicle crossing along the roadway is virtually zero. In the event of a collision, this is like hitting a stationary obstacle, with catastrophic consequences.

[0004] DE 10 2010 013 647 A1 discloses a method for controlling multiple vehicles to operate the multiple vehicles in a convoy. This method comprises, within a lead vehicle selected from the multiple vehicles, the following steps: monitoring a respective actual position of each of the multiple vehicles that is not the lead vehicle through vehicle-to-vehicle communication based on data from a respective global positioning device in each of the multiple vehicles that is not the lead vehicle, determining distances for operating the multiple vehicles in the convoy based on the respective actual positions of each of the multiple vehicles, and selecting a respective commanded vehicle position with a respective global positioning coordinate for each of the multiple vehicles based on the determined distances.Each corresponding commanded vehicle position is transmitted to the respective one of the plurality of vehicles that is not the lead vehicle, and each corresponding one of the plurality of vehicles that is not the lead vehicle is operated based on the respective commanded vehicle position.

[0005] DE 10 2016 205 142 A1 relates to a method for initiating a cooperative driving maneuver by providing a driving intention message to vehicles in a vehicle's environment. The driving intention message comprises information about an intention of a driver or an at least partially automated vehicle control system of the vehicle to perform a driving maneuver. The vehicles receive information about a driving intention, wherein the driving intention is based on the intention to perform the driving maneuver. The position of the vehicle is determined, and the driving intention message is generated based on the information about the driving intention. Subsequently, transmission parameters for the driving intention message are calculated, wherein the transmission parameters include a repetition rate and a transmission time based on a desired probability of reception of the driving intention message, the driving intention, and the position of the vehicle.Finally, the driving intention message is provided as a direct vehicle-to-vehicle message to the vehicles in the vehicle's vicinity based on the transmission parameters. For example, the calculation can check whether a possible lane change point is compatible with the one or more driving intentions.

[0006] DE 10 2016 205 972 A1 relates to a method for the autonomous or semi-autonomous execution of a cooperative driving maneuver. It is proposed that a maneuvering vehicle planning to execute a driving maneuver first determines a maneuvering zone of a road in which the driving maneuver can potentially be executed, then communicates with one or more vehicles via vehicle-to-vehicle communication to detect one or more cooperative vehicles that are expected to be within the maneuvering zone during the execution of the driving maneuver. Finally, the vehicle's own driving behavior is adapted to the expected driving behavior of the one or more cooperative vehicles in order to execute the planned driving maneuver.

[0007] DE 10 2012 011 994 A1 relates to a method for cooperatively controlling a traffic situation with at least two vehicles that exchange information via a C2C communication system, wherein the exchanged information serves to influence the driving behavior of the participating vehicles. In addition to the current driving behavior and current driving information, the driving behavior intended by a first vehicle is transmitted to a second of the at least two vehicles as information to be exchanged. The second vehicle adapts its driving behavior to the intended driving behavior of the first vehicle.

[0008] DE 10 2011 119 208 A1 relates to a method for traffic flow control in which motor vehicles communicate with each other via a wireless communication link. Each motor vehicle is assigned a priority value, and the priority values ​​transmitted via the communication link are compared. A motor vehicle with a lower priority value is then operated to perform at least one action that favors the motor vehicle with the higher priority value.

[0009] DE 10 2016 205 140 A1 relates to a method for determining a traffic gap between two vehicles for a lane change for a vehicle, in which the traffic gap is identified based on a first detection and a second detection. The first detection is based on at least one vehicle-to-vehicle status message from at least one other vehicle, while the second detection is based on on-board sensors of the vehicle.

[0010] DE 10 2018 109 883 A1 relates to a method for cooperatively coordinating future driving maneuvers of a vehicle with external maneuvers of at least one external vehicle. A set of trajectories consisting of pre-planned trajectories for the vehicle is evaluated, each with a cost value, using at least one evaluation criterion. Subsequently, an external data packet is received from the external vehicle, wherein the external data packet contains a set of external trajectories with different pre-planned external trajectories for the external vehicle and an external cost value for each external trajectory. Then, one trajectory and one external trajectory are combined into tuples, and the respective cost value is combined with the respective external cost value to form a tuple cost value of the tuple.Next, collision-free tuples are selected, with tuples being selected for which the trajectory and the foreign trajectory are collision-free within a collision horizon. A trajectory and the associated effort value of the collision-free tuple with the lowest tuple effort value are then selected as the reference trajectory and the reference effort value. Trajectories with a lower effort value than the reference effort value are classified as demand trajectories and demand effort values. Trajectories with a higher effort value than the reference effort value are classified as alternative trajectories and alternative effort values.Finally, a data packet is sent to the external vehicle, wherein the data packet contains a set of trajectories from the reference trajectory and the associated reference effort value as well as at least one trajectory from a group comprising the demand trajectories and the alternative trajectories as well as the corresponding effort values.

[0011] DE 10 2015 221 817 A1 relates to a method for the decentralized coordination of driving maneuvers using strategic trajectories, planned trajectories and desired trajectories.

[0012] DE 10 2016 207 791 A1 relates to a method for interaction between a first and a second road user. The first road user sends a driving maneuver request to their surroundings. The second road user receives a request signal indicative of the driving maneuver request. The second road user then accepts the driving maneuver request and signals acceptance of the driving maneuver request to the first road user. Finally, a respective driving maneuver recommendation determined based on the driving maneuver request is signaled to the first and / or second road user.

[0013] The subsequently published DE 10 2017 222 563 A1 relates to a method for communication between multiple motor vehicles, wherein at least one possible route is determined in each of the multiple motor vehicles using an MPP (Most Probable Path) module, and wherein the at least one possible route of each of the multiple motor vehicles is exchanged between the multiple motor vehicles. Lane changes to be performed between the multiple motor vehicles based on the exchanged possible routes are then coordinated.

[0014] The object of the present invention is therefore to increase road safety when carrying out such driving maneuvers.

[0015] This problem is solved by the respective features of the independent patent claims.

[0016] The present invention is based on the finding that V2X (vehicle-to-everything) communication can be used to make such maneuvers safer and more convenient. Particularly in partially or fully piloted motor vehicles, the necessary resources are already available to enable the participating vehicles to coordinate the execution of the maneuver, whether directly through vehicle-to-vehicle communication or by including communication via infrastructure. If a sufficient number of vehicles with the necessary resources is initially not available, the system waits until a sufficient number is reached. Since this number of vehicles organize the maneuver among themselves, the execution of the maneuver no longer comes as a surprise to these vehicles. Rather, their speed and position are adjusted until the maneuver is executed and continue until the maneuver is completed.

[0017] A method according to the invention for carrying out a driving maneuver involving a first and a plurality of second vehicles, wherein the driving maneuver creates a traffic flow gap that is several lanes wide, accordingly comprises the following steps: In a step a), the first vehicle requesting the traffic flow gap periodically sends corresponding request signals to at least a plurality of second vehicles located in the traffic flow upstream of the location of the desired traffic flow gap. In a step b), these second vehicles receive these request signals, wherein at least the second vehicles that wish to comply with the request send corresponding signaling signals.In step c), a check is carried out to determine whether, based on the reception of the signaling signals sent in step b), a sufficient minimum number of second vehicles willing to comply with the request can be determined to cover the multiple lanes of the desired traffic flow gap. If step c) is answered in the affirmative, in step d), the second vehicles participating in the driving maneuver to create the traffic flow gap are informed. In step e), the second vehicles participating in the driving maneuver agree on the start of the driving maneuver and coordinate their trajectories. In step f), one of the second vehicles is designated as the maneuver leader, with the maneuver leader communicating with the first vehicle in order to transmit at least one property of the traffic flow gap to the first vehicle.Finally, the first vehicle evaluates at least one of its own properties of the traffic flow gap transmitted by the maneuver leader in order to utilize the traffic flow gap.

[0018] To create the traffic flow gap, a corresponding number of second vehicles block a corresponding number of lanes, essentially by driving side by side at low speed or by coming to a standstill.

[0019] The names of the steps are not intended to reflect a strict sequence. For example, the maneuver leader could be appointed earlier.

[0020] The method according to the invention makes driving maneuvers involving multiple lanes safer and more comfortable. The risk of vehicles traveling in one of the affected lanes unexpectedly encountering a virtually stationary obstacle is significantly reduced. Even if not all vehicles traveling on the roadway are equipped with V2X communication, the present invention contributes to increasing road safety. Rather, with the present invention, a sufficient number of cooperating vehicles is sufficient to implement the intended driving maneuver.By gradually reducing their speed, the second vehicles performing the maneuver, which are intended to block the relevant lanes to create the traffic flow gap. The hazard warning lights of the second vehicles may be activated during the deceleration to inform following vehicles, the following traffic is notified sufficiently early so that these vehicles can also gradually reduce their speed. Vehicles often already have distance warning systems installed. These reliably help prevent accidents by ensuring that the relative speed between a vehicle in front and a vehicle behind does not exceed a predefined threshold, or that a predefined minimum distance is maintained, or by issuing a warning if the minimum distance is exceeded.Because the following traffic does not encounter a quasi-stationary obstacle, but the second vehicles reduce their speed over a predefined distance or a predefined period of time, the criteria for the sensible use of a distance warning system are met.

[0021] In step a), it is particularly preferred that the request signals are specifically sent in the direction of the traffic flow upstream of the location of the desired traffic flow gap. In this way, the request signals are essentially received by vehicles whose cooperation is considered for performing the driving maneuver. Preferably, the request signals include location information about the location of the desired traffic flow gap, i.e., on the one hand the section in the longitudinal direction of the road and on the other hand the affected traffic lanes. Since nowadays vehicles are usually equipped with a GPS system, the vehicles can determine whether the location of the desired traffic flow gap is still ahead of them or they have already passed this location. They can also check whether the traffic lane they are currently on is affected.

[0022] At least one of the following communication methods is used to send the request signals, to communicate between the first and a second vehicle, and to communicate between the second vehicles: C-V2X (Cellular-V2X), NR-V2X (New Radio-V2X), antenna beamforming, or short-range communication. C-V2X is a global solution for so-called “Vehicle-to-Everything communication” that serves to improve vehicle safety, automated driving, and traffic efficiency. C-V2X is a V2X communication technology based on the globally recognized specifications of the “3rd Generation Partnership Project” (3GPP). C-V2X consists of direct communication and network-based communication and complements the sensor technology of other driver assistance systems such as cameras, radar, and lidar. C-V2X direct communication is possible without the involvement of a mobile network orpossible without a mobile phone contract, as operation takes place via a specially developed and harmonized 5.9 GHz ITS spectrum.

[0023] The term New Radio or 5G NR was coined by the 3GPP for Release 15. NR refers to the fifth generation mobile communications standard and is thus the successor to LTE and UMTS.

[0024] Preferably, in step d) the vehicles participating in the driving maneuver are informed by each other or by the maneuver leader.

[0025] To carry out step c), it is preferred if, along with the transmission of the request signal, data is transmitted from which the number of second vehicles required to implement the driving maneuver can be determined, for example, the number of affected lanes. Since the vehicles can receive and evaluate the signaling signals from each other, the second vehicles involved in implementing the driving maneuver can thus determine for themselves whether a sufficient number of second vehicles is already available. An algorithm can be stored that determines which second vehicles will participate in the driving maneuver in the event that the number of second vehicles wishing to comply with the request is greater than the required minimum number.Since it is preferable for every second vehicle to transmit its position on the roadway to the other vehicles, the algorithm can select the second vehicles closest to the location of the desired traffic flow gap. Methods such as dGNSS or RTK can be used for precise positioning. The selected vehicles are informed in step d). Alternatively, the maneuver leader can perform the evaluation and inform the corresponding second vehicles. The second variant is preferred because it provides consistent information for each participating second vehicle.

[0026] In this context, it is preferable if the vehicle that has received a request signal and is the first to send a signal indicating that it intends to comply with the request is designated as the maneuver leader. Alternatively, the vehicle that is closest to the location of the desired traffic flow gap when a sufficient number of second vehicles are reached can be designated as the maneuver leader. This allows the coordination of the driving maneuver to be carried out virtually from the beginning.

[0027] Preferably, the second vehicles exchange data with each other regarding their willingness to participate in the driving maneuver, their respective speed, their respective location, and their respective trajectory. This allows the driving maneuvers to be performed by the individual second vehicles to be precisely coordinated.

[0028] Preferably, in step f), the time at which the traffic flow gap will be at the first vehicle is predicted as a property of the traffic flow gap. This allows the first vehicle or the driver of the first vehicle to prepare in a timely manner to utilize the traffic flow gap. This minimizes any disruption to the remaining traffic on the roadway.

[0029] It is further preferred that, if a sufficient number of second vehicles has been detected in step c), corresponding information is sent to the first vehicle and displayed in the first vehicle. In this way, the occupants of the first vehicle can prepare themselves for the fact that the driving maneuver will be or is to be performed soon.

[0030] Further advantageous embodiments emerge from the subclaims.

[0031] The invention further relates to a control device for a vehicle, which is configured to carry out the steps of a method according to the invention to be performed by the first and / or a second vehicle, wherein the control device preferably comprises a processor device. The invention further relates to a motor vehicle having at least one communication device for communicating with other motor vehicles, wherein the motor vehicle further comprises a control device according to the invention, which is coupled to the at least one communication device.

[0032] The invention also includes further developments of the control device according to the invention and of the motor vehicle according to the invention, which have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments are not described again here.

[0033] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0034] The invention also includes combinations of the features of the described embodiments.

[0035] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 shows a schematic representation of a situation to illustrate an application for the method according to the invention; and Fig. 2 a flowchart for an embodiment of the method according to the invention.

[0036] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0037] In the figures, the same reference symbols denote elements with the same function.

[0038] The representation of Fig. Figure 1 shows a road 12 with two separate lanes 14a, 14b. The direction of travel in lane 14a is indicated by an arrow P1, and the direction of travel in lane 14b is indicated by an arrow P2.

[0039] In the illustration, lane 14a includes lanes 16a to 16g. Vehicles 18a to 18g are traveling in lanes 16a to 16g.

[0040] A motor vehicle 10 wishes to exit parking space 20 in a shopping mall and enter road 12 in the direction of arrow P3. To do so, motor vehicle 10 must perform the maneuvers indicated by additional arrows and cross five lanes 16f to 16b to enter lane 16a. In heavy traffic, this is dangerous and requires a long wait.

[0041] To make these maneuvers safe and comfortable, the Fig.2 is carried out. This begins in step 100. In step 120, vehicle 10, which requests a traffic flow gap relating to lanes 16a to 16f, periodically sends corresponding request signals to vehicles 18a to 18g located upstream in the traffic flow from the location of the desired traffic flow gap. Vehicles 18a to 18g receive these request signals and first check whether the location of the desired traffic flow gap is still ahead of them and whether their lane is affected by the desired traffic flow gap. Vehicle 18g traveling in lane 16g is not affected by the driving maneuver to create a traffic flow gap. It continues its journey unhindered.

[0042] In the present case, the vehicles 18a to 18f that are affected and that wish to comply with the request send out corresponding signaling signals in step 140. In step 160, a check is carried out to determine whether, based on the receipt of the transmitted signaling signals, a sufficient minimum number of vehicles that wish to comply with the request can be determined to cover the multiple lanes 16b to 16f of the traffic flow gap. If, for example, vehicle 18d, which is traveling in lane 16d, does not wish to comply with the request, the system waits until a vehicle following in lane 16d signals that it wishes to comply with the request. However, particularly in the case of piloted vehicles, a vehicle that has declared its willingness to comply with the request can also be diverted to a lane in which no vehicle has yet declared its willingness to comply with the request. The same applies to the other vehicles.the other lanes.

[0043] If a sufficient minimum number of vehicles cannot yet be determined, the method branches back to step 120. However, if a sufficient number of vehicles is determined in step 160, the method branches to step 180. In step 180, the vehicles participating in the driving maneuver to create the traffic flow gap are informed.

[0044] In the subsequent step 200, the second vehicles participating in the maneuver agree on the start of the maneuver and coordinate their trajectories. The trajectories determine which vehicle reduces its speed on which lane and how, so that the desired traffic flow gap is created. At the latest in step 220, one vehicle is designated as the maneuver leader, the so-called platoon leader. The maneuver leader takes over communication with the first vehicle in order to transmit at least one property of the traffic flow gap to the first vehicle. This is, in particular, a prediction of the time at which the traffic flow gap will be at vehicle 10.

[0045] The vehicle that has received a request signal and is the first to send a signal indicating its intention to comply with the request can be designated as the maneuver leader. Alternatively, the vehicle that is closest to the location of the desired traffic flow gap when a sufficient number of second vehicles are reached can be designated as the maneuver leader.

[0046] In step 240, the first vehicle evaluates at least one property of the traffic flow gap transmitted by the maneuver leader, for example, vehicle 18b, in order to utilize the traffic flow gap. The vehicles creating the traffic flow gap form a type of "vertical" platoon for the duration of the maneuver and execute their respective maneuvers to create the traffic flow gap. After creating the traffic flow gap, vehicle 10 utilizes the traffic flow gap and executes the driving maneuver indicated by arrows while the traffic flow gap exists, subsequently entering lane 14b according to arrow P3. The traffic flow gap is then resolved again by the vehicles participating in the driving maneuver that formed the traffic flow gap resuming their original journey.

[0047] The method ends in step 260.

Claims

[1] Method for carrying out a driving maneuver involving a first (10) and a plurality of second vehicles (18a to 18f), wherein the driving maneuver creates a traffic flow gap which is several lanes wide (16a to 16f), comprising the following steps: a) the first vehicle (10) requesting the traffic flow gap periodically sends corresponding request signals to at least a plurality of second vehicles (18a to 18g) located in the traffic flow upstream of the location of the desired traffic flow gap (step 120); b) the second vehicles (18a to 18g) receive these request signals, wherein at least the second vehicles (18a to 18g) that wish to comply with the request send corresponding signaling signals (step 140); c) checking whether, based on the reception of the signalling signals sent in step b), a minimum number of second vehicles (18a to 18g) that wish to comply with the request can be determined (step 160) that is sufficient to cover the plurality of lanes (16a to 16g) of the desired traffic flow gap; d) if step c) is affirmed, the second vehicles (18a to 18f) participating in the driving maneuver to create the traffic flow gap are informed (step 180); e) the second vehicles (18a to 18f) participating in the driving maneuver agree on the start of the driving maneuver and coordinate their trajectories (step 200); f) one of the second vehicles is designated as the maneuver leader (18b), wherein the maneuver leader (18b) communicates with the first vehicle (10) to transmit at least one property of the traffic flow gap to the first vehicle (10) (step 220); and g) the first vehicle (10) evaluates the at least one property of the traffic flow gap transmitted by the maneuver leader (18b) in order to utilize the traffic flow gap (step 240). [2] Method according to claim 1, characterized by that in step a) (step 120) the request signals are sent specifically in the direction of the traffic flow upstream of the location of the desired traffic flow gap. [3] Method according to one of the preceding claims, characterized by that at least one of the following communication methods is used to send the request signals, to communicate between the first (10) and a second vehicle (18a to 18g) and to communicate between the second vehicles (18a to 18g): - C-V2X, - NR-V2X, - Antenna beamforming, - Short-range communication. [4] Method according to one of the preceding claims, characterized bythat in step d) (step 180) the information of the vehicles (18a to 18g) participating in the driving maneuver is exchanged among each other or by the maneuver leader (18b). [5] Method according to one of the preceding claims, characterized by that the vehicle which has received a request signal and which has been the first to send a signal indicating that it wishes to comply with the request is designated as the maneuver leader (18b). [6] Method according to one of claims 1 to 4, characterized by that the vehicle which is closest to the location of the desired traffic flow gap when a sufficient number of second vehicles are reached is designated as the maneuver leader (18b). [7] Method according to one of the preceding claims, characterized bythat the second vehicles (18a to 18g) exchange data with each other concerning their willingness to participate in the driving manoeuvre, their respective speed, their respective location and their respective trajectory. [8] Method according to one of the preceding claims, characterized by that in step f) (step 220) the time at which the traffic flow gap will be at the first vehicle (10) is predicted as a property of the traffic flow gap. [9] Method according to one of the preceding claims, characterized by that when a sufficient number of second vehicles (18a to 18g) has been detected in step c) (step 160), corresponding information is sent to the first vehicle (10) and displayed in the first vehicle (10). [10] Control device for a vehicle, characterized byin that it is designed to carry out the steps of a method according to one of the preceding claims to be carried out by the first (10) and / or a second vehicle (18a to 18g), wherein the control device preferably comprises a processor device. [11] Motor vehicle with at least one communication device for communicating with other motor vehicles (18a to 18g), characterized by that the motor vehicle further comprises a control device according to claim 10, which is coupled to the at least one communication device.

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