Method for providing a collision-free rescue trajectory for at least one emergency vehicle, as well as control device and emergency vehicle

Abstract

The invention relates to a method for providing a collision-free rescue trajectory (7) for at least one emergency vehicle (10). First, environmental information is received from at least one vehicle (3) located in the immediate vicinity of the at least one emergency vehicle (10). A rescue trajectory (7) is then created for the at least one emergency vehicle (10) based on this environmental information to a destination. Subsequently, driving commands (12) are sent to the at least one vehicle (3) to form an emergency lane, wherein the driving commands (12) include instructions for positioning the at least one vehicle (3) to provide the emergency lane. This reduces the rescue trajectory (7) with respect to potential collision possibilities (5) with the at least one vehicle (3). Finally, the at least one emergency vehicle (10) performs longitudinal and / or lateral guidance along the rescue trajectory (7).

Description

[0001] The invention relates to a method for providing a collision-free rescue trajectory for at least one emergency vehicle.

[0002] Drivers of emergency vehicles are under extreme time pressure to reach their locations. Such an emergency vehicle may include a police and / or fire department vehicle and / or a medical vehicle. At intersections, both drivers and passengers (or patients) are exposed to significant risk. Furthermore, traffic jams, for example, can lead to significant delays that could jeopardize reaching the destination of an emergency. The emergency vehicle can signal its presence with visual or acoustic signals. If other road users perceive these signals, they can pull over to the side of the road or, in the event of a traffic jam, form an emergency lane.

[0003] The emergency vehicle ensures its visibility through the use of light signals, such as flashing blue lights, and acoustic signals, such as sirens. The perception of other drivers or road users therefore depends, for example, on the viewing angle and ambient noise. For example, a bright environment and / or the vehicle's position in a blind spot and / or loud music in the vehicle can prevent the emergency vehicle from being noticed by the driver.

[0004] Failure to notice the emergency vehicle or noticing it too late can lead to accidents. The formation of an emergency lane does not always work reliably or deterministically. For example, a driver may not be familiar with the emergency lane principle, or there may not be enough space to position themselves (e.g., due to the behavior of other vehicles). This can lead to accidents or collisions with the emergency vehicle. A reasonable reaction by the driver of the emergency vehicle is to reduce speed while driving to the destination. However, such delays can significantly worsen the situation at the scene of the incident. Automated vehicles are often criticized for not detecting emergency vehicles and thus blocking them or driving into emergency scenes.

[0005] DE 10 2017 221 488 A1 describes a method for displaying a navigation trajectory in front of a vehicle. The navigation trajectory is shown on a display of a special vehicle.

[0006] CN109557912A discloses a method for decision planning for an autonomous special vehicle.

[0007] DE 10 2022 127 513 B3 discloses a method and system for providing a clear path for an emergency vehicle.

[0008] DE 10 2019 207 293 A1 discloses a method for navigating a plurality of motor vehicles in an accident situation.

[0009] DE 10 2022 116 904 A1 discloses a method for operating an emergency lane assistant for a motor vehicle by means of a mobile terminal.

[0010] The current state of the art does not provide the possibility of prompting other road users to form an emergency lane or to take other routes in order to ensure a rescue trajectory for an emergency vehicle.

[0011] The invention is based on the object of actively designing a rescue trajectory for at least one emergency vehicle with regard to potential collision possibilities with road users.

[0012] The problem is solved by the subject matter of the independent patent claims. Advantageous developments of the invention are described by the dependent patent claims, the following description, and the figures.

[0013] The method provides for providing a rescue trajectory for at least one emergency vehicle, such as an ambulance. First, environmental information is received from or relating to at least one vehicle or other road user that is in the immediate vicinity, i.e. in a route section between a current location and a destination of the at least one emergency vehicle. A rescue trajectory is then created for the at least one emergency vehicle based on the environmental information relating to a destination or deployment location of the at least one emergency vehicle. Driving commands are then sent to the at least one vehicle for forming an emergency lane, wherein the driving commands contain instructions for positioning the at least one vehicle to provide the emergency lane.This optimizes or reduces the safety of the rescue trajectory with regard to potential collisions with at least one vehicle. Finally, driving instructions are provided to the driver of the emergency vehicle according to the rescue trajectory and / or longitudinal and / or lateral guidance is provided along the rescue trajectory.

[0014] Positioning may involve only "superficially" instructing the vehicle to move in a direction and / or to an area that the emergency vehicle will not cross according to the rescue trajectory. This may be achieved by incorporating current and / or estimated future position data of the vehicle.

[0015] By sending the driving commands, the emergency vehicle and / or the emergency vehicle can actively initiate the formation of an emergency lane in accordance with the course of the rescue trajectory.

[0016] "Rescue trajectory" refers to a trajectory to a destination. It can include a movement path and a speed profile (speed value per location).

[0017] It is therefore planned that the rescue trajectory is calculated first and then the driving commands for the rescue lane are generated.

[0018] The driving command in the context of this description can contain instructions to the at least one vehicle to form an emergency lane. These can contain details on the precise positioning of the vehicle along the road in order to create the rescue trajectory. For example, the rescue trajectory of the at least one emergency vehicle can be sent to the at least one vehicle by means of the driving commands, so that the at least one vehicle is advised in the form of the driving commands to take an alternative route and / or to form an emergency lane. Additionally or alternatively, the at least one vehicle can be informed when the at least one emergency vehicle is or will be in the vicinity, e.g. 100 meters to 2 kilometers, of the at least one vehicle. The driving command can, for example, be “the emergency vehicle will be near you in approximately 2 minutes.Please pull over to the side of the road or turn left or right at the next intersection." "Nearby" can therefore refer to a specified distance.

[0019] The environmental information can, for example, include data on a traffic condition such as a traffic jam and / or an obstacle and / or topographical information about a route to be traveled and / or a weather condition such as visibility and / or precipitation. Furthermore, the environmental information can include a current geographical position and / or driving speed and / or a destination to be reached or a destination of the at least one vehicle. The environmental information can be shared via (vehicle to vehicle, V2V) and / or indirectly with an (edge) cloud environment (vehicle to network, VN). Geonetworking, V2X messages, (multi-access / mobile) edge cloud computing / services and / or cloud services can be used for this purpose. Using the environmental information, a future position or possibly final position of the vehicle can be estimated, generating estimation data that can be sent to the emergency vehicle.In the meantime, the rescue trajectory can be improved according to the cost function. Using the estimation data, driving commands can then be sent to the corresponding vehicles. The "final position" refers to the position of the vehicle when the emergency vehicle is expected to be in the vicinity of the vehicle.

[0020] The at least one vehicle that should receive the driving commands can be selected based on whether it is in the immediate vicinity or within a specified distance of the at least one emergency vehicle, e.g., 50 meters to 10 kilometers away. The at least one vehicle is therefore a current or future road user of the at least one emergency vehicle. This can be determined, for example, by both being on the same route and it being only a matter of time before the emergency vehicle reaches the at least one vehicle.

[0021] This can improve the safety of at least one emergency vehicle and other road users. The method can provide the foundation for new navigation functions, driver assistance systems, and autonomous driving functions. The one or at least one emergency vehicle can reach the scene of the accident quickly using the method according to the invention, potentially saving lives. The overall probability of an accident in such situations can be reduced.

[0022] One aspect of the invention provides that an environmental map is created by at least one sensor device, e.g., camera and / or LIDAR, of the at least one emergency vehicle and / or vehicle, comprising the properties of the environment and / or objects, such as vehicles and their position, which are expanded by the environmental information. Additionally or alternatively, the environmental map can include a cost map. This is described in more detail below. In other words, the environmental map can be created using local sensors. This environmental information and / or data from the exchange between the at least one emergency vehicle and / or the at least one vehicle can be used to expand the environmental map, thereby generating a dynamic environmental map (local dynamic map). The environmental map is thus expanded by additional object and sensor information and / or the environmental information.This makes it possible to create a rescue trajectory. This aspect involves displaying the surrounding map and / or rescue trajectory using a hologram.

[0023] This enables real-time visualization of the surrounding map. This can be crucial for the navigation of the emergency vehicle and / or the at least one vehicle, especially in complex traffic situations, thereby reducing potential collisions.

[0024] A further aspect of the invention provides that the rescue trajectory is determined as follows: First, a two-dimensional map is created based on the received environmental information. This map is then converted into a cost or potential map. At least one vehicle or at least one other road user, besides the emergency vehicle, is assessed or marked with infinite costs. This is done to prevent the rescue trajectory from leading to or towards at least one vehicle. In other words, the rescue trajectory includes the shortest distance to a destination and, at the same time, the fewest or lowest possible costs, or a low cost function. A concrete example of a "low cost function" could be that the cost function takes into account the condition of the road and / or potential hazards. For example, the map depicts the road infrastructure, with each grid point representing the cost of moving the emergency vehicle.A low cost function can then aim to ensure that the emergency vehicle avoids areas with higher costs, such as those caused by traffic congestion or danger zones, as much as possible. This allows the rescue trajectory to choose the path with the lowest overall costs, ensuring the safety of the emergency vehicle and road users.

[0025] To achieve this, the cost function around the vehicle or vehicle field is reduced, e.g., by a given dimension such as 1 meter to 5 meters, making it “more expensive” for the emergency vehicle to move in the immediate vicinity or within the given dimension of the vehicle.

[0026] The shortest path on the cost map between the current position of the emergency vehicle and the destination is determined. For this purpose, the path can be designed to take into account the current and / or estimated future position data of the vehicle and to pass by these. This can be done iteratively and / or dynamically. Various algorithms such as A* and / or Dijkstra and / or depth-first search can be used. A cost function for each point on the path is determined. Once the path has been found, it is iterated over, with the length of the path defined as L and the starting point at B (i.e., i ∈ [B, LB], where i is the iteration variable). During the iteration, a recommended speed C[i] is determined and stored for each point by adding information from the lateral acceleration of the emergency vehicle and / or the vehicle if the rescue trajectory and / or the driving commands are followed.

[0027] In short, the aspect includes the following steps: - Creating a 2D map from the updated received environmental information, - Convert this 2D map into a cost map, - Calculating at least one vehicle with an infinite amount of costs, - reducing a cost quantity in a respective predetermined field around the at least one vehicle, wherein it is more expensive for the emergency vehicle to move in the vicinity of the at least one vehicle, wherein the reduction is carried out by changing the rescue trajectory, - Determining at least one shortest path on the cost map between the current position of the at least one emergency vehicle and the destination by means of the - A* algorithm and / or Dijkstra algorithm and / or depth-first search, - Determine a cost function C for each point i, and after the path has been determined: Iterate over this path, where the length of the path is L and the start of the path is at B points and the end at LB, i.e. i ∈ [B, LB], where i is the iteration variable, - Determining and storing a recommended speed C[i] by adding information on the lateral acceleration of the emergency vehicle and / or the vehicle if the rescue trajectory and / or the driving commands are followed. Additionally or alternatively, a speed can be estimated based on a measured lateral and / or longitudinal distance to another vehicle, e.g., using a Lidar (Light Detection and Ranging) sensor. The recommended speed is the speed below a predetermined threshold.

[0028] Reducing a cost value in a respective predefined field can be performed by at least one vehicle for the corresponding vehicle whose position data, in particular whose future position data, e.g., at a specific time at which the emergency vehicle is expected to be in the vicinity of the vehicle, is known and / or has been transmitted to the emergency vehicle. The cost value can be reduced by determining a shape and / or a speed profile of the rescue trajectory.

[0029] The recommended speed can then be adopted, for example, by an automated vehicle system or a control device of the emergency vehicle to adjust the speed of the emergency vehicle along the rescue trajectory accordingly. Furthermore, the speed of the emergency vehicle can be transmitted to at least one vehicle, for example, in the immediate vicinity, so that it can be calculated at what point in time the emergency vehicle is in the vicinity of the at least one vehicle.

[0030] Additionally or alternatively, a recommended speed can be calculated for at least one vehicle. This can ensure traffic flow control and prevent traffic bottlenecks and accidents. By adjusting the speed, the vehicle can be integrated into the traffic flow. This can help keep traffic flow stable and reduce situations that could lead to congestion or accidents. This can therefore synchronize or coordinate the movement of at least one vehicle, thereby reducing potential collisions.

[0031] A further aspect of the invention provides that the at least one emergency vehicle acts as a requestor and requests the at least one vehicle to maneuver according to the driving commands. In other words, the driver of the emergency vehicle can actively send or initiate driving commands to the at least one vehicle. For example, the driver can transmit the driving commands to the at least one vehicle via vehicle-to-vehicle communication (V2V), in particular via WLAN, wireless local area network, and / or mobile communications.

[0032] A further aspect of the invention provides that a plurality of vehicles are controlled by the driving commands and in this case an order in the transmission of the driving commands is determined according to a geometric dependency of the positioning of the vehicles, in that a first of the vehicles is first moved away from a predetermined location by means of a first of the driving commands before a second of the vehicles is moved to this location by means of a second of the driving commands, and thus the vehicles form the emergency lane without coordination among themselves.

[0033] The geometric dependence of the vehicles' positioning ensures that the vehicles receive driving commands in a specific order to form the emergency lane. The use of driving commands and the determination of the sequence based on positioning can reduce the risk of collisions and enable the formation of the emergency lane in emergency situations.

[0034] A further development provides for the environmental map and / or rescue trajectory to be displayed using augmented reality (AR). The environmental map can therefore include the rescue trajectory. Additionally or alternatively, the display of one or more display devices or displays can be used.

[0035] A further development provides that a relationship between the speed and the cost function is provided to the driver of the emergency vehicle either linearly, logarithmically, or exponentially. This means that the costs or the cost function can increase or decrease with respect to the speed in one of the aforementioned ways.

[0036] A linear relationship can indicate a constant change in costs per change in speed. This allows for a smooth adjustment of costs across the speed spectrum and facilitates smooth control of the emergency vehicle's movement.

[0037] A logarithmic relationship may indicate that costs change at a decreasing rate. This allows for precise control at low speeds, while higher speeds result in lower additional costs.

[0038] An exponential relationship may indicate that costs increase sharply with increasing speed. This may be useful in situations where high speeds are associated with significantly higher costs. This can provide a strong deterrent to extreme speeds and thus promote safe driving.

[0039] A further development provides that the relationship or dependency between the speed and the cost function is represented by the factor U(C), which is adapted to the type of emergency vehicle, the size of the emergency vehicle and / or its driving dynamics.

[0040] For example, the ratio can be weighted differently depending on whether the emergency vehicle is an ambulance or a police vehicle. If the destination to be reached is, for example, an accident, the factor for an emergency vehicle can be adjusted accordingly, so that it is, for example, lower and / or associated with a lower cost function than, for example, for a police vehicle.

[0041] For example, for a small and / or maneuverable emergency vehicle, the factor can be adjusted so that higher speeds, e.g., above 80 km / h, are associated with a moderate, i.e., not excessive, increase in costs. This allows the emergency vehicle to react quickly and navigate through traffic without excessively increasing costs. In the context of adjusting the cost function using the factor U(C), "moderate" means a moderate or moderate change in costs relative to speed. For example, a moderate increase in costs can mean that costs increase proportionally to the increase in speed.

[0042] Furthermore, for example, in an emergency vehicle with high driving dynamics for fast reaction times, the factor U(C) can be set so that rapid acceleration or deceleration is associated with lower additional costs.

[0043] Based on this, the emergency vehicle with the lowest factor can then be automatically selected and / or sent the rescue trajectory. In other words, the emergency vehicle that appears most suitable and / or fastest for the journey to the destination based on the factor can be selected.

[0044] A further development provides that the velocity for each point is determined via v(i) = U(C(i)) * C(i) and is smoothed to a discrete velocity function: a moving average is used and / or a regression and / or an approximation is carried out by an artificial neural network.

[0045] The resulting smoothed and continuous function v(i) with i as the point can be used to determine the total time until arrival. This total time can be displayed, for example, on a display device in the emergency vehicle and used for mission planning, i.e., the journey to the destination.

[0046] By applying such a smoothing method, noise or fluctuations in the speed function can be reduced. Smoothing can enable or generate a consistent and / or continuous speed curve. This can facilitate interpretation and implementation in the emergency vehicle's control system, especially when smooth driving is required.

[0047] Using regression or neural network approximation methods, complex relationships between data points in the velocity function can be identified and taken into account. This enables accurate modeling of the velocity function, especially when it is characterized by nonlinear relationships.

[0048] This can support the perception of the driver and / or passenger of the emergency vehicle by providing them with an immersive and visually appealing representation of their surroundings in real time. By integrating holograms and augmented reality, the driver and / or passenger can display relevant information, such as obstacles on the rescue trajectory, in their field of vision.

[0049] Further training stipulates that if there are several emergency vehicles, the requester is selected according to at least one of the following criteria: - the nearest emergency vehicle to the destination and / or - Size of the emergency vehicle and / or - Type of emergency vehicle, e.g. police vehicle and / or fire engine.

[0050] For example, the emergency vehicle that is geographically closest to the destination can be given priority as the requestor. This can be done by calculating the geographical coordinates, e.g., using a global navigation satellite system.

[0051] The selection of which emergency vehicle issues the driving command can therefore be based on the size of the emergency vehicle. This is relevant if the dimensions of the emergency vehicle influence navigation in the environment. The selection can be made in such a way that vehicles of certain sizes are given priority to ensure they can move safely and / or quickly through the environment.

[0052] In addition, the type of emergency vehicle can serve as a selection criterion. This selection criterion can correlate with the deployment at the destination. This way, an emergency vehicle is selected that is best suited for the deployment at the destination.

[0053] The selection of the requester based on these criteria can be automated and / or algorithmic via the control device and / or a system of the emergency vehicle. This helps improve vehicle coordination among multiple emergency vehicles in an emergency situation by ensuring that the most suitable emergency vehicle issues the driving command and / or acts as the requester.

[0054] For use cases or application situations that may arise during the method and which are not explicitly described here, it may be provided that, in accordance with the method, an error message and / or a request to enter user feedback is issued and / or a default setting and / or a predetermined initial state is set.

[0055] The invention also includes the control device for the emergency vehicle. The control device can have a data processing device or a processor device that is configured to carry out an embodiment of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). In particular, a CPU (Central Processing Unit), a GPU (Graphical Processing Unit), or an NPU (Neural Processing Unit) can be used as the microprocessor. Furthermore, the processor device can have program code that is configured to carry out the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device.The processor device can be based, for example, on at least one circuit board and / or on at least one SoC (System on Chip).

[0056] The invention also includes further developments of the control device according to the invention that 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.

[0057] The emergency 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.

[0058] As a further solution, the invention also encompasses a computer-readable storage medium comprising program code which, when executed by a computer or computer network, causes the computer to carry out an embodiment of the method according to the invention. The storage medium can be provided at least partially as a non-volatile data memory (e.g. as a flash memory and / or as an SSD - solid state drive) and / or at least partially as a volatile data memory (e.g. as a RAM - random access memory). The storage medium can be arranged in the computer or computer network. However, the storage medium can also be operated on the Internet, for example, as a so-called app store server and / or cloud server. The computer or computer network can provide a processor circuit with, for example, at least one microprocessor.The program code may be provided as binary code and / or as assembly code and / or as source code of a programming language (e.g. C) and / or as a program script (e.g. Python).

[0059] The invention also encompasses combinations of the features of the described embodiments. The invention therefore also encompasses implementations that each comprise a combination of the features of several of the described embodiments, unless the embodiments are described as mutually exclusive.

[0060] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 a schematic representation of an embodiment of a hologram and a display device according to the invention, which enable the visualization of an environmental map, comprising a rescue trajectory, in an emergency vehicle. Fig. 2 a schematic representation of a coordination of vehicles to provide a rescue trajectory for an emergency vehicle.

[0061] 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.

[0062] In the figures, the same reference symbols designate elements with the same function.

[0063] Fig. 1 shows a schematic representation of an embodiment according to the invention of a hologram 9 and a display device 2, which enable the visualization of an environmental map, comprising a rescue trajectory 7, in an emergency vehicle 10.

[0064] Shown are a hologram 9, a display device 2, and a control device 6 of the emergency vehicle 10, with the control device 6 being depicted only symbolically. The hologram 9 shows a map of the surroundings depicting several vehicles 3, a rescue trajectory 7, and a potential collision site 5.

[0065] Additionally or alternatively, it may be provided that shared data or environmental information of a vehicle 3 located at or in front of the accident scene be displayed on the passenger's display or display device 2. The environmental map can be expanded with object and sensor information and / or environmental information.

[0066] For this purpose, images or environmental information (possibly part of the environmental map) can be collected using sensors or sensor devices of vehicles located near the accident site or the destination.

[0067] Additionally, the rescue trajectory 7 and the objects located there can be displayed to the passenger. This enables joint mission planning and allows the passenger to alert the driver to hazards.

[0068] The exemplary display type via the hologram 9 for the driver and the display device 2 for the passenger is shown in Fig. 1 shown.

[0069] Fig. 2 shows a schematic representation of a coordination of vehicles 3 for providing a rescue trajectory 7 for the emergency vehicle 10. The provision of the rescue trajectory 7 for the emergency vehicle 10 is shown on the right side of the Fig. 2 shown.

[0070] According to the idea, a rescue trajectory 7 for at least one emergency vehicle 10, such as an ambulance, can be provided as follows. First, environmental information can be received from at least one vehicle 3 or another road user located in the immediate vicinity of the at least one emergency vehicle 10. A rescue trajectory 7 can then be created for the at least one emergency vehicle 10 based on the environmental information relating to a destination or location of the at least one emergency vehicle 10. Driving commands 12 can then be sent to the at least one vehicle 3 to form an emergency lane, wherein the driving commands 12 contain instructions for positioning the at least one vehicle 3 to provide the emergency lane. The rescue trajectory 7 can thus be reduced with regard to potential collision possibilities 5 with the at least one vehicle 3.Finally, the at least one emergency vehicle 10 can carry out longitudinal and / or transverse guidance along the (collision-free) rescue trajectory 7.

[0071] The rescue trajectory 7 or trajectory and the environmental information can be used to determine if vehicles 3 are in the way to the destination.

[0072] In addition to a reduction in speed, the driver can also be alerted to this. This can be done visually, shown in Fig. 1, as well as acoustically.

[0073] If vehicles 3 are in the path of the planned trajectory 7, they can be informed of the rescue trajectory 7 and / or the operation via V2V messages, via an edge cloud service (V2N) or a cloud service, so that they take an alternative route or form an emergency lane.

[0074] For V2V, the emergency vehicle 10 can assume the requester role / master with priority and request the corresponding vehicles 3 to move.

[0075] With V2N or Cloud, the emergency vehicle 10 can take over the prioritized request, but the request can also come from an instance hosted in the Edge or Cloud.

[0076] If the corresponding vehicle 3 does not have the connection (V2V, V2N, Cloud) via this service, other vehicles 3 in the vicinity can be requested to take an alternative route that does not intersect with the rescue trajectory 7 and / or to form an emergency lane. The other vehicles 3 can be directed via the navigation function along the described routes ( Fig. 1) the driving commands 12 to form a gap are displayed.

[0077] If the vehicle 3 has autonomous or semi-autonomous driving functions (e.g. driver assistance systems and / or parking assistance), these can be used to independently adjust the position according to the received driving commands 12.

[0078] The driver of vehicle 3 can be notified via a notification. Emergency vehicle 10 can take over coordination.

[0079] If multiple emergency vehicles 10 are involved, the requestor can be determined using a predefined scheme. For example, it can be selected based on the following criteria: 1) the closest emergency vehicle 10 to the accident site or destination, and / or 2) the largest emergency vehicle 10, and / or 3) the type of emergency vehicle 10 (e.g., police and / or fire department).

[0080] In addition, the vehicles 3 can coordinate with each other via V2V to form the area accessible to emergency vehicles 10 (rescue lane). For this purpose, the requester who sends the driving commands 12 to the vehicles 3 can be determined using the above-mentioned scheme. The determined rescue trajectory 7 and the notification of other vehicles 3 are in Fig. 2 shown.

[0081] The specified Collective Perception Message (CPM) can be used to transmit environmental information. For this purpose, the objects detected by vehicle 3 can be inserted into the PerceivedObjectContainer.

[0082] Additional information (images, videos, etc.), for example about the accident site, can be transmitted via the Multimedia Content Dissemination Message (MCDM).

[0083] The Maneuver Coordination Message (MCM) can be used to coordinate driving maneuvers.

[0084] For the exchange of vehicle capabilities, communication can take place via V2V or V2N (Edge Cloud / Application Server, or Cloud Service).

[0085] GeoNetworking can be used for V2V transmission over longer distances.

[0086] The variants can be implemented through the development of software or hardware components.

[0087] V2X / V2V technology can be used for wireless communication between the systems of the vehicles 3.

[0088] The concept can be implemented in a framework for assisted or autonomous driving.

[0089] The system or control device 6 according to the idea can be designed in coordination with the fire brigade, police and / or medical services.

[0090] Overall, the examples show how a rescue trajectory and / or an emergency lane can be provided for an emergency vehicle 10 as well as a coordination of other vehicles 3. List of reference symbols 2 display device 3 vehicles 5 Possibility of collision 6 Control device 7 Rescue trajectory 9 Hologram 10 emergency vehicles 12 Drive command

Claims

[1] Method for providing a collision-free rescue trajectory (7) for at least one emergency vehicle (10), comprising the steps: - Receiving environmental information from at least one and / or relating to at least one vehicle (3) located in the immediate vicinity of the at least one emergency vehicle (10), - Creating a rescue trajectory (7) for the at least one emergency vehicle (10) based on the environmental information to a destination, - sending driving commands (12) to the at least one vehicle (3) for forming an emergency lane, wherein the driving commands (12) include instructions for positioning the at least one vehicle (3) for providing the emergency lane, whereby the rescue trajectory (7) is reduced with regard to potential collision possibilities (5) with the at least one vehicle (3), - carrying out a longitudinal and / or transverse guidance of the at least one emergency vehicle (10) along the rescue trajectory (7), - wherein according to one aspect a) a map of the environment is created by means of at least one sensor device of the at least one emergency vehicle (10) and / or the at least one vehicle (3), which comprises the properties of the environment and / or objects and their position, which are expanded by the environment information, wherein the map of the environment and / or rescue trajectory (7) is displayed by means of a hologram (9), and / or - wherein, according to one aspect b), the rescue trajectory (7) is determined iteratively as follows: - Creating a 2D map from the updated received environmental information, - Convert this 2D map into a cost map, - quantifying the at least one vehicle (3) with an infinite amount of costs, - reducing a cost quantity in a respective predetermined field around the at least one vehicle (3), wherein it is more expensive for the emergency vehicle (10) to move in the vicinity of the at least one vehicle (3), wherein the reduction is carried out by changing the rescue trajectory, - Determining at least one shortest path on the cost map between the current position of the at least one emergency vehicle (10) and the destination by means of the A* algorithm and / or Dijkstra algorithm and / or Depth-first search, - Determine a cost function C for each point i, and after the path has been determined: iterate over this path, where the length of the path is L and the start of the path is at B points and the end at LB, i.e. i ∈ [B, LB], where i is the iteration variable, - Determining and storing a recommended speed C[i] by adding the information of a lateral acceleration of the emergency vehicle (10) and / or the vehicle (3), wherein the recommended speed C[i] is then adopted by the control device (6) of the emergency vehicle (12) in order to adapt the speed of the emergency vehicle (12) along the rescue trajectory (7) accordingly and / or - wherein according to one aspect c) the at least one emergency vehicle (10) acts as a requester and requests the at least one vehicle (3) to maneuver according to the driving commands (12) and / or - wherein a plurality of vehicles (3) are controlled by the driving commands and an order in which the driving commands are sent is determined according to a geometric dependency of the positioning of the vehicles (3), in that a first of the vehicles (3) is first moved away from a predetermined location by means of a first of the driving commands before a second of the vehicles (3) is moved to this location by means of a second of the driving commands, and thus the vehicles (3) form the emergency lane without coordination among each other. [2] Method according to claim 1 according to aspect a), wherein the environment map and / or rescue trajectory (7) is displayed in augmented reality (AR). [3] The method of claim 1 according to aspect b), wherein a relationship between the speed and the cost function is displayed to a driver of the emergency vehicle (10) either linearly, logarithmically or exponentially, thereby providing the driver with a representation of the cost changes with respect to the speed and assisting him in his decision-making to adjust the speed. [4] Method according to claim 3, wherein the relationship between the speed and the cost function is represented by the factor U(C), which is adapted to the type of emergency vehicle (10), the size of the emergency vehicle (10) and / or its driving dynamics. [5] A method according to claim 4, wherein the velocity for each point is determined via v(i) = U(C(i)) * C(i) and, to smooth a discrete velocity function, - a moving average is used and / or - a regression and / or - an approximation is carried out by an artificial neural network. [6] Method according to claim 1 according to aspect c), wherein, if there are several emergency vehicles (10), the requester is selected according to at least one of the following criteria: - the nearest emergency vehicle to the destination (10) and / or - Size of the emergency vehicle (10) and / or - Type of emergency vehicle (10). [7] Control device (6), wherein the control device (6) comprises a processor device having program instructions which, when executed by the processor device, cause the processor device to carry out a method according to one of the preceding method claims. [8] Emergency vehicle (10) comprising a control device (6) according to claim 7, wherein the control device (6) is designed to provide a collision-free rescue trajectory (7) for at least one emergency vehicle (10), wherein the control device (6) carries out the following steps: - Receiving environmental information from at least one and / or relating to at least one vehicle (3) located in the immediate vicinity of the at least one emergency vehicle (10), - Creating a rescue trajectory (7) for the at least one emergency vehicle (10) based on the environmental information to a destination, - sending driving commands (12) to the at least one vehicle (3) for forming an emergency lane, wherein the driving commands (12) include instructions for positioning the at least one vehicle (3) for providing the emergency lane, whereby the rescue trajectory (7) is reduced with regard to potential collision possibilities (5) with the at least one vehicle (3), - Carrying out a longitudinal and / or transverse guidance of the at least one emergency vehicle (10) along the rescue trajectory (7).

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