Methods for infrastructure-supported assistance of a motor vehicle

Abstract

The invention relates to a method for infrastructure-supported assistance of a motor vehicle, comprising the following steps: Infrastructure-based assistance of a motor vehicle during at least highly automated driving through an infrastructure, In the event of a termination of infrastructure-based assistance, an infrastructure-side decision must be made as to whether the vehicle should proceed forward in a highly automated manner or is to reverse in order to enter the field of view of an environmental sensor designed to identify the vehicle, Resuming infrastructure-based assistance depending on the decision, with the aim of the vehicle entering the field of view of the environment sensor, Infrastructure-side identification of the motor vehicle located within the field of view of the environment sensor using the environment sensor. The invention relates to a method for at least highly automated driving of a motor vehicle, a device, a computer program and a machine-readable storage medium.

Description

[0001] The invention relates to a method for infrastructure-supported assistance of a motor vehicle, a method for at least highly automated driving of a motor vehicle when driving through an infrastructure with infrastructure assistance, a device, a computer program and a machine-readable storage medium. State of the art

[0002] Automated Vehicle Marshalling (AVM) is a specific category of remotely controlled, low-speed automated driving. It supports various use cases and applications, including Self-Navigating Automotive Production (SNAP) for controlling vehicles on production lines, Automated Plant Marshalling (APM), Automated Factory Parking (AFP), or Automated Factory Marshalling (AFM) for maneuvering pre-assembled vehicles within the factory, and Automated Valet Charing (AVC) and Automated Valet Parking (AVP) for maneuvering vehicles in parking facilities, among others. The term AVM is used here as a generic term to refer to all variations. There are different types, each with its own method of controlling the vehicle.In Type 2, for example, the control of the motor vehicle is carried out by an infrastructure system / Remote Vehicle Operation (RVO) and the infrastructure, in particular the parking garage / parking area, is equipped with sensors to enable mixed traffic with other road users.

[0003] Before remote control by the infrastructure, particularly the parking garage, can begin, the vehicle must clearly identify itself to the RVO (Remote Vehicle Identification System) so that the infrastructure knows it is communicating with the correct vehicle, which its sensors have detected. This is achieved, for example, by sending the vehicle a code, which it then verifies using its turn signals. A camera, positioned at a specific angle to view the vehicle, then recognizes this code.

[0004] If an error occurs during the AVM (and especially AVP) remote control process (after identification) and the process is aborted, the vehicle must re-identify itself. For this to work, cameras must be positioned throughout the infrastructure to reliably detect the flashing process. The ceiling-mounted cameras used to identify the (dynamic) state of the vehicle are generally not suitable for this purpose due to their varying orientations; therefore, additional sensors must be installed specifically for identification. Disclosure of the invention

[0005] The object underlying the invention is to provide a concept for infrastructure-based assistance of a motor vehicle.

[0006] The object underlying the invention is also to provide a concept for at least highly automated driving of a motor vehicle when driving through an infrastructure with infrastructure assistance.

[0007] These problems are solved by means of the corresponding subject matter of the independent claims. Advantageous embodiments of the invention are the subject matter of dependent claims.

[0008] Following a first aspect, a procedure for infrastructure-based assistance of a motor vehicle is provided, comprising the following steps: infrastructure-based assistance of a motor vehicle during at least highly automated driving through an infrastructure, In the event of a termination of infrastructure-based assistance, the infrastructure-side decision as to whether the vehicle should at least drive forwards or backwards in a highly automated manner in order to enter a field of view of an environment sensor intended for the identification of the vehicle, Resuming infrastructure-based assistance depending on the decision, with the aim of the vehicle entering the field of view of the environment sensor, Infrastructure-side identification of the motor vehicle located within the field of view of the environment sensor using the environment sensor.

[0009] A second aspect involves providing a procedure for at least highly automated driving of a motor vehicle when driving through an infrastructure with infrastructure assistance, comprising the following steps: receiving a waiting period defined by the infrastructure on the vehicle side, the expiry of which the motor vehicle is to wait for after the infrastructure-supported assistance is terminated, before it is to drive forwards or backwards independently without infrastructure assistance in order to enter the field of view of an environment sensor intended for identifying the motor vehicle, provided that no feedback from the infrastructure side was received by the motor vehicle during the expiry of the waiting period. In the event of a termination of infrastructure-based assistance, the vehicle must wait for the waiting period to expire after the termination of infrastructure-based assistance. Vehicle-side decision-making as to whether the vehicle should drive forwards or backwards, at least in a highly automated manner without infrastructure assistance, in order to enter the field of view of an environment sensor intended for vehicle identification, After the waiting period has expired, the vehicle will be driven, at least in a highly automated manner, into the field of view of the environment sensor, depending on the decision and on whether the vehicle received feedback from the infrastructure during the waiting period.

[0010] According to a third aspect, a device is provided which is set up to perform all steps of the procedure according to the first aspect and / or the second aspect.

[0011] According to a fourth aspect, a computer program is provided, comprising instructions which, when the computer program is executed by a computer, for example by the device according to the third aspect, cause it to perform a procedure according to the first aspect and / or according to the second aspect.

[0012] According to a fifth aspect, a machine-readable storage medium is provided on which the computer program is stored according to the fourth aspect.

[0013] The concept described here is therefore primarily concerned with eliminating the problem of requiring additional identification cameras during an AVM maneuver, especially an AVP maneuver. To this end, two methods are proposed for how the vehicle can be re-identified by the system even without the field of view (blind spot) of one of these special cameras, in order to, for example, complete a parking maneuver.

[0014] It should be noted here that if the description specifically mentions a camera or video camera for identification, it should always be understood to refer to a general environmental sensor intended for vehicle identification. In other words, a description of the concept described here that refers to a camera should not be restrictive; rather, it should always refer to a general environmental sensor. This means that in the relevant explanations, "environmental sensor" may be used instead of or in addition to "camera." The same applies to the use of the term "AVP." This is merely an example; comparable use cases may also exist. Such comparable use cases are listed below. This means that whenever the term "AVP" appears in the text, it should always be understood to refer to "AVM."The same applies to the terms "parking lot, parking garage or similar", where infrastructure should always be implied.

[0015] According to the concept described here, there are therefore two options available for deciding on the aforementioned problem. 1. The vehicle reverses a short distance along its previously traveled route, using its own environmental sensors (e.g., ultrasound) for safety and is autonomously responsible for this maneuver. The vehicle can therefore travel at a speed it feels comfortable with. Optionally, the AVP system can also attempt to trigger an emergency stop (e.g., of all vehicles) if it detects a dangerous situation. 2. Within certain parameter limits, the infrastructure system allows the vehicle to continue driving without re-identification and can then, if this has not been sufficiently accomplished otherwise, request subsequent identification in a non-blind spot.

[0016] For example, one or more of the following parameters can be used as an infrastructure-based basis for deciding which of these two options should be implemented: distance or travel distance to the nearest line of sight in front or behind, relative to the vehicle's direction of travel; duration of no radio contact with the vehicle; duration for which infrastructure assistance could not be provided, for example, due to a malfunctioning infrastructure system (such a duration could be a maximum of 3 minutes); a measure of similarity between the vehicle state of the supported vehicle and the vehicle state before the infrastructure assistance was terminated. A vehicle state is described, for example, by the following parameters: position and orientation, vehicle color, and vehicle type.If, for example, the position of the vehicle has changed by no more than 5 cm, it can be assumed from an infrastructure perspective that it is still the same vehicle.

[0017] In the aforementioned option 1, the movement does not necessarily always involve reversing, but rather the opposite of the previous movement. This means that if the vehicle was previously moving forward, it will then move backward, and vice versa.

[0018] In particular, the option described above (option 1) can also be advantageous if a radio connection between the infrastructure and the vehicle is lost and the vehicle is therefore stuck in a specific position, for example, its current position, or repeatedly stuck in the same location as other vehicles. In such a case, it can be provided, for example, that the radio dead zone is defined or detected either by the infrastructure and / or the vehicle, so that, for example, the infrastructure can assign a slightly different route to a target position to the vehicle, or an entirely different target position can be assigned, for example, a different parking position, in order to bypass the radio dead zone.

[0019] If, for example, option 2 described above is chosen, the vehicle can first be driven to a location where the nearest identification by the environment sensor can take place.

[0020] There are two ways to choose between the two options described above, which can be identified both on the infrastructure side and on the vehicle side: a. A radio connection between the infrastructure system and the vehicle is re-established, and the infrastructure system can therefore make a more sensible decision as to which option is more appropriate (e.g., because there is another area covered by the camera directly behind the vehicle) and communicate the option to the vehicle. b. There is no radio connection between the infrastructure system and the vehicle. In this case, the vehicle can only execute option 1. Optionally, the infrastructure system can have previously transmitted the coverage map of the (identification) cameras to the vehicle, so that the vehicle knows whether reversing is advisable or not. To perform autonomous driving, the vehicle waits, for example, the specified waiting time.

[0021] Ultimately, the main technical advantage is that a motor vehicle can be efficiently assisted by infrastructure. Specifically, this technical advantage allows the motor vehicle to be driven efficiently, at least in a highly automated manner, when traveling through infrastructure with infrastructure assistance.

[0022] A key requirement for such infrastructure-based assistance is the identification of the vehicle by the infrastructure. In other words, the infrastructure must be clear about which vehicle is to be assisted. This is particularly relevant when multiple vehicles are supported by the infrastructure and / or when other vehicles are in the vicinity. For example, a trajectory intended for one vehicle might not be suitable for another, as it is located in a different position. Therefore, the infrastructure must know the location of each vehicle, and this localization requires knowledge of which vehicle is involved.

[0023] In other words, the concept described here makes it particularly advantageous to efficiently identify a motor vehicle securely, so that, based on such identification, the motor vehicle can be efficiently supported or assisted by the infrastructure, so that a motor vehicle can be efficiently guided through an infrastructure, at least in a highly automated manner, with infrastructure assistance.

[0024] It should be noted here that the terms "assist" and "support" can be used synonymously.

[0025] The concept described here can be used, for example, in one or more of the following applications: AVP (Automated Valet Parking), Self-Navigating Automotive Production (SNAP), Automated Factory Marshalling (AFM), or Automated Valet Charging (AVC). In Self-Navigating Automotive Production or Automated Factory Marshalling, a vehicle is guided from the assembly line to further inspection stations or a parking space by an infrastructure during or after production. In Automated Valet Charging, a vehicle is assisted by the infrastructure to an available charging station.

[0026] The generic term for the use cases described above is AVM (Automated Vehicle Marshalling).

[0027] Therefore, the concept described here can be used with AVM.

[0028] The vehicle is at least highly automated. Such a vehicle is equipped for at least highly automated driving. Highly automated driving corresponds to automation level 3 according to the definition of the Federal Highway Research Institute (BASt).

[0029] The requirement that the vehicle is equipped for at least highly automated driving encompasses the case of highly automated driving, fully automated driving, and autonomous driving. Fully automated driving corresponds to automation level 4 according to the BASt definition.

[0030] Highly automated driving means that for a certain period of time in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings), the longitudinal and lateral control of the vehicle is automated. The driver does not need to manually control the vehicle's longitudinal and lateral steering. The driver does not need to constantly monitor the automated control of longitudinal and lateral steering in order to intervene manually if necessary. If required, a takeover request is automatically issued to the driver to assume control of longitudinal and lateral steering, with a sufficient time buffer. Therefore, the driver must be potentially capable of taking over control of longitudinal and lateral steering.The limits of automatic control of lateral and longitudinal guidance are automatically detected. With highly automated guidance, it is not possible to automatically create a risk-minimizing state in every initial situation.

[0031] The wording “to take over the control of the longitudinal and lateral guidance” can also be replaced by the wording “to take over the longitudinal and lateral guidance”.

[0032] Fully automated driving means that in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings), the longitudinal and lateral control of the vehicle is automated. The driver does not need to manually control the vehicle's longitudinal and lateral movements. The driver does not need to monitor the automated control of longitudinal and lateral movements in order to intervene manually if necessary. Before the automated control of longitudinal and lateral movements ends, the driver is automatically prompted to take over the driving task (controlling the vehicle's longitudinal and lateral movements), with sufficient time to do so. If the driver does not take over the driving task, the system automatically returns to a low-risk state.The limits of automatic control of lateral and longitudinal guidance are automatically detected. In all situations, it is possible to automatically return to a system state with minimal risk.

[0033] Autonomous driving means that in all situations, not just in one or more specific situations, the longitudinal and lateral guidance of the vehicle are automatically controlled. The driver is no longer needed as a backup. The vehicle can therefore drive without a driver. Autonomous driving corresponds to automation level 5 according to SAE (J3016), where SAE stands for "Society of Automotive Engineers".

[0034] In one embodiment of the method according to the first aspect, it is provided that, if the decision includes the motor vehicle driving forwards or backwards at least in a highly automated manner without infrastructure assistance in order to drive into a field of view of an environment sensor intended for identifying the motor vehicle, the resumption of infrastructure-based assistance includes the decision being communicated to the motor vehicle via the infrastructure as an assistance on how the motor vehicle should behave.

[0035] This results, for example, in the technical advantage that the vehicle knows how to behave in order to be identified again by the infrastructure using the environment sensor.

[0036] When a vehicle is driving autonomously forwards or backwards, it must ensure that it reliably detects obstacles such as pedestrians or other vehicles. This can be achieved, for example, using a highly automated parking system with the vehicle's own environmental sensors, such as ultrasonic sensors. The responsibility for highly automated driving therefore lies with the vehicle, and the vehicle requires the appropriate certifications and approvals. The vehicle can then perform these journeys at very low speeds or only within permitted limits. Such limits can, for example, be communicated by the vehicle to the infrastructure system at the beginning of a remote control process, so that the infrastructure system can take them into account in the event of an interruption.

[0037] In the event that the vehicle is unable to complete this journey on its own responsibility, only option 2 remains, in which the infrastructure allows the vehicle to continue without re-identification until it can be identified again.

[0038] In one embodiment of the method according to the first aspect, it is provided that the resumption of infrastructure-based assistance includes guiding the motor vehicle into the field of view of the environment sensor on the infrastructure side.

[0039] This results, for example, in the technical advantage that the vehicle can be efficiently guided into the field of view of the environment sensor in order to be identified by the infrastructure.

[0040] In one embodiment of the method according to the first aspect, it is provided that a digital map is sent to the motor vehicle via the infrastructure, in which the respective fields of view of one or more environmental sensors are described.

[0041] This results, for example, in the technical advantage that the vehicle is efficiently able to decide independently which of the sight areas it should drive to in the event of a disruption of infrastructure assistance or in the event of a disruption of infrastructure-supported assistance.

[0042] In one embodiment of the method according to the first aspect, it is provided that the infrastructure-side decision as to whether the motor vehicle should drive forwards or backwards, at least in a highly automated manner, in order to drive into a field of view of an environment sensor intended for the identification of the motor vehicle, is carried out on the infrastructure side based on a digital map in which respective fields of view of one or more environment sensors are described.

[0043] This results, for example, in the technical advantage that the infrastructure-related decision can be made efficiently with minimal travel distance.

[0044] In one embodiment of the method according to the first aspect, it is provided that, on the infrastructure side, a position of the motor vehicle last known before the termination of the infrastructure-side assistance is used for the infrastructure-side decision in order to determine, based on the digital map, the field of view to which the motor vehicle should drive, so that the decision covers the determined field of view.

[0045] This results, for example, in the technical advantage that it is possible to efficiently determine which of the sight areas the vehicle should drive towards.

[0046] In one embodiment of the method according to the first aspect, it is provided that a behavior is defined on the infrastructure side, specifying how the motor vehicle should behave in the event of an interruption of the infrastructure-supported assistance, whereby the defined behavior is communicated to the motor vehicle on the infrastructure side.

[0047] This results, for example, in the technical advantage that the vehicle knows how to behave in the event of a disruption of infrastructure-based assistance.

[0048] In one embodiment of the method according to the first aspect, it is provided that, on the infrastructure side, a driving trajectory for the motor vehicle is determined from a starting position of the infrastructure to a target position of the infrastructure, wherein the infrastructure-supported assistance is carried out based on the determined driving trajectory, wherein the behavior is determined on the infrastructure side based on the determined driving trajectory.

[0049] This results, for example, in the technical advantage that the behavior can be efficiently defined on the infrastructure side.

[0050] In one embodiment of the method according to the first aspect, it is provided that the driving trajectory is divided into driving trajectory segments on the infrastructure side, wherein the determination of the behavior includes that a separate behavior is defined on the infrastructure side for each of the driving trajectory segments, how the motor vehicle should behave in the event of an interruption of the infrastructure-supported assistance when the motor vehicle is in the corresponding driving trajectory segment.

[0051] This results, for example, in the technical advantage that the behavior of the motor vehicle can be efficiently determined.

[0052] In one embodiment of the method according to the first aspect, it is provided that the determination of the behavior includes setting a waiting time on the infrastructure side, the expiry of which the motor vehicle is to wait for after the termination of the infrastructure-supported assistance before it is to drive forwards or backwards independently without infrastructure assistance in order to drive into a field of view of an environment sensor provided for the identification of the motor vehicle, provided that no feedback on the infrastructure side was received by the motor vehicle during the expiry of the waiting time.

[0053] This results, for example, in the technical advantage that the vehicle becomes autonomous after the waiting period has expired in order to be re-identified by the infrastructure.

[0054] In one embodiment of the method according to the first aspect, it is provided that a separate waiting time is defined on the infrastructure side for each of the travel trajectory sections.

[0055] This results, for example, in the technical advantage that infrastructure systems in certain areas have more time to restart or reactivate. This can be particularly beneficial in critical areas with high pedestrian traffic, ensuring that vehicles only have to operate without infrastructure support in these areas when absolutely necessary.

[0056] In one embodiment of the method according to the second aspect, it is provided that a digital map is received on the motor vehicle side, in which respective fields of view from one or more environment sensors are described, wherein the motor vehicle side's decision-making is carried out based on the digital map.

[0057] This results, for example, in the technical advantage that the vehicle-side decision-making can be carried out efficiently in such a way that a minimal driving distance is necessary for re-identification.

[0058] Statements made in connection with the procedure according to the first aspect apply analogously to the procedure according to the second aspect, and vice versa. This means that technical functionalities relating to the procedure according to the first aspect result analogously from corresponding technical functionalities of the procedure according to the second aspect, and vice versa.

[0059] The procedure according to the first aspect is, for example, a computer-implemented procedure.

[0060] The method according to the second aspect is, for example, a computer-implemented method.

[0061] Device features result analogously from corresponding process features of the process according to the first aspect and / or according to the second aspect and vice versa.

[0062] The device is, for example, programmed to execute the computer program.

[0063] The steps of the procedure following the first aspect are carried out on the infrastructure side.

[0064] The steps of the procedure according to the second aspect are carried out on the motor vehicle side.

[0065] Generally, a digital map is provided in which the respective fields of view of one or more environmental sensors are described.

[0066] An environmental sensor as described is, for example, one of the following environmental sensors: image sensor, in particular image sensor of a video camera, radar sensor, LiDAR sensor, infrared sensor, ultrasonic sensor and magnetic field sensor.

[0067] When the text simply refers to a video camera or camera, it should always be understood that this includes an image sensor.

[0068] An environmental sensor, as described, is specifically arranged in a spatially distributed manner within the infrastructure. For example, several environmental sensors may be arranged in a spatially distributed manner within the infrastructure.

[0069] The invention is described in more detail below with reference to preferred embodiments. These include: Fig. 1. A flowchart of a procedure according to the first aspect, Fig. 2 a flowchart of a procedure according to the second aspect, Fig. 3 a device according to the third aspect, Fig. 4 a machine-readable storage medium according to the fifth aspect, Fig. 5. A block diagram that illustrates the concept described here, and Fig. Numbers 6 to 10 each provide an example of an application of the concept described here.

[0070] The same reference symbols can be used for identical features in the following.

[0071] Fig. Figure 1 shows a flowchart of a procedure for infrastructure-based assistance of a motor vehicle, comprising the following steps: infrastructure-based assistance 101 of a motor vehicle during at least highly automated driving through an infrastructure, In the event of a termination of infrastructure-based assistance, infrastructure-side decision 103 as to whether the motor vehicle should at least drive forwards or backwards in a highly automated manner in order to drive into a field of view of an environment sensor intended for the identification of the motor vehicle, Resuming 105 of infrastructure-based assistance depending on the decision with the aim that the vehicle drives into the field of view of the environment sensor, Infrastructure-side identification 107 of the motor vehicle located within the field of view of the environment sensor using the environment sensor.

[0072] Fig. Figure 2 shows a flowchart of a procedure for at least highly automated driving of a motor vehicle when driving through an infrastructure with infrastructure assistance, comprising the following steps: motor vehicle-side reception 201 of an infrastructure-side defined waiting time, the expiry of which the motor vehicle is to wait for after the termination of infrastructure-supported assistance before it is to drive independently forwards or backwards without infrastructure assistance in order to drive into a field of view of an environment sensor intended for the identification of the motor vehicle, provided that no infrastructure-side feedback was received by the motor vehicle during the expiry of the waiting time, In the event of a termination of infrastructure-based assistance, vehicle-side waiting period 203 for the expiration of the waiting time after termination of infrastructure-based assistance, Motor vehicle-side decision 205, whether the motor vehicle should drive forwards or backwards at least in a highly automated manner without infrastructure assistance in order to drive into a field of view of an environment sensor intended for the identification of the motor vehicle, After the waiting period has expired, the vehicle will be driven at least highly automated (207) into the field of view of the environment sensor, depending on the decision and on whether the vehicle received feedback from the infrastructure during the waiting period.

[0073] The vehicle-side decision step 205 can, for example, be carried out only after the waiting period has elapsed, or it can be carried out during the waiting period, or it can be carried out before the infrastructure assistance is terminated. In other words, different points in time can be provided for the vehicle-side decision as to whether the vehicle should drive forward or backward, at least in a highly automated manner without infrastructure assistance.

[0074] Preferred times with regard to decision 205 are, for example, times before a termination of the infrastructure assistance, since the infrastructure system has, in addition to the location of the environmental sensors intended for identification, further information such as where pedestrians or other motor vehicles are located with which dangerous situations could arise.

[0075] Fig. Figure 3 shows a device 301 which is set up to perform all steps of the procedure according to the first aspect and / or according to the second aspect.

[0076] For example, device 301 is implemented in a control unit, such as a main control unit, of the motor vehicle.

[0077] For example, Device 301 is implemented in an infrastructure. Device 301 can, for example, be part of a cloud infrastructure.

[0078] Fig. Figure 4 shows a machine-readable storage medium 401 on which a computer program 403 is stored. The computer program 403 comprises instructions which, when executed by a computer, cause the computer program 403 to perform a procedure according to the first aspect and / or according to the second aspect.

[0079] Fig. Figure 5 shows a block diagram 500, which illustrates the concept described here.

[0080] According to function block 501, an AVP maneuver is performed, for example, an AVP parking maneuver or an AVP exit maneuver. This means that during function block 501, a motor vehicle receives infrastructure assistance for at least highly automated driving. For example, it is intended that the motor vehicle is remotely controlled by the infrastructure. This means, for example, that an AVP system remotely controls the motor vehicle.

[0081] According to an optional function block 503, a digital map is sent from the infrastructure to the vehicle, describing the respective fields of view of one or more environmental sensors. These environmental sensors are located, for example, spatially distributed within the infrastructure.

[0082] The digital map describes, for example, the position of one or more environmental sensors. This allows the infrastructure to transmit information about existing environmental sensors, such as cameras, to the vehicle. These environmental sensors, described by the digital map, are designed for vehicle identification.

[0083] For example, during identification, the vehicle is instructed to perform a predetermined action, such as mimicking a predetermined optical code using vehicle lighting. This code can then be captured by the environmental sensor, for example, a camera. Based on the captured code, the vehicle is then identified.

[0084] Motor vehicle lighting includes, for example, a direction indicator, a dipped beam, a brake light, a main beam and a parking light.

[0085] If, according to Function Block 505, it is determined that infrastructure-based assistance has been terminated, for example, due to a malfunction in radio communication between the vehicle and the infrastructure or due to a malfunction of the infrastructure system, Function Block 507 stipulates that a decision is made for Option 1 or 2 as described above. Options 1 and 2 were directed at the vehicle reversing or moving forward. In other words, Function Block 507 determines whether the vehicle should continue moving or whether it should move in the opposite direction. This means that if the vehicle is moving forward, it will move in reverse, and if it is moving in reverse, it will move forward.

[0086] The decision according to functional block 507 can be made on the infrastructure side or on the vehicle side.

[0087] Performing a movement in the opposite direction to the current direction of travel, for example, reversing after a previous forward movement and vice versa, is indicated by a function block with reference numeral 509. Continuing to travel in the current direction is indicated by a function block with reference numeral 511, i.e., forward movement during a current forward movement and reverse movement during a current reverse movement.

[0088] The purpose of driving forwards or backwards is to bring the vehicle into the field of view of one of the environmental sensors used for vehicle identification. There, it can be identified again by the infrastructure according to a function block 513, for example, by identification via an optical code, as described above.

[0089] According to functional block 515, after the vehicle has been identified by the infrastructure, the interrupted AVP maneuver is to be continued, for example completed.

[0090] The decision according to function block 507 can, for example, be made by the infrastructure. If, for instance, the infrastructure system does not report back to the vehicle within a predetermined time, perhaps due to a radio signal gap at the vehicle's current location, then the vehicle itself is intended to decide whether to continue driving or reverse its current direction. This predetermined time is, for example, 3 minutes.

[0091] If the vehicle has been traveling forwards, it can, for example, decide to reverse. This reversing is carried out with the aim of autonomously driving a route previously traveled by the vehicle. In other words, it can be provided, for example, that the vehicle decides to drive a previously traveled route in reverse, at least in a highly automated manner and without infrastructure assistance. For example, the infrastructure can instruct the vehicle to autonomously drive the previously traveled route in reverse.

[0092] For example, if the journey continues, it may be planned that the vehicle is remotely controlled by the infrastructure, even though it has not yet been able to re-identify itself, because it has not yet entered the field of view of an environmental sensor which is intended for the identification of the vehicle.

[0093] Regardless of whether the motor vehicle continues to travel forwards or backwards or against the current direction of travel in order to enter the field of view of a corresponding environmental sensor, it is specifically intended that the identification of the motor vehicle using the environmental sensor will be carried out as soon as the motor vehicle is in the corresponding field of view of the environmental sensor.

[0094] An AVP maneuver, such as an AVP parking maneuver or an AVP exit maneuver, can be continued after identification and, in particular, properly completed.

[0095] Fig. Figure 6 shows a parking lot 601 comprising several parking spaces 603 and driving lanes 605 for motor vehicles.

[0096] Parking spaces 603 are partially occupied by motor vehicles 607. Within parking lot 601, several cameras 609, for example three shown here, are spatially distributed. For instance, the cameras 609 are mounted on walls, pillars, or columns of parking lot 601.

[0097] The cameras 609 each comprise a viewing area 611, which is schematically and only symbolically drawn as a triangle with corresponding hatching.

[0098] These 609 cameras are explicitly designed for the identification of motor vehicles.

[0099] For example, it may be planned that additional environmental sensors, such as further cameras, are spatially distributed within parking lot 601, for example, mounted on the ceiling of parking lot 601. These additional environmental sensors are not explicitly intended for the identification of motor vehicles, but are used, for example, to detect objects on the driving lanes 605 or to determine the occupancy status of parking spaces 603.

[0100] In other words, these 609 video cameras are specifically designed for the identification of motor vehicles, for example within the framework of an AVP process.

[0101] Within parking lot 601, a vehicle 613 is operating as part of an AVP process or AVP operation. During the AVP process, the vehicle 613 is identified by the infrastructure.

[0102] An AVP system 615 is provided for carrying out the AVP process. The AVP system 615 transmits, for example, a digital map 617 as described to the motor vehicle 613. For example, the AVP system 615 can assist the motor vehicle 613 during at least highly automated driving through the parking lot 601 as part of an AVP process. For example, the AVP system 615 can specify a target trajectory 619 to one of the parking spaces 603 for the motor vehicle 613, and, for example, the AVP system 615 can remotely control the motor vehicle 613 based on this trajectory 619.

[0103] A communication link between AVP system 615 and motor vehicle 613 is symbolically indicated by a dashed line with the reference sign 621.

[0104] The in Fig. Figure 6, for example, could be a floor of a parking garage.

[0105] As part of the AVP process, the AVP system 615 can, for example, remotely control the motor vehicle 613. Optionally, the AVP system 615 can transmit the digital map 617, containing the positions and fields of view 611 of the cameras 609, to the motor vehicle 613. These cameras 609 are thus intended, for example, to capture a blink code emitted by the motor vehicle 613 as part of an identification process.

[0106] For example, if an error occurs that necessitates aborting the remote control process, such as the AVP system entering an error state due to a voltage fluctuation, which in Fig. If parking space 7 is marked by an arrow symbol with reference 701, vehicle 613 usually remains in its last position because no further driving permission is received as part of the AVP process. Vehicle 613 can now, for example, obstruct traffic within parking space 601 and inconvenience other manually driven vehicles.

[0107] In other words, the infrastructure assistance may be interrupted, for example due to voltage fluctuations. For instance, the communication link or radio link 621 between AVP system 615 and vehicle 613 may be interrupted or broken down, so that, for this reason as well, vehicle 613 can no longer receive a further driving authorization from AVP system 615.

[0108] This is in Fig. 7 is represented by the fact that no dashed line 621 is drawn between AVP system 615 and motor vehicle 613.

[0109] For example, if the AVP system 615 has been restarted after some time or is operational again for other reasons, it may happen that the AVP system 615 cannot re-verify the vehicle 613 because it is not in an area monitored by one of the cameras 609, so the AVP system 615 cannot check the blink code. In other words, the vehicle 613 is in the Fig. 6 and Fig. 7 outside of one of the sight areas 611, so that even if the motor vehicle 613 emits a blink code, the cameras 609 cannot detect it, so that the AVP system 615 cannot re-identify the motor vehicle 613.

[0110] In the Fig. 6 and Fig. 7. A line of sight 611 is located directly behind the vehicle 613. Thus, the AVP system 615 decides, for example, that the vehicle 613 should reverse autonomously along the previously traveled trajectory or route. The AVP system 615 communicates this decision to the vehicle 613.

[0111] The motor vehicle 613 receives this decision and drives the previously traveled route or trajectory in reverse without further infrastructure assistance in order to enter the sight area 611.

[0112] For this purpose, the vehicle 613 can, for example, activate its own environmental sensors, provided they are not already activated, and select which ones for this reversing maneuver. Such environmental sensors can be of the type mentioned above, such as ultrasonic sensors.

[0113] The previously traveled route is, for example, driven in reverse, exactly as it was driven. It is intended, for instance, that the already traveled route is stored in a memory of the vehicle 613, so that it is readily available for retrieval in this case.

[0114] Since the vehicle 613 has previously driven the route, it is ensured that no static obstacles can be in its path. Dynamic obstacles can be detected, for example, by means of the vehicle's own environmental sensors, whereby the vehicle 613 is able to react appropriately upon detection of dynamic obstacles and, for example, brake. For such a reverse movement, the speed of the vehicle 613 can, for example, be severely limited. The reverse movement of the vehicle 613 itself can be slower than the forward movement, i.e., the speed previously specified by the AVP system 615.

[0115] If the AVP system 615 detects or suspects a dangerous situation, it can, for example, additionally send an emergency stop signal to the motor vehicle 613, to which the motor vehicle 613 must react.

[0116] Since the AVP system 615 cannot be certain, due to the lack of identification of the motor vehicle 613, whether it is actually communicating with the motor vehicle 613 it suspects to be, the AVP system 615 can alternatively or additionally send an emergency stop signal to other, in particular all, motor vehicles with which it is connected via communication technology.

[0117] For example, the AVP system 615 may be configured to send object data and / or area occupancy data to the vehicle 613 or to other vehicles. Such data can be transmitted, for example, via unicast and / or broadcast. This can be done, for instance, using standardized messages such as a Collective Perception Message (CPM) in Europe, a Sensor Data Sharing Message (SDSM) in the USA, or a Sensor Sharing Message (SSM) in China. Warnings of critical situations can also be sent using Decentralized Environmental Notification Messages (DENMs). Using these standardized message formats is advantageous because it ensures interoperability between different manufacturers and because they are approved for use on the ITS spectrum at 5.9 GHz.

[0118] Once the vehicle 613 has entered the field of view 611, it can emit a blink code for identification purposes, which is detected by the corresponding camera 609. Based on this detection, the AVP system 615 can identify the vehicle 613. Subsequently, the AVP system 615 can fully resume remote control of the vehicle 613.

[0119] Fig. 8 shows that in the Fig. 6 and Fig. Scenario 7 is shown, with the difference that the reverse trajectory is explicitly shown by an arrow with the reference symbol 801.

[0120] The viewing area 611, to which the motor vehicle 613 is to drive, can be selected, for example, on the digital map 617.

[0121] For example, if the vehicle 613 does not receive feedback from the AVP system 615 after a specified time has elapsed, the vehicle 613 can, for example, decide independently to drive the previously traveled route in reverse to reach the field of view 611. The vehicle 613 can make the decision as to which of the field of view 611 it will drive to independently, for example, based on the digital map 617.

[0122] In Fig. Figure 9 now shows a scenario according to which there is no immediate visibility area 611 behind the motor vehicle 613 compared to those in the Fig. 6 to 8 illustrations shown.

[0123] Based on the digital map 617, the vehicle can select the field of view 611, which lies in front of the vehicle 613 in relation to its direction of travel. However, the vehicle 613 can also decide to reverse along the previously traveled route to reach the field of view 611, which lies behind the vehicle 613.

[0124] From an infrastructure perspective, the decision can be made that vehicle 613 continues along the designated route 619, even if re-identification could not be carried out. This is in accordance with the Fig. The reason for the difference shown in illustration 9 is, for example, that the field of vision 611 in front of the motor vehicle 613 is not far from it.

[0125] For example, if the AVP system 615 was offline for only a short time, say 30 seconds, the infrastructure can assume that vehicle 613 is very likely still the same vehicle as before, since it is in almost exactly the same position, although a predetermined deviation is still allowed. A predetermined deviation could, for example, be a maximum of 1 cm. For instance, the infrastructure might determine that the vehicle detected by the AVP system 615 after it comes back online is still the same color as the vehicle controlled by the AVP system 615 before the infrastructure assistance was interrupted. Based on this, the infrastructure might then decide whether or not to proceed.It is determined that it is still the same motor vehicle, i.e., that the forward journey continues using infrastructure assistance until the motor vehicle 613 is in the line of sight 611 ahead of the motor vehicle 613, in order to be identified again in order to properly continue or complete the AVP process.

[0126] Fig. Figure 10 shows another application scenario, according to which parking lot 601 is located at a seaport (not shown further). A ship 1001 is docked at the seaport, onto which the motor vehicle 613 is to be loaded.

[0127] Such loading can be carried out analogously to an AVP process. For example, a starting position for vehicle 613 is one of parking spaces 603. A destination position for vehicle 613 is, for example, a parking position inside ship 1001.

[0128] For example, the ones in Fig. The 10 depicted vehicles represent 613 newly produced vehicles that are intended to be driven to ship 1001 in a highly automated, infrastructure-supported manner. In other words, it may be planned, for example, that the vehicles shown in Fig. The 10 motor vehicles shown, 607 and 613, are to be loaded into the ship 1001 at least in a highly automated manner.

[0129] In summary, the concept described here provides options for how to proceed in the event of a failure of infrastructure assistance in order to re-identify the vehicle.

Claims

[1] Infrastructure-assisted assisting (101) of a motor vehicle (613), comprising the following steps: infrastructure-based assistance of a motor vehicle (613) during at least highly automated driving through an infrastructure, In the event of an interruption of the infrastructure-based assistance, an infrastructure-side decision (103) as to whether the motor vehicle (613) should drive forward or backward at least in a highly automated manner in order to drive into a field of view (611) of an environment sensor (609) intended for the identification of the motor vehicle (613), resumption (105) of the infrastructure-based assistance depending on the decision with the aim that the motor vehicle (613) drives into the field of view (611) of the environment sensor (609), Infrastructure-side identification (107) of the motor vehicle (613) located in the field of view (611) of the environment sensor (609) using the environment sensor (609). [2] Method according to claim 1, wherein, if the decision includes that the motor vehicle (613) should drive forwards or backwards at least highly automatically without infrastructure assistance in order to drive into a field of view (611) of an environment sensor (609) provided for the identification of the motor vehicle (613), the resumption of infrastructure-based assistance includes that the decision is communicated to the motor vehicle (613) by the infrastructure as an assistance as to how the motor vehicle (613) should behave. [3] Method according to claim 1, wherein resuming infrastructure-based assistance comprises guiding the motor vehicle (613) into the field of view (611) of the environment sensor (609) on the infrastructure side. [4] Method according to one of the preceding claims, wherein a digital map (617) is sent to the motor vehicle (613) via the infrastructure, in which respective fields of view (611) are described by one or more environmental sensors (609). [5] Method according to one of the preceding claims, wherein the infrastructure-side decision as to whether the motor vehicle (613) should drive forward or backward at least in a highly automated manner in order to drive into a field of view (611) of an environment sensor (609) provided for the identification of the motor vehicle (613) is carried out on the infrastructure side based on a digital map (617) in which respective fields of view (611) of one or more environment sensors (609) are described. [6] Method according to claim 5, wherein, on the infrastructure side, a position of the motor vehicle (613) last known before the termination of the infrastructure-side assistance is used for the infrastructure-side decision in order to determine, based on the digital map (617), the viewing area (611) to which the motor vehicle (613) is to drive, such that the decision includes the determined viewing area (611). [7] Method according to one of the preceding claims, wherein on the infrastructure side a behavior is defined as to how the motor vehicle (613) should behave in the event of an interruption of the infrastructure-supported assistance, wherein the defined behavior is communicated to the motor vehicle (613) on the infrastructure side. [8] Method according to claim 7, wherein on the infrastructure side a driving trajectory for the motor vehicle (613) from a starting position of the infrastructure to a destination position of the infrastructure is determined, wherein the infrastructure-supported assistance is carried out based on the determined driving trajectory, wherein the behavior is determined on the infrastructure side based on the determined driving trajectory. [9] Method according to claim 8, wherein the driving trajectory is divided into driving trajectory segments on the infrastructure side, wherein defining the behavior comprises defining a separate behavior on the infrastructure side for each of the driving trajectory segments, how the motor vehicle (613) should behave when the infrastructure-supported assistance is terminated, if the motor vehicle (613) is in the corresponding driving trajectory segment. [10] Method according to one of claims 7 to 9, wherein the determination of the behavior comprises defining a waiting time on the infrastructure side, the expiry of which the motor vehicle (613) is to wait after the termination of the infrastructure-supported assistance before it is to drive forward or backward independently without infrastructure assistance in order to drive into a field of view (611) of an environment sensor (609) provided for the identification of the motor vehicle (613), provided that no feedback on the infrastructure side was received on the motor vehicle side during the expiry of the waiting time. [11] Method according to claims 9 and 10, wherein a separate waiting time is defined on the infrastructure side for each of the travel trajectory segments. [12] Method for at least highly automated driving of a motor vehicle (613) when driving through an infrastructure with infrastructure assistance, comprising the following steps: motor vehicle receiving (201) of an infrastructure-defined waiting time, the expiry of which the motor vehicle (613) is to wait after the termination of the infrastructure-supported assistance before it is to drive independently forwards or backwards without infrastructure assistance in order to drive into a field of view (611) of an environment sensor (609) provided for the identification of the motor vehicle (613), provided that no infrastructure-side feedback was received by the motor vehicle during the expiry of the waiting time, in the event of a termination of infrastructure-based assistance, vehicle-side waiting (203) for the waiting period to expire after termination of infrastructure-based assistance, motor vehicle decision (205) as to whether the motor vehicle (613) should drive forwards or backwards at least in a highly automated manner without infrastructure assistance in order to drive into a field of view (611) of an environment sensor (609) intended for the identification of the motor vehicle (613), After the waiting period has expired, the motor vehicle (613) will be driven at least highly automated (207) into the field of view (611) of the environment sensor (609), depending on the decision and depending on whether the motor vehicle received feedback from the infrastructure during the waiting period. [13] Method according to claim 12, wherein a digital map (617) is received on the motor vehicle side, in which respective fields of view (611) are described by one or more environment sensors (609), wherein the motor vehicle-side decision is carried out based on the digital map (617). [14] Device (301) which is configured to perform all steps of the method according to any of the preceding claims. [15] Computer program (403) comprising instructions which, when the computer program (403) is executed by a computer, cause it to execute a method according to any one of claims 1 to 13. [16] Machine-readable storage medium (401) on which the computer program (403) according to claim 15 is stored.

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