Method for decentralized coordination of driving maneuvers of at least two motor vehicles, computer program product and motor vehicle

Abstract

Method for decentralized coordination of driving maneuvers of at least two motor vehicles (2, 22, 24, 26), comprising the following steps: - Provision of a first long-term objective (42) by a first maneuver planning device (12) of a first motor vehicle (2), - Deriving at least one first medium-term objective (44) and one first short-term objective (46) from the provided first long-term objective (42) by the first maneuver planning unit (12), - Transmitting the provided and derived first targets (42, 44, 46) to at least one second motor vehicle (22, 24, 26) by means of a first motor vehicle-to-motor vehicle communication device (14), - Providing a second long-term target (50) and deriving at least a second medium-term target (52) and at least a second short-term target (54) by at least a second motor vehicle (22, 24, 26), - Transmitting the provided and derived second destinations (50, 52, 54) to at least the first motor vehicle (2) by means of at least one second motor vehicle-to-motor vehicle communication device, - Receiving and evaluating the transmitted second targets (50, 52, 54) by the first motor vehicle (2), calculating a first trajectory (56) of the first motor vehicle (2) based on the provided and derived first targets (42, 44, 46) by the first maneuver planning device (12), calculating at least one second trajectory (58) of the at least one second motor vehicle (22, 24, 26) by the first maneuver planning device (12), - Determine whether there is a conflict between the first trajectory (56) of the first motor vehicle (2) and the at least one second trajectory (58) of the at least one second motor vehicle (22, 24, 26), wherein, - if there is no conflict between the first trajectory (56) and the at least one second trajectory (58), the first trajectory (56) of the first motor vehicle (2) continues unchanged, - if a conflict exists between the first trajectory (56) and the at least one second trajectory (58), the first maneuver planning device (12) generates and evaluates at least one alternative medium-term objective and at least one alternative short-term objective for the first motor vehicle (2), wherein the alternative objectives do not conflict with the first long-term objective (42), wherein at least one optimal alternative medium-term objective (68) and at least one optimal alternative short-term objective (66) are selected, and wherein the derived first objectives (44, 46) are replaced by the optimal alternative objectives (68, 68) and transmitted to the at least one second motor vehicle (22, 24, 26) by means of the first motor vehicle-to-motor vehicle communication device (14), provided that one of the optimal alternative objectives (66,68) calculated optimal alternative trajectory (56') does not conflict with the second trajectory (58), characterized in that the medium-term objectives are each directed towards a traffic junction where a turning maneuver would be possible.

Description

[0001] This document describes a method for the decentralized coordination of driving maneuvers of at least two motor vehicles, a computer program product, and a motor vehicle.

[0002] Methods for the decentralized coordination of driving maneuvers between at least two motor vehicles, computer program products, and motor vehicles of the type mentioned above are known in the prior art. Modern motor vehicles feature a variety of assistance systems that support the driver in operating the vehicle. Partially autonomous and autonomous systems are increasingly being used, allowing for semi-automatic or fully automatic control of the vehicle. Fully automated driving requires coordination between a motor vehicle and other motor vehicles in its vicinity. Cooperative driving maneuvers among the motor vehicles participating in road traffic are necessary to ensure smooth traffic flow and the avoidance of hazardous situations.

[0003] A cooperative driving maneuver typically involves at least two vehicles: a maneuvering vehicle, which plans to execute the maneuver, and at least one cooperating vehicle, with which the maneuvering vehicle cooperates to carry out the planned maneuver. In principle, both the maneuvering vehicle and the cooperating vehicle can adjust their driving behavior to ensure the maneuvering vehicle's planned maneuver can be implemented.

[0004] Motor vehicles will increasingly be equipped with communication systems or services. One type of service establishes a communication link between motor vehicles or from a motor vehicle to infrastructure, such as a traffic light. Such concepts are referred to, for example, as Car-to-Car systems, Car-to-Infrastructure systems, or Car-to-X systems, where X is a placeholder for any infrastructure facilities, other motor vehicles, and other road users. Other terms commonly used by those skilled in the art include Car2C, Car2X, C2C, and C2X systems, Vehicle-to-Vehicle (V2V) systems, Vehicle-to-Infrastructure (V2I) systems, and Vehicle-to-X (V2X) systems.

[0005] This communication between motor vehicles, or between a motor vehicle and infrastructure, is fundamentally suitable for supporting cooperative driving maneuvers. However, during a journey, a motor vehicle will communicate with a large number of different motor vehicles, and at least some of these vehicles are not suitable for jointly executing a cooperative driving maneuver.

[0006] From WO 2017 / 076593 A1, a method for the decentralized coordination of driving maneuvers of at least two motor vehicles is known. A planned trajectory and a desired trajectory are transmitted from a first motor vehicle to a second motor vehicle. In the second motor vehicle, a planned trajectory of the second motor vehicle is compared with the desired trajectory of the first motor vehicle. If an adjustment criterion is met, the planned trajectory of the second motor vehicle is adjusted to a modified planned trajectory. The planned and desired trajectories of the first motor vehicle are compatible with a strategic trajectory of the first motor vehicle. The planned and one desired trajectory of the second motor vehicle are compatible with a strategic trajectory of the second motor vehicle. The planned trajectories of the first and second motor vehicles are collision-free.The fitting criterion is that the received desired trajectory of the first vehicle collides with the planned trajectory of the second vehicle, and that by fitting, a total cost function is optimized which includes at least cost functions of the first and the second vehicle.

[0007] 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 vicinity using vehicle-to-vehicle communication.

[0008] Procedures for the cooperative coordination of maneuvers of vehicles are known from DE 10 2018 216 082 A1 and from DE 10 2018 201 646 A1.

[0009] One disadvantage of this is the high data requirement for transmitting the trajectories.

[0010] The task is therefore to further develop procedures for the decentralized coordination of driving maneuvers of at least two motor vehicles, computer program products and motor vehicles in such a way that a cooperative driving maneuver with at least two motor vehicles can be planned more quickly and reliably.

[0011] The problem is solved by a method for decentralized coordination of driving maneuvers of at least two motor vehicles according to claim 11, a computer program product according to the dependent claim, and a motor vehicle according to the dependent claim 12. Further embodiments and developments are the subject of the dependent claims.

[0012] The following describes a procedure for the decentralized coordination of driving maneuvers of at least two motor vehicles, with the following steps: • Provision of an initial long-term objective by means of an initial maneuver planning setup of an initial motor vehicle, • Deriving at least one first medium-term objective (44) and one first short-term objective (46) from the provided first long-term objective (42) by the first maneuver planning device (12); transmitting the provided and derived first objectives to at least one second motor vehicle by means of a first motor-to-motor vehicle communication device, • Providing a second long-term objective and deriving at least a second medium-term objective and at least a second short-term objective by means of at least a second motor vehicle, • Transmitting the provided and derived second destinations to at least the first motor vehicle by means of at least one second motor vehicle-to-motor vehicle communication device, • Receiving and evaluating the transmitted second destinations by at least the first motor vehicle, calculating a first trajectory of the first motor vehicle based on the provided and derived first destinations, calculating at least one second trajectory of the at least one second motor vehicle and • Determine whether there is a conflict between the first trajectory of the first motor vehicle and the at least one second trajectory of the at least one second motor vehicle, • where, ◯ if there is no conflict between the first trajectory and the at least one second trajectory, the first trajectory of the first motor vehicle continues unchanged, • if a conflict exists between the first trajectory and the at least one second trajectory, the first maneuver planning device generates and evaluates at least one alternative medium-term goal and at least one alternative short-term goal for the first motor vehicle, wherein the alternative goals do not conflict with the first long-term goal, wherein at least one optimal alternative medium-term goal and at least one optimal alternative short-term goal are selected, and wherein the derived first goals are replaced by the optimal alternative goals and transmitted to the at least one second motor vehicle by means of the first motor vehicle-to-motor vehicle communication device, provided that an optimal alternative trajectory calculated from the optimal alternative goals does not conflict with the second trajectory, characterized in thatthat the medium-term objectives are each directed towards a traffic junction where a turning maneuver would be possible.

[0013] By transmitting at least one first destination and at least one second destination, the trajectory of at least one second vehicle can be calculated, at least for the first vehicle, thereby significantly reducing the data transmission requirement compared to known methods.

[0014] To determine the trajectories of at least two motor vehicles, the current position, direction of travel, and speed, external conditions such as a speed limit and / or surrounding traffic, and the destination of at least one second motor vehicle as well as the first motor vehicle can be used. The determined trajectories can then be compared, and it can be determined whether a collision of the trajectories is likely in terms of both space and time. If this is not the case, the at least two motor vehicles can continue without any cooperative maneuvering. If this is the case, cooperation can take place by planning at least one alternative destination as described above.

[0015] Destinations can be categorized in different ways, for example, near destinations (short-term goals), intermediate destinations (medium-term goals), and final destinations (long-term goals). A short-term goal might be, for example, staying in one lane and maintaining a safe distance from the vehicle in front. A medium-term goal might be, for example, driving to the next intersection where a turn would be possible. A final destination can be a destination or an intermediate stop, such as driving to work, home, or a gas station.

[0016] The alternative destination can be chosen so that it does not conflict with the final destination of the journey. For example, in a cooperative driving maneuver, it is possible to change lanes to make way for another vehicle. It is also possible to slightly modify the route to ensure the smoothest possible flow of traffic.

[0017] The procedure can be carried out between two vehicles or more than two vehicles. This allows multiple vehicles in the same region or cell to cooperatively coordinate their driving behavior.

[0018] At least one second destination can be provided by the maneuvering planning device(s) of at least one second motor vehicle.

[0019] In a further refinement, it may be provided that the evaluation of the provided and derived second objectives of the at least one second motor vehicle includes modeling at least one second trajectory of the at least one second motor vehicle.

[0020] Modeling can depict special features of the route, such as considerations, curve radii, maximum speeds, traffic lights, traffic jams, etc., and thereby determine a realistic second trajectory.

[0021] In a further refinement, it may be provided that the modeling includes an interpolation between at least two successive second short-term targets, whereby areas of stay are determined that become larger with increasing distance from at least one second motor vehicle.

[0022] Modeling can be applied to both other people's vehicles and your own vehicle.

[0023] In this way, unpredictable deviations from a calculated trajectory that occur with increasing distance can be taken into account. For example, necessary braking maneuvers, evasive maneuvers, or other unforeseen events can be considered. Because the spatial and temporal boundaries become larger, the probability of a conflict increases with time and distance from the current location of the first and second vehicles.

[0024] In a further refinement, it may be provided that, in order to determine the optimal alternative trajectory, a cost function is minimized, wherein the cost function exhibits a change in short-term goals and first medium-term goals and a weighting of the first short-term goals and first medium-term goals.

[0025] Using the cost function, the effort required for a driving maneuver (for example, braking, accelerating, taking a detour that costs additional time) can be minimized, and the best possible alternative for the motor vehicle can be chosen.

[0026] A corresponding cost function can also be applied beyond the first vehicle, allowing the (abstract) total costs for all vehicles involved in the traffic to be determined and the total costs to be minimized. Because the procedure must be carried out many times during a journey, any additional costs for the road users statistically average out, ensuring that no single vehicle is unduly disadvantaged.

[0027] In a further refinement, it may be provided that the cost function includes cost parameters of a change in second short-term objectives and second medium-term objectives of at least one second motor vehicle.

[0028] Thus, the cost function can take into account that the ultimate goal is to reach the final destination as defined above. If a calculated cooperative driving maneuver did not lead to the final destination, this would generate very high costs for the corresponding vehicle, which is undesirable and can be avoided in this way, since such a possible solution would very likely not be chosen.

[0029] Because intermediate and short-term goals have lower cost weights, short-term goals and – considerably less frequently – intermediate goals can be restricted through cooperative maneuvers within the framework of the procedure described here.

[0030] In a further, more advanced embodiment, it may be provided that the cost function represents an energy balance of the journey of at least one first motor vehicle.

[0031] In this way, the total energy consumption of the first vehicle or of the vehicles involved in the maneuver can be minimized. The cost function can take into account energy expenditures due to braking, acceleration, and taking detours.

[0032] In a further, more advanced embodiment, it may be provided that the provision of the first long-term destination of the first motor vehicle is carried out by sending or retrieving a destination from a navigation system of the first motor vehicle.

[0033] Navigation systems are often used to plan journeys, allowing for the reliable determination of a final destination. This is necessary for journeys that are not conducted entirely in fully autonomous mode. Such journeys can occur, for example, when parts of the route are not authorized for fully autonomous driving, such as in a city center, while other parts are, such as a highway.

[0034] In a fully autonomous driving mode, specifying a final destination is absolutely necessary.

[0035] In a further, more advanced version, it may be provided that if no destination is stored in the navigation system, a probable destination is determined.

[0036] For this purpose, for example, the driving pattern of the driver or the vehicle can be analyzed, and typical destinations, such as a morning trip to work and an evening trip home, can be identified. Data from a mobile phone, such as a calendar, can also be used. If the aforementioned options are not available or do not yield a result, it can be assumed that the route will continue.

[0037] In a further, more advanced embodiment, it may be provided that the first motor vehicle uses the motor vehicle-to-motor vehicle communication device to query whether at least one second motor vehicle is willing to cooperate.

[0038] If this is not the case, the procedure may be partially waived, as cooperation from at least one other motor vehicle cannot be assumed.

[0039] In a further, more advanced embodiment, it may be provided that, if a conflict is detected between the first motor vehicle and at least one second motor vehicle, negotiations are held to determine which of the motor vehicles calculates at least one optimal alternative destination.

[0040] This prevents multiple vehicles from planning alternative destinations and thus avoids collisions of their newly calculated trajectories. It also minimizes the overall computational effort.

[0041] Negotiation can, among other things, take existing right-of-way rules into account, so that vehicles that do not have the right-of-way prioritize planning alternative maneuvers. Additionally, consideration can be given to whether an alternative maneuver by a particular vehicle would adversely affect other vehicles.

[0042] A first independent item relates to a device for the decentralized coordination of driving maneuvers of at least two motor vehicles, comprising: • a first maneuvering plan device of a first motor vehicle for providing at least one first destination, • a first motor vehicle-to-motor vehicle communication device for transmitting the at least one first travel destination to at least one second motor vehicle, • wherein the first vehicle-to-vehicle communication device is configured to receive at least one second destination of at least one second vehicle from at least one second vehicle-to-vehicle communication device, • a computing unit that is equipped to receive and evaluate the at least one second destination, calculate a first trajectory of the first motor vehicle based on the at least one destination, calculate at least one second trajectory of the at least one second motor vehicle and determine whether there is a conflict between the first trajectory of the first motor vehicle and the at least one second trajectory of the at least one second motor vehicle • wherein the device is set up to ◯ if there is no conflict between the first trajectory and at least one second trajectory, to continue the first trajectory of the first motor vehicle unchanged, ◯ if there is a conflict between the first trajectory and the at least one second trajectory, to have the first maneuver planning device generate and evaluate at least one alternative destination, wherein the device is configured to select at least one optimal alternative destination and to replace the first destination with the optimal alternative destination.

[0043] In a first further embodiment, it can be provided that the first vehicle-to-vehicle communication device is equipped to transmit the optimal alternative travel destination to at least one second vehicle by means of vehicle-to-vehicle communication.

[0044] In a further refinement, it can be provided that the at least one optimal alternative destination no longer exhibits any conflict between an optimal alternative trajectory calculated from the at least one optimal alternative destination and the second trajectory.

[0045] In a further, more advanced embodiment, it may be provided that the computing unit is designed to model at least one second trajectory of the second motor vehicle when evaluating the at least one second destination of the at least one second motor vehicle.

[0046] In a further, more advanced embodiment, it may be provided that the computing unit is designed to perform an interpolation between at least two successive short-term targets for modeling purposes, whereby areas of occupancy are determined that become larger with increasing distance from at least one second motor vehicle.

[0047] In a further refinement, it may be provided that the computing unit is designed to minimize a cost function in order to determine the optimal alternative trajectory, wherein the cost function exhibits a change in short-term and medium-term objectives and a weighting of the short-term and medium-term objectives.

[0048] In a further refinement, it may be provided that the cost function includes cost parameters for a change in short-term and medium-term objectives of at least one second motor vehicle.

[0049] In a further, more advanced embodiment, it may be provided that the cost function represents an energy balance of the journey of at least one first motor vehicle.

[0050] In a further embodiment, it may be provided that the device is designed to provide at least one first destination of the first motor vehicle by sending or retrieving it from a navigation system of the first motor vehicle.

[0051] In a further, more advanced version, it may be provided that if no destination is stored in the navigation system, a probable destination is determined.

[0052] In a further, more advanced embodiment, it may be provided that the vehicle-to-vehicle communication device of the first vehicle is equipped to query whether at least one second vehicle is willing to cooperate.

[0053] In a further embodiment, it may be provided that the device is designed to negotiate, in the event of a conflict being detected between the first motor vehicle and at least one second motor vehicle, which of the motor vehicles will calculate at least one optimal alternative travel destination.

[0054] Another independent subject matter relates to a computer program product comprising a computer-readable storage medium on which instructions are embedded which, when executed by at least one computing unit, cause that at least one computing unit to be configured to execute the procedure of the type described above.

[0055] The process can be executed on one or more computing units, so that certain process steps are executed on one computing unit and other process steps on at least one other computing unit, whereby calculated data can be transmitted between the computing units if necessary.

[0056] Another independent item relates to a motor vehicle with at least one storage medium and at least one computing unit, wherein a computer program product of the type described above is stored on the storage medium.

[0057] Further features and details will become apparent from the following description, in which – possibly with reference to the drawing – at least one embodiment is described in detail. The features described and / or illustrated, either individually or in any meaningful combination, constitute the subject matter, possibly also independently of the claims, and may in particular also be the subject matter of one or more separate applications. Identical, similar, and / or functionally equivalent parts are designated with the same reference numerals.

[0058] They show schematically: Fig. 1. A top view of a motor vehicle; Fig. 2 a method for determining a travel destination; Fig. 3 a flowchart of the procedure, as well as Fig. 4 - Fig. 9 different phases of coordinating a cooperative driving maneuver between multiple motor vehicles.

[0059] Fig. Figure 1 shows a top view of a motor vehicle.

[0060] The motor vehicle 2 has a system 4 (outlined with a dashed line) for decentralized coordination of driving maneuvers with at least one other motor vehicle.

[0061] System 4 includes a control unit 6, which controls the vehicle 2 in an autonomous driving mode. The control unit 6 comprises a processing unit 8 and a memory 10. A computer program is stored in the memory 10 which, when executed by the processing unit 8, enables System 4, or the vehicle 2, to plan and execute a cooperative driving maneuver as described below.

[0062] The control unit 6 also includes a maneuver planning device 12, which in alternative configurations can be part of the computing unit 8. In other configurations, the maneuver planning device 12 can be a separate unit, for example, to keep it isolated and unaffected by the computing load of the computing unit 8.

[0063] The controller 6 is connected to a vehicle-to-vehicle communication device 14, which enables the vehicle 2 to communicate with other vehicles in the vicinity. The vehicle-to-vehicle communication device 14 can be, for example, a cellular device using standards such as 4G or 5G, and / or an ad-hoc communication device. The vehicle-to-vehicle communication device 14 can also be configured to communicate with infrastructure.

[0064] The control unit 6 is also connected to a navigation system 16, via which a driver of the motor vehicle 2 can enter a final destination for the journey.

[0065] Furthermore, the control unit 6 can be connected to a mobile phone 18 of the driver of the motor vehicle 2, which is symbolized by a dashed line.

[0066] In Fig. Figure 1 does not show that the control unit can act on multiple components of the vehicle 2, for example, the drive system, steering system, and braking system. Furthermore, it does not show that the control unit 2 can be connected to a variety of different sensors that send environmental information to the control unit 2.

[0067] Fig. Figure 2 shows a method for determining a travel destination.

[0068] The maneuver planning unit 12 of the control system 6 queries the navigation system 16 to determine whether a destination has been entered. If so, the maneuver planning unit 12 can plan the journey of the vehicle 2. For this purpose, a route with several intermediate destinations and short-term destinations can be calculated. The route can also be specified by the navigation system 16.

[0069] If no navigation destination is stored in navigation destination 16, the control unit 6 checks whether a navigation program, for example in the navigation system 16 or in the mobile phone 18, is present and whether statistically probable information about a destination of the vehicle 2 can be determined from it. If this is not the case, the destination is assumed to be that the journey is to continue unchanged, i.e., on the same road.

[0070] Fig. Figure 3 shows a flowchart of the procedure.

[0071] After the process has started, individual long-term goals (LF goals) are defined, as in connection with Fig. 2 described.

[0072] As previously described, medium-term goals (MF goals) and short-term goals (KF goals) are derived from the long-term goals.

[0073] In the next step, these targets are transmitted to at least one other vehicle using the vehicle-to-vehicle communication device 14. Subsequently, the vehicle's expected driving behavior or trajectory is modeled.

[0074] In parallel, 14 external targets are received via the vehicle-to-vehicle communication device, and the driving behavior of at least one other vehicle is modeled accordingly.

[0075] By comparing the modeled trajectories of the user's own vehicle and at least one other vehicle, it can be determined whether a conflict exists, i.e., whether the trajectories overlap spatially and temporally. If this is not the case, the process can be terminated.

[0076] If this is the case, then a number of different solutions are generated and evaluated according to a cost function. The cost function can include not only the costs of one's own vehicle but also the costs of other vehicles. The costs can be determined, for example, from energy costs and time expenditure. The cost function can assign different weights to long-term, medium-term, and short-term goals.

[0077] The optimal solution is the one that minimizes the total cost function. The vehicle's own short-term, potentially medium-term, and possibly long-term goals are adjusted according to the optimal solution and fed back into the system.

[0078] The new optimal solution will be sent to at least one other vehicle.

[0079] Fig. 4 to Fig. Figure 9 shows different phases of the coordination of a cooperative driving maneuver between several motor vehicles.

[0080] Fig. Figure 4 shows the initial state from the perspective of the motor vehicle 2.

[0081] Motor vehicle 2 is located on road 28 together with other motor vehicles 22, 24 and 26. Due to its priority position over motor vehicles 22, 24 and 26, motor vehicle 2 has the right of way, as symbolized by the traffic signs.

[0082] Road 28 forks into sections 30 and 32. Section 30 forks into section 34 and section 36. Section 32 forks into section 38 and section 40, which merges back into section 36.

[0083] Motor vehicle 2 has a destination 42 on road section 36.

[0084] In connection with Fig. 5. shown that motor vehicle 2 originally planned to choose a route via road sections 30, 36, since a length s l the distance is less than a length s r an alternative route via road sections 32 and 40.

[0085] For planning purposes, the maneuver planning unit 12 determines several medium-term objectives 44 and short-term objectives 46 along route sections 28, 30 and 36 (for better clarity, in Fig. 4 ff. (only some of the targets are marked with reference symbols).

[0086] In the Fig. In the next step of the procedure shown in Figure 6, the motor vehicles 2, 22, 24 and 26 exchange their respective destinations, i.e., for motor vehicle 2 the destinations 42, 44 and 46, and for motor vehicles 22, 24, 26, which all have the same travel destination 50, medium-term destinations 52, short-term destinations 54 and the travel destination 50.

[0087] As in Fig. As shown in Figure 7, the system 4 of vehicle 2 calculates a first trajectory 56 (shown as a dashed line) for vehicle 2 and a second trajectory 58 for vehicles 22, 24, and 26, and compares them. To compensate for a spatiotemporal uncertainty in the prediction of trajectories 56 and 58, the trajectories 56 and 58 expand into an increasingly larger first location area 60 and an increasingly larger second location area 62.

[0088] System 4 identifies a conflict in the area of ​​short-term target 46, where trajectories 56 and 58 intersect.

[0089] As in connection with Fig. As shown in Figure 8, the maneuver planning unit 12 of the system 4 of the motor vehicle 2 calculates alternative short-term objectives 66 and medium-term objectives 68 along road sections 32 and 40 to road section 36, even if this results in a slight increase in energy costs for the motor vehicle 2 due to the longer distance.

[0090] The newly calculated alternative destinations can be exchanged between vehicles 2, 22, 24 and 26 to ensure that the alternative destinations do not collide with each other.

[0091] In connection with Fig.Figure 9 shows that the system 4 of the motor vehicle 2 performs a further conflict check by calculating the trajectories 56' and the areas of occupancy 60' and determines that there is no conflict between the objectives 50, 52 and 54 of the motor vehicles 22, 24 and 26 with the alternative objectives 66, 68 and 42 of the motor vehicle 2.

[0092] Although the subject matter has been illustrated and explained in detail by means of exemplary embodiments, the invention is not limited by the disclosed examples, and other variations can be derived from them by a person skilled in the art. It is therefore clear that a multitude of possible variations exist. It is also clear that the exemplary embodiments mentioned are merely examples and are not to be interpreted in any way as limiting, for example, the scope of protection, the possible applications, or the configuration of the invention.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without leaving the scope of protection defined by the claims and their legal equivalents, such as further explanation in the description. Reference symbol list 2 motor vehicles 4 System 6 Control 8 computing units 10 storage 12 Maneuver planning setup 14 Vehicle-to-vehicle communication device 16 Navigation system 18 Mobile phone 22 Motor vehicle 24 motor vehicle 26 Motor vehicle 28th Street 30 road section 32 Road section 34 road section 36 road section 38 road section 40 road section 42 Destination 44 medium-term goal 46 short-term goal 50 Destination 52 medium-term goal 54 short-term goal 56, 56' first trajectory 58 second trajectory 60, 60' first lounge area 62 second lounge area 66 short-term goal 68 medium-term goal

Claims

[1] Method for decentralized coordination of driving maneuvers of at least two motor vehicles (2, 22, 24, 26), comprising the following steps: - Provision of a first long-term objective (42) by a first maneuver planning device (12) of a first motor vehicle (2), - Deriving at least one first medium-term objective (44) and one first short-term objective (46) from the provided first long-term objective (42) by the first maneuver planning unit (12), - Transmitting the provided and derived first targets (42, 44, 46) to at least one second motor vehicle (22, 24, 26) by means of a first motor vehicle-to-motor vehicle communication device (14), - Providing a second long-term target (50) and deriving at least a second medium-term target (52) and at least a second short-term target (54) by at least a second motor vehicle (22, 24, 26), - Transmitting the provided and derived second destinations (50, 52, 54) to at least the first motor vehicle (2) by means of at least one second motor vehicle-to-motor vehicle communication device, - Receiving and evaluating the transmitted second targets (50, 52, 54) by the first motor vehicle (2), calculating a first trajectory (56) of the first motor vehicle (2) based on the provided and derived first targets (42, 44, 46) by the first maneuver planning device (12), calculating at least one second trajectory (58) of the at least one second motor vehicle (22, 24, 26) by the first maneuver planning device (12), - Determine whether there is a conflict between the first trajectory (56) of the first motor vehicle (2) and the at least one second trajectory (58) of the at least one second motor vehicle (22, 24, 26), wherein, - if there is no conflict between the first trajectory (56) and the at least one second trajectory (58), the first trajectory (56) of the first motor vehicle (2) continues unchanged, - if a conflict exists between the first trajectory (56) and the at least one second trajectory (58), the first maneuver planning device (12) generates and evaluates at least one alternative medium-term objective and at least one alternative short-term objective for the first motor vehicle (2), wherein the alternative objectives do not conflict with the first long-term objective (42), wherein at least one optimal alternative medium-term objective (68) and at least one optimal alternative short-term objective (66) are selected, and wherein the derived first objectives (44, 46) are replaced by the optimal alternative objectives (68, 68) and transmitted to the at least one second motor vehicle (22, 24, 26) by means of the first motor vehicle-to-motor vehicle communication device (14), provided that one of the optimal alternative objectives (66,68) calculated optimal alternative trajectory (56') does not conflict with the second trajectory (58), , characterized by that the medium-term objectives are each directed towards a traffic junction where a turning maneuver would be possible. [2] Method according to any of the preceding claims, wherein the evaluation of the provided and derived second targets (50, 52, 54) of the at least one second motor vehicle (22, 24, 26) comprises modeling at least one second trajectory (58) of the at least one second motor vehicle (22, 24, 26). [3] Method according to claim 2, wherein the modeling comprises an interpolation between at least two successive second short-term targets (54), wherein areas of stay (62) are determined which increase with increasing distance from the at least one second motor vehicle (22, 24, 26). [4] Method according to any of the preceding claims, wherein to determine the optimal alternative trajectory (56') a cost function is minimized, wherein the cost function includes a change of first short-term objectives (46) and medium-term objectives (44) and a weighting of the first short-term objectives (46) and first medium-term objectives (44). [5] Method according to claim 4, wherein the cost function comprises cost parameters of a change of second short-term objectives (54) and second medium-term objectives (52) of the at least one second motor vehicle (22, 24, 26). [6] Method according to claim 4 or 5, wherein the cost function represents an energy balance of the journey of the at least one first motor vehicle (2). [7] Method according to any of the preceding claims, wherein the provision of the first long-term destination (42) of the first motor vehicle (2) is carried out by sending or retrieving a destination from a navigation system (16) of the first motor vehicle (2). [8] Method according to claim 7, wherein, if no destination is stored in the navigation system (16), a probable destination is determined. [9] Method according to any of the preceding claims, wherein the first motor vehicle (2) queries, by means of the motor vehicle-to-motor vehicle communication device (14), whether the at least one second motor vehicle (22, 24, 26) is ready to cooperate. [10] Method according to any of the preceding claims, wherein, upon finding a conflict between the first motor vehicle (2) and the at least one second motor vehicle (22, 24, 26), it is negotiated which of the motor vehicles (2, 22, 24, 26) computes at least one optimal alternative target (66, 68). [11] Computer program product, comprising a computer-readable storage medium (10) on which instructions are embedded which, when executed by at least one computing unit (8), cause the at least one computing unit (8) to be configured to execute the method according to any of the preceding claims. [12] Motor vehicle with at least one storage medium (10) and at least one computing unit (8), wherein a computer program product according to claim 11 is stored on the storage medium (10).

Images