Controlling a vehicle based on risk area information

Abstract

The invention relates to the control of a vehicle (1) based on risk area information (13.1, 13.2). In this context, a method is proposed, among other things, which may comprise the following steps: - Recording of risk area information (13.1, 13.2), - Transmitting the risk area information (13.1, 13.2) to a vehicle (1) and - Controlling the vehicle (1) based on the risk area information (13.1, 13.2), wherein a local arrangement, geometry and type of risk area (12) are determined based on the risk area information (13.1, 13.2).

Description

[0001] The invention relates to the control of a vehicle based on risk area information. In this context, a method, a risk area marker, a computer program product, and a control center are claimed in particular.

[0002] It is common practice to equip conventional road vehicles and emergency vehicles with external sensors and communication devices (horn, high beams, siren, flashing blue lights, warning triangle, SOS emergency button "eCall"). These vehicles can incorporate AD systems with assistance and automation functions. In particular, these vehicles can be driven in a highly automated manner (SAE Level 4), utilizing strategic planners, tactical planners, semantic maps, areas of operation, or free space detection. AD stands for "Autonomous Driving." AD describes a vehicle's ability to navigate and operate without human intervention. There are different levels of autonomy, ranging from Level 0 (no autonomy) to Level 5 (full autonomy). Vehicles at higher levels of autonomy can perform tasks such as accelerating, braking, steering, and even navigation without human intervention.The development of autonomous vehicles involves complex technologies such as artificial intelligence, machine learning, and advanced sensor technology.

[0003] Furthermore, various forms of barriers are known. On the one hand, physical barriers can be used, which to a certain extent physically prevent road users from entering or driving into a restricted area. Examples include guardrails, concrete barriers, barriers, fences, gates, or bollards. On the other hand, legal or symbolic barriers can alert road users not to enter an area, with only minimal or no physical obstruction. Barrier elements are to be understood as a sign indicating that one should not enter or drive into this area. Examples include traffic cones, barrier tape, road markings, or traffic signs prohibiting entry. Additionally, V2X traffic lights are known for traffic control.Furthermore, special areas can be marked by GPS, warning triangles, hazard warning lights on the vehicle, sirens and flashing lights on emergency vehicles. Additionally, special areas can be implicitly marked for a driver by the behavior of other road users or by specific external environmental conditions.

[0004] From US patent 2020 / 367035 A, a method is known by which a first terminal supports V2X communication through an initial data transmission. The method comprises the following steps: determining a wireless resource for a second data transmission from a second terminal; transmitting initial data containing information about the wireless resource to the second terminal; and receiving second data transmitted by the second terminal using the wireless resource.

[0005] Traffic accidents are often the result of specific circumstances and are usually multi-causal, meaning they have more than one cause. The events described below and the associated areas of increased risk (hereinafter referred to as "risk areas") are such causes. If these risk areas are not recognized, are misidentified, or if an incorrect reaction occurs, the risk of an accident increases. Risk areas can be the result of specific, temporary events and circumstances. These can include stationary areas, such as an accident scene, a stationary construction site, or a bus stop at a school. Dynamic areas can also arise, such as the end of a traffic jam, a special transport, a festive parade, a school class on a field trip, a dynamic work machine in operation (e.g., for green waste collection), emergency vehicles (fire department, police, ambulance), or critical driving maneuvers like overtaking with oncoming traffic.

[0006] According to current technology, risk areas can only be identified through direct visual inspection, and it is usually impossible to assess the size, type, and "risk level" of the area. Humans make this assessment subjectively based on their own experience, sensory perception, and potentially additional information from radio traffic reports, navigation systems, or similar sources. Automated vehicles require an algorithm that fuses a model, environmental information from external sensors (primarily cameras, lidar, and radar), information from a semantic map, and messages from the control center or V2X communication. Both humans and automated vehicles have only incomplete information about the area and therefore cannot make optimal decisions.This can lead to reduced performance due to unnecessarily high speed reductions, traffic obstruction, unpredictable behavior, and in the worst case, accidents.

[0007] One object of the present invention can be seen as providing a technology that improves the safety and performance of vehicles in road traffic. This object is achieved by the subject matter of the independent claims. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0008] According to the present invention, it is proposed to mark potential risk areas in road traffic. These potential risk areas originate from specific events, persons, and / or road users, and vehicles (both manually and automatically controlled) must react to these danger zones. An example of a potential risk area is a zone or area where children are present.

[0009] In particular, a device and method are provided which fulfill at least one, preferably several and especially preferably all of the following listed functions, namely: a) To define a position and type of risk area; this can be done either using dedicated elements (1...*) or via a suitable device that records the position of the risk area. b) Further information about the risk area can be entered by a user; this can be done either on the dedicated element or via a suitable device. c) The information from a) and / or b) concerning the risk area can be transmitted to a vehicle, in particular an AD vehicle; this can be done both directly and indirectly via a dedicated element or device (cloud or AD control center). d) An optimal response of the vehicle, in particular the AD vehicle, to the risk area can be generated or brought about; this can be achieved through a strategic change of route (for example via a control center); alternatively, this can be achieved through a tactical change of route (e.g. speed reduction, lane change, minimal risk maneuver), which is determined in particular by the AD vehicle.

[0010] A requirement for the present invention is that at least one area marker must transmit, and at least one vehicle must detect this. The present invention thus enables markers that communicate with the vehicle or transmit information about the area via a special signal output. This allows areas to be marked unambiguously and with a particularly high level of information. This is advantageous compared to known active signals (mostly lights) that are used to increase the visibility of the element but, at best, only allow inferences about the area information via the color (e.g., flashing yellow for construction site, flashing red for level crossings), which is neither unambiguous nor very informative.

[0011] In this sense, according to a first aspect of the invention, a method for controlling a vehicle is provided. The method comprises, in particular, the following steps: - Recording risk area information, in particular using a risk area marker, - Transmitting risk area information to a vehicle, in particular by means of the risk area marker and especially to an AD vehicle, and - Controlling the vehicle based on the risk area information, whereby based on the risk area information - a local order, - a geometry and - a type of risk area will be determined.

[0012] Some or all of the risk area information can optionally be entered by a user. The user can establish a communication connection, particularly with a risk area marker, via a suitable device and software application. The user can define further area properties via the application and transmit these to the risk area marker. The risk area marker can store the risk area information. In one embodiment, a first part of the risk area information is captured by a user entering it into an electronic device, which then executes a computer program for capturing this first part of the risk area information.

[0013] In this context, it may be possible to record a second part of the risk area information using a risk area marker. The first part of the risk area information, entered on the electronic device, is transmitted to the risk area marker and stored there together with the second part. Furthermore, the first part and the second part of the risk area information can be transmitted to the vehicle, in particular via the risk area marker or via a control center described in more detail below.

[0014] The user can still define the risk area via the electronic device by "walking" the risk area or by drawing the risk area on a map, similar to a teach-in procedure for robots. In this sense, according to a further embodiment, the local arrangement and geometry of the risk area are described by the local course of an outer boundary of the risk area. According to a first alternative, the user walks the outer boundary of the risk area, with the path traveled by the user being recorded by the electronic device as the outer boundary of the risk area. According to a second alternative, the user can input the outer boundary via the computer program. For example, the user can draw the outer boundary of the risk area on a map displayed by a user interface of the computer program.

[0015] Risk area information can be transmitted to the vehicle, particularly the AD vehicle, in various ways: directly, indirectly, actively, or passively. Depending on its level of automation and design, the vehicle, especially the AD vehicle, should be able to identify the described risk areas and recognize their characteristics (risk area information). The vehicle should then determine and execute an optimal response to the area. To directly detect the risk area markers and thus the risk area itself, the vehicle can use existing external sensors (e.g., lidar, radar, camera). This can involve communication via passive signals from the risk area marker. Specifically, the vehicle can detect at least one risk area marker and determine its position and type based on its location and appearance (color, shape, etc.).) via external sensors (camera, radar, lidar). In this sense, according to a further embodiment, the transmission of risk area information to the vehicle includes the detection of the location and appearance of at least one risk area marker, in particular by a sensor on the vehicle. Based on the detected location of the at least one risk area marker, the local arrangement of the risk area can be determined. Furthermore, based on the appearance of the at least one risk area marker, the type of risk area can be determined. The risk area marker itself can also send a signal to the vehicle. This allows for an extension to direct communication via passive and active signals, with the risk area marker additionally providing an active signal output in the form of a broadcast.In this sense, it is intended that the risk area marker will additionally transmit its location and type to the vehicle.

[0016] In the context of indirect communication via an AD control center or third parties, up to three elements can be involved in transmitting risk area information to the vehicle. The electronic device constitutes the first element, the risk area marker a second, and, for example, a server or control center for the vehicle a third. Specifically, the user can send a portion of the risk area information to the third element (e.g., the server) via the electronic device using the application or computer program. The third element can then forward the risk area information to the AD vehicle. The risk area marker can also transmit a portion of the risk area information to the third element.In this sense, according to a further embodiment, it is provided that the risk area information is first transmitted to a server or control center for controlling the vehicle, before the server or control center transmits the risk area information to the vehicle.

[0017] The vehicle can also indirectly receive risk area information via an interface, particularly with the AD control center or other AD vehicles. In other words, indirect communication can occur via other vehicles, infrastructure, or similar means. For example, a vehicle that has already detected the risk area can forward this information to another AD vehicle, particularly by receiving the risk area information transmitted to it as described above. In a further embodiment, the vehicle, server, or control center transmits the risk area information to at least one other vehicle.

[0018] According to a second aspect of the invention, a risk area marker is provided. The risk area marker is designed to - To collect risk area information, and - to transmit the risk area information to a vehicle, where the risk area information describes, - where a risk area is located, - what geometry the risk area has, and - what type of risk exists within the risk area.

[0019] In other words, an area is marked in the form of risk area information (“markers”), whereby the following information can be captured, stored, transmitted, and processed for the control of the vehicle, in particular an AD vehicle: area geometry (position and shape), area type, and, where applicable, additional information (e.g., duration of the area, marker, possible detours, affected road users). Where terms such as risk area marker, marker, area, and vehicle, in particular AD vehicle, are used in the singular in this disclosure, the relevant statements may also apply to several identical or related elements.

[0020] The risk area marker can be configured to store risk area information. Furthermore, the risk area marker can be configured to transmit the risk area information to a cloud or an AD control center. This can occur as an alternative or additional method to transmitting the risk area information to the vehicle, particularly the AD vehicle. For position tracking, the risk area marker can, for example, include a GPS module. For communication, the risk area marker can include a short-range communication module, such as a radio module (Bluetooth, WLAN, etc.). Alternatively or additionally, the risk area marker can include a long-range communication module, such as a cellular module. For wired communication (USB-C, Ethernet, etc.), the risk area marker can include a cable.Furthermore, the risk area marker can include a control unit and a storage unit for information processing and storage. The risk area marker can be powered by a battery, for which a charging interface or similar device may be provided. Electrical energy can be generated by solar or wind power. Cabling can be used for the transfer of energy and information. The risk area marker can also include a housing and a mounting element.

[0021] The risk area marker is, in particular, a physical object. This distinguishes it from a software solution, which does not require a physical implementation. The risk area marker is a device that can be used to perform the described functions. Furthermore, the risk area marker serves to be detected by the vehicle, especially the AD vehicle, for example, via the vehicle's sensors or its driver. In other words, the risk area marker is visible to the AD vehicle. Moreover, the risk area marker is recognizable to the vehicle as such, primarily through its external appearance. This allows the risk area marker to be uniquely identified. Specifically, the risk area marker has a distinctive external appearance in terms of shape, color, or symbolism.Furthermore, the risk area marker may have reflective, fluorescent, or luminous (e.g., constant or flashing) elements. At least one risk area marker can be selected by a user according to the relevant area type. The user then places or attaches this at least one risk area marker in a suitable position to delineate the risk area.

[0022] The risk area marker can be configured to describe the position and geometry of the risk area by boundary points located on an outer boundary of the risk area. For this purpose, the risk area markers can exchange their positions with each other, thereby transmitting part or all of the outer boundary of the risk area to third parties, e.g., to the vehicle, the cloud, or the AD control center. In this sense, according to a further embodiment, it is provided that several risk area markers, as described in the second aspect of the invention, exchange their positions with each other, the exchanged positions of the risk area markers representing the boundary points.

[0023] The risk area marker can have a human-machine interface, for example, in the form of an input device such as a keyboard, screen, touchscreen, or voice control. The human-machine interface can also include switches for power on / off, Bluetooth pairing, and a status indicator. Furthermore, the human-machine interface can include elements by which it can be identified, such as a number, a QR code, a barcode, or similar. A user of the risk area marker can edit the risk area information via the human-machine interface. For example, the user can enter additional information about the risk area. This additional information could describe, for example, the duration of the risk area, the marker's location, possible detours, or affected road users.The human-machine interface thus enables communication with the user, especially to capture area information.

[0024] The risk area marker can be used in a number of specific situations. In particular, the risk area marker can be attached to a user or an object. For example, children, especially schoolchildren, can wear the risk area marker, or it can be integrated into a schoolbag, backpack, or clothing (including shoes). The risk area marker can be activated by pressing a button, or it can detect the child's movement via GPS. The risk area marker is clearly visible (passive) and can wirelessly transmit risk area information to at least one vehicle, indicating, for example, that it should slow down in the vicinity of the child. If one or more teachers are hiking with a group of children, especially students, along a road, the teachers can mark their group using multiple risk area markers.A construction site can also be marked using the risk area marker. The risk area marker can be set up as a static marker at the beginning (either geographically or temporally) of a construction site or a workday. For example, the risk area marker can be integrated into or attached to a construction site element such as a cone, a barrier, a construction fence, a construction vehicle, or a helmet. Furthermore, the risk area marker can receive area information via input and transmit it upon activation. Additionally, the risk area marker can be used to mark an accident site after a breakdown or accident. In this case, the risk area marker can be integrated into a warning triangle, a vehicle, or a separate element and transmit the risk area information after being set up.In addition, extra information can be entered, such as the type of help required, the type of accident, or the expected duration.

[0025] In this sense, according to a further embodiment, the risk area marker is designed to - to be attached to a schoolbag or backpack or to a child's clothing and to transmit the type of risk to the vehicle, indicating that a child is in the risk area, or - to be attached to at least one user who is leading a hiking group, and to transmit the risk type to the vehicle, indicating that a hiking group is in the risk area, or - to be attached to a construction site element and to transmit the risk type to the vehicle, indicating that a construction site is located in the risk area, or - to be attached to an accident or breakdown element and to transmit the type of risk to the vehicle, indicating that a traffic accident or breakdown has occurred in the risk area.

[0026] According to a third aspect of the invention, a computer program product is provided for transmitting risk area information. When executed on an electronic device (in particular on a processor unit of the electronic device), the computer program product instructs the electronic device to acquire risk area information and to transmit the acquired risk area information to a vehicle, in particular an AD vehicle, and in particular by means of a risk area marker according to the second aspect of the invention. The risk area information describes the location of a risk area, its geometry, and the type of risk present within the risk area.

[0027] The computer program product can be implemented in the form of an application (“app”) or software application that can be run on a smartphone, laptop, or similar device by a user, who is also assigned a risk area marker according to the second aspect of the invention. Alternatively, an electronic device specifically designed for implementing the technology according to the invention could be used for area marking. The computer program product can control the risk area marker or its microprocessor in such a way that it performs steps of the method according to the first aspect of the invention. The computer program product enables the user to identify one or more risk area markers and record their position using a mobile device. Furthermore, area information can be acquired and transmitted to the risk area marker using the computer program product.This allows the use of existing hardware and functions of the device in question, e.g. GPS, mobile network, WLAN, camera (photo and video) and IMU.

[0028] According to a fourth aspect of the invention, a control center is provided for controlling a vehicle. The control center is configured to receive risk area information, transmit this information to the vehicle, and control the vehicle based on this information. The risk area information describes the location of the risk area, its geometry, and the type of risk present within it. Controlling the vehicle based on this information can include the control center modifying the vehicle's route to avoid the risk area.

[0029] For automated vehicles (AD vehicles), there is a control center, which can be called an AD control center. The control center can be provided by an operator of AD vehicles. Alternatively, the control center can be operated by a competent authority to regulate road traffic involving automated vehicles. The control center according to the fourth aspect of the invention can be in constant contact with a vehicle, in particular an AD vehicle.

[0030] Furthermore, the control center is equipped to receive and evaluate risk area information and forward it to the AD vehicle.

[0031] After the risk area information has been entered via the risk area marker or by the user of the computer program, either the risk area marker or the corresponding device can transmit the risk area information to the control center. Common communication methods such as mobile networks (UMTS, 4G, 5G) can be used for transmission, either directly or via a web interface. For the described function, a message from the risk area marker to the control center is sufficient. A response from the control center to the risk area marker is not required. The response could optionally include an acknowledgment, but this is not necessary. The control center can then evaluate the risk area information.Based on the evaluation of the risk area information, the control center can replan upcoming routes for at least one vehicle or adjust routes already driven by at least one vehicle accordingly. Ultimately, the control center can transmit the risk area information and, if applicable, a recommended route change to the at least one (AD) vehicle.

[0032] In the following, exemplary embodiments of the invention are explained in more detail with reference to the schematic drawing, wherein identical or similar elements are provided with the same reference numeral. Here, [the following is shown] Fig. 1. A system for controlling vehicles using risk area markers, Fig. 2 examples of possible geometries of risk areas with risk area markers, Fig. 3. A schedule for the use of a risk area marker, Fig. 4 possible details of the schedule according to Fig. 3, Fig. 5 an embodiment of a method for controlling a vehicle, wherein several communication options are used, Fig. 6 an embodiment of a method for controlling a vehicle, wherein passive risk area markers are used, Fig. 7 an embodiment of a method for controlling a vehicle, wherein no risk area markers are used, but a computer program product, Fig. 8 An embodiment of a method for controlling a vehicle, wherein several risk area markers but no computer program product are used, Fig. 9 a risk area within which several people and three users, each with a risk area marker, are located, Fig. 10 the three users each with a risk area marker and Fig. 11 an embodiment of a method for controlling a vehicle based on risk area information.

[0033] Fig. Figure 1 shows a first vehicle 1 and a second vehicle 2. Both vehicles 1 and 2 can be, for example, autonomous vehicles or AD vehicles. For instance, the first vehicle 1 could be an AD shuttle and the second vehicle 2 a robot taxi. Both vehicles 1 and 2 can communicate with each other and with a control center 3, which can be an AD control center specifically designed to control or guide the AD vehicles 1 and 2. Furthermore, both vehicles 1 and 2 can communicate with at least one risk area marker 4 to 7.

[0034] Fig. Figure 1 shows a first risk area marker 4, a second risk area marker 5, a third risk area marker 6, and a fourth risk area marker 7. Details are shown for the first risk area marker 4, which may also be present in the same or similar form in the other risk area markers 5 to 7. The following section explains the details relating to the first risk area marker 4, and the explanations can also apply analogously to the other risk area markers 5 to 7.

[0035] The first risk area marker 4 is a physical object and has a storage unit 17. Risk area information 13.1, 13.2, for example, can be stored on the storage unit 17. This risk area information 13.1, 13.2 can describe the location, geometry, and type of a risk area 12. Alternatively, the location, geometry, and type of a risk area 12 can be determined based on the risk area information 13.1, 13.2, for example, by means of processor units in the two vehicles 1, 2 or the control center 3.

[0036] The first risk area marker 4 also features a human-machine interface 8, comprising an input unit 9 and an output unit 10. A user 11 can configure the risk area 12 using the input unit 9 by entering the first part of the risk area information 13.1. Alternatively or additionally, the user 11 can operate an electronic device 18, e.g., a smartphone. Using the electronic device 18, the user 11 can access a computer program product 19, e.g., in the form of an application ("app"), which can be stored on the electronic device 18 and executed by a processor unit 42 of the electronic device 18. Using the computer program product 19, the user 11 can additionally or alternatively enter the first part of the risk area information 13.1, which can be stored on the storage unit 17.The first part of the risk area information 13.1 can describe the risk area 12 in particular with regard to its local arrangement, its geometry and its nature.

[0037] Furthermore, the risk area marker 4 itself is configured to record a second part of the risk area information 13.2. This second part of the risk area information 13.2 describes, in particular, the position of the first risk area marker 4 (e.g., by means of a GPS module 20) and the type of risk present within the risk area 12.2 in which the first risk area marker 4 is located. The geometry of the risk area 12.2 can also be recorded by the first risk area marker 4. The second part of the risk area information 13.2 can be stored on the storage unit 17, just like the first part of the risk area information 13.1.

[0038] The first risk area marker 4 also includes a control unit 14, a communication interface 15, and a signal output 16. The control unit 14 is connected to the human-machine interface 8 and the electronic device 18. The control unit 14 can, for example, receive the first part of the risk area information 13.1 entered by the user 11 from the human-machine interface 8 or from the electronic device 19. Furthermore, the control unit 14 can access the second part of the risk area information 13.2, which is stored on the memory unit 17.

[0039] In the illustrated embodiment, the communication interface 15 is configured as a transmitter / receiver. The communication interface 15 can exchange data externally with the other risk area markers 5 to 7, e.g., transmit the risk area information 13.1, 13.2 to the other risk area markers 5 to 7 and / or receive a third part of the risk area information 13.3 from the other risk area markers 5 to 7, which is stored on the storage unit 17 and can be retrieved by the control unit 14. Analogous to the first and second risk area information 13.1, 13.2, the third part of the risk area information 13.3 can also describe the risk area 12, in particular with regard to its location, geometry, and type, and / or describe the position of the respective risk area marker 5 to 7 and the type of risk within the risk area 12.2 exists, within which the relevant risk area marker 5 to 7 is located.

[0040] The risk area information 13.1 to 13.3 can be transmitted directly to the two vehicles 1 and 2 via communication interface 15. Based on this information, the vehicles 1 and 2 can then be controlled, for example, by means of a driver assistance system. This allows, in particular, the route of the vehicles 1 and 2 to be adjusted, or the drive, steering, or braking system of the vehicles 1 and 2 to be controlled. Alternatively, the risk area information 13.1 to 13.3 can be transmitted indirectly via communication interface 15 to a cloud or server 21 and / or to the control center 3, from where it is then forwarded to the vehicles 1 and 2 for control purposes. Controlling the AD vehicles 1, 2 based on the risk area information 13.Sections 1 to 13.3 can, for example, involve control center 3 modifying a route on which one of the AD vehicles 1 or 2 is located, based on the risk area information 13.1 to 13.3, so that risk area 12 is avoided (this can also apply to the direct communication path variant). According to the indirect communication path, vehicles 1 and 2 can thus detect risk area 12 via a third element, in the illustrated embodiment the cloud or server 21 or control center 3. A mobile network or dedicated interfaces via the internet from an AD vehicle operator can be used for this purpose. V2V communication can also be used, whereby one vehicle (e.g., the second vehicle 2) has already detected risk area 12 and transmits the corresponding risk area information 13.1 to 13.3 to the other vehicle (e.g., the first vehicle 1).Furthermore, navigation software 22 can be used.

[0041] The first risk area marker 4 is to be detected by vehicles 1 and 2, for example, by means of sensors on vehicles 1 and 2. The first risk area marker 4 is recognizable to vehicles 1 and 2 as such by its external appearance, allowing their sensors to clearly identify it. In particular, the first risk area marker 4 has a specific external appearance in terms of shape, color, or symbolism. Furthermore, the first risk area marker 4 may have reflective, fluorescent, or luminous (e.g., constant or flashing) elements. Audio signals may also be used. The control unit 14 can also control the signal output 16 accordingly to generate the visual and / or audio signals.In the sense of the direct communication path, vehicles 1, 2 can directly recognize the risk area 12 through the aforementioned appearance and / or signals of the first risk area marker 4.

[0042] Fig. Figure 2 shows several different geometries of risk areas 12.1 to 12.6. A first risk area 12.1 has a circular geometry. In the illustrated embodiment, a risk area marker 4 is arranged at the center point of the circular risk area 12.1. The circular risk area 12.1 could, for example, be an accident site, children playing at home, a school break, or a small construction site. The first risk area 12.1 can exhibit stationary movement. Regarding the transmission option, the first risk area 12.1, marked by the risk area marker 4, can be transmitted directly and passively via the risk area marker 4 through its appearance. Communication with the user 11, the control center 3, or the cloud 21 is not required. The risk area marker 4 can be powered by a battery.Regarding the information transmitted to AD vehicles 1 and 2, risk area marker 4 transmits, in particular, its own position. Furthermore, the positions of other risk area markers 4 can be transmitted to vehicles 1 and 2.

[0043] A second risk area 12.2 has a linear or strip-shaped geometry. In the illustrated embodiment, two risk area markers 4 delimit a rear and a front section of the risk area 12.2, thereby defining or limiting an outer boundary 23 of the risk area 12.2. Regarding the nature of the linear or strip-shaped risk area 12.2, it could, for example, be a construction site on a section of road. The second risk area 12.2 can exhibit quasi-stationary movement behavior. As for a transmission option, the second risk area 12.2 marked by the two risk area markers 4 can be transmitted directly and actively via radio using the risk area markers 4. Communication with the user 11 can also be achieved via a simple signal output, e.g., in the form of lights and sounds.The risk area markers 4 can be powered by a battery or by solar or photovoltaic energy. Regarding information transmitted to the AD vehicles 1 and 2, the risk area markers 4 transmit, in particular, the type or nature of the risk area 12.2.

[0044] A third risk area 12.3 has a rectangular geometry. In the illustrated embodiment, a rectangle is bounded by the outer boundary 23 of the risk area 12.3 by arranging either three or four risk area markers 4 within the area or on the outer boundary 23. The rectangular risk area 12.3 could, for example, be a construction site or a public festival. The location and geometry of the third risk area 12.3 can be described by the local course of the outer boundary 23. The user 11, e.g., a person at the aforementioned public festival, can walk along the outer boundary 23 of the risk area 12.3, with the path traveled by the user 11 being recorded by the electronic device or smartphone 18 as the outer boundary 23 of the risk area 12.3.Alternatively or additionally, the user 11 can draw the outer boundary 23 on a map displayed by a user interface of the computer program product 19.

[0045] The third risk area 12.3 can exhibit dynamic movement. Regarding a transmission option, the third risk area 12.3, marked by the three or four risk area markers 4, can be transmitted indirectly, for example, via an additional connectivity element. Communication with the user 11 can, for example, take place via voice output. The risk area markers 4 can, for example, be powered by a tool battery. As for information transmitted to the AD vehicles 1 and 2, the risk area markers 4 transmit, in particular, the duration and end time of the risk area, possible detours, or the creator / user 11 of the risk area 12.3.

[0046] A fourth risk area 12.4 has a simply polygonal geometry. In the illustrated embodiment, a simple polygon is bounded by the outer boundary 23 of the risk area 12.4 by arranging at least three, and in the illustrated embodiment five, risk area markers 4 on the outer boundary 23. Each of the risk area markers 4 describes, by its position, a boundary point 41 located on the outer boundary 23 of the fourth risk area 12.4. The risk area markers 4 exchange their positions with each other. The exchanged positions of the risk area markers 4 represent the boundary points 41. Regarding the nature of the simply polygonal risk area 12.4, it could, for example, be a large public festival or a parade through a city. With respect to a transmission option, the fourth risk area 12.4 marked by the risk area markers 4 can be...4, for example, are transmitted indirectly via vehicles other than the two AD vehicles 1 and 2. Communication with user 11 can, for example, take place via a display. A fifth risk area 12.5 has a complex polygonal geometry. In the illustrated embodiment, a complex polygon is bounded by the outer boundary 23 of risk area 12.5 by arranging at least three, and in the illustrated embodiment six, risk area markers 4 on the outer boundary 23. Communication with user 11 can, for example, take place via an interface (e.g., Bluetooth or Wi-Fi) with the smartphone 18.

[0047] The geometries of risk areas 12, 12.1 to 12.5, as described above, can be defined by user 11. User 11 can also position the risk area marker(s) 4 accordingly, e.g., in connection with Fig. The positions described in section 2 serve to define risk area 12, 12.1 to 12.5 and to transmit corresponding risk area information 13.1, 13.2, 13.3 to vehicles 1 and 2 in order to control vehicles 1 and 2 based on this risk area information. In particular, the driving behavior of vehicles 1 and 2 or their route can be adjusted.

[0048] Fig. 3 and Fig. Figure 4 shows an exemplary procedure for using the risk area markers described above. In a first step, it can be checked whether it is a stationary risk area. If this check is positive, i.e., it is a stationary risk area, e.g., the third risk area according to Figure 12.3, Fig. 2, then in a second step 102, it can be checked whether a risk area marker 4 has already been set up. If this check is positive, i.e., the risk area marker 4 has already been set up, then in an optional third procedure step 103, properties of the risk area 12 can be defined. For this purpose, the user 11 can, for example, enter risk area information 13.1, 13.2 on the risk area marker 4 or the electronic device 18. However, if the check is negative, i.e., the risk area marker 4 has not yet been set up, then the risk area marker 4 is set up in a fourth procedure step 104, e.g., by the user 11, and then the third procedure step 103 is continued. If in the first procedure step 101 it is determined that it is not a stationary risk area 12, e.g., the third risk area 12.3 according to Fig. 2. Then, in a fifth process step 105, it can be checked whether a risk area marker 4 is already attached to a movable object, e.g., a vehicle at a mobile construction site. If this check is positive, i.e., the risk area marker 4 has already been attached, then the properties of the risk area 12 can be defined in the optional third process step 103. However, if the check is negative, i.e., the risk area marker 4 has not yet been attached, then the risk area marker 4 is attached in a sixth process step 106, and then the third process step 103 is continued.

[0049] After optionally defining the properties of risk area 12 in the third step 103, the risk area marker 4 is activated in a seventh step 107, e.g., by user 11. Subsequently, in an eighth step 108, the risk area marker 4 can receive the command to display its status or to be visible (Option 1). Alternatively or additionally, in a ninth step 109, the risk area information 13.1, 13.2 can be transmitted to control center 3 or to Cloud 21 (Option 2). This can be done, in particular, by the computer program product 19. Cloud 21 can then transmit the risk area information 13.1, 13.2 to an AD vehicle 1, 2 in a fourteenth step 114. Fig. 4).

[0050] Furthermore, alternatively or additionally, in a tenth step 110, it can be checked whether an AD vehicle 1, 2 is located near (e.g., within a defined radius) the risk area marker 4 and thus near risk area 12. If this check reveals that no AD vehicle 1, 2 is located near risk area marker 4, step 110 is repeated until an AD vehicle 1, 2 is located near risk area marker 4. Finally, if an AD vehicle 1, 2 is located near risk area marker 4, then in an eleventh step 111, risk area marker 4 transmits the risk area information 13.1, 13.2 to the AD vehicle in question, e.g., to the first vehicle 1 (option 3). The tenth step 110 is then repeated until an AD vehicle is again near the risk area marker 4, this time e.g. the second vehicle 2.This cycle, consisting of step 110 (tenth) and step 111 (eleventh), can be aborted in step 112 (twelfth). If it is not aborted, risk area marker 4 and risk area 12 remain active. If it is aborted, risk area marker 4 can be deactivated in step 113 (thirteenth).

[0051] For example, after the first AD vehicle 1 has received the risk area information 13.1, 13.2 from the cloud 21 or via transmission from the risk area marker 4 in a fifteenth step 115, then the AD vehicle 1 can react to risk area 12 in a sixteenth step 116 and, for example, change its route or reduce its speed. A driver assistance system of the AD vehicle 1 can be used for this purpose. Likewise, the first AD vehicle 1 can receive the risk area information 13.1, 13.2 in a seventeenth step 117 and then react to risk area 12 in the sixteenth step 116, for example, by changing its route or reducing its speed.

[0052] The through Fig. 3 and Fig. The method shown in section 4 can be implemented in several variations. Firstly, all described transmission functions can be implemented in a comprehensive manner, e.g., for a construction site in a stationary risk area 12.3. Secondly, in the sense of a "dumb" or passive marker, only a risk area marker 4 can be used, which does not have a radio, GPS module, HMI, or similar device, but only an ID element (e.g., a barcode, a QR code, or a number). Thirdly, no risk area marker 4 can be provided at all, but instead only the app or the computer program product 19. Alternatively, a risk area marker 4 can be provided, but not the app or the computer program product 19.

[0053] Fig. Figure 5 shows a user 11, e.g., a construction worker on a construction site, who, as described above, can set up, activate (e.g., by pressing a start button 24), and deactivate (e.g., by pressing an off button 25) at least one risk area marker 4. Furthermore, the user 11 defines at least part of the risk area 12.3 and sends a corresponding first part of risk area information 13.1 to the risk area marker 4, e.g., by using the computer program product 19 on the smartphone 18, after the user has previously activated a wireless connection between the smartphone 18 and the risk area marker 4, e.g., by pressing a Bluetooth button 26. Furthermore, the first part of the risk area information 13.1 can also be sent via the smartphone 18 to the cloud 21 or to the non-tested Fig. The control center 3 shown in Figure 5 is transmitted. The computer program product 19 can, for example, use a camera (image and / or video), a GPS module, or an IMU unit of the smartphone 18 to describe the risk area 12.3. The risk area marker 4 can transmit the first part of the risk area information 13.1 to the two AD vehicles 1 and 2. Furthermore, the two AD vehicles 1 and 2 can exchange a third part of the risk area information 13.3 between themselves, which can also be transmitted to the cloud 21 or to the other locations not covered by the risk area marker 4. Fig. Control center 3, as shown in section 5, can be transmitted.

[0054] In the illustrated embodiment, the risk area marker 4 further comprises a GPS module 28, a radio module 29, a Bluetooth module 30, an electrical energy storage device 31, and an electrical power supply 32. The risk area marker 4 is configured to generate the second part of the risk area information 13.2, in particular a position 35 and the type 36 of the risk area 12.3, in the illustrated example the type "construction site". The risk area marker 4 can transmit the second part of the risk area information 13.2 to the two AD vehicles 1, 2 and to the cloud 21 or to the non-AD vehicles. Fig. 5. Control center 3, as shown, transmits the information, e.g., via computer program product 19. Cloud 21 (or alternatively control center 3) can then transmit the risk area information 13.1 to 13.3 to vehicles 1 and 2.

[0055] Furthermore, a QR code 27 on the risk area marker 4 can be used for identification, which can be detected, for example, by sensors 37 of the AD vehicles 1, 2 or by means of a smartphone 18. The sensors 37 of the AD vehicles 1, 2 can also passively transmit data, specifically the location or position 35 and the appearance of the risk area marker 4. Based on the detected location 35, the local arrangement of the risk area 12.3 can be determined, for example, by a driver assistance system of the AD vehicles 1, 2. Based on the appearance of the risk area marker 4, the type 36 of the risk area 12.3 can be determined, for example, by the driver assistance system of the AD vehicles 1, 2. Subsequently, the AD vehicles 1, 2 can react to the detected risk area 12 and, for example, change their route or adjust their speed, in particular by reducing it.In the illustrated embodiment, the risk area marker 4 is integrated into a construction site lamp 33 of a beacon 34. In the [description] Fig. In the embodiment shown in Figure 5, a stationary risk area 12.3 in the form of a construction site is defined by a total of five such beacons 34, each with a construction site lamp 33 and risk area marker 4, wherein the beacons 34 are arranged on the outer boundary 23 of the risk area 12.3.

[0056] Fig. Figure 6 shows a user 11, e.g., a construction worker on a building site, who, as described above, can place at least one "dumb" risk area marker 4. Furthermore, the user 11 defines at least part of the risk area 12.3 and sends a corresponding first part of risk area information 13.1 to Cloud 21, e.g., by using the computer program product 19 on the smartphone 18. The computer program product 19 can use, for example, a camera (image and / or video), a GPS module, or an IMU unit of the smartphone 18 to describe the risk area 12.3. Cloud 21 (or alternatively, the control center 3) can then transmit the risk area information 13.1 to vehicles 1 and 2. Furthermore, the two AD vehicles 1 and 2 can exchange a third part of risk area information 13.3 with each other.

[0057] Furthermore, a QR code 27 on the risk area marker 4 can be used for identification, which can be detected, for example, by sensors 37 of the AD vehicles 1, 2 or by means of a smartphone 18. Using the sensors 37 of the AD vehicles 1, 2, a location or position 35 and an appearance of the risk area marker 4 can also be recorded passively. Based on the recorded location 35, the local arrangement of the risk area 12.3 can be determined, for example, by a driver assistance system of the AD vehicles 1, 2. Based on the appearance of the risk area marker 4, the type 36 of the risk area 12.3 can be determined, for example, by the driver assistance system of the AD vehicles 1, 2. Subsequently, the AD vehicles 1, 2 can react to the detected risk area 12 and, for example, change their route or reduce their speed. Fig. In the embodiment shown in Figure 5, a stationary risk area 12.3 in the form of a construction site is defined by a total of five beacons 34, each with a construction site lamp 33 and a QR code as a risk area marker 4, wherein the beacons 34 are arranged on the outer boundary 23 of the risk area 12.3.

[0058] Fig. Figure 7 shows a user 11, e.g. a construction worker on a construction site, who - unlike in the examples of implementation according to Fig. 5, Fig. 6 and Fig. 8 - does not set up and deactivate a risk area marker 4. Instead, the user 11 defines the risk area 12.3 and sends corresponding risk area information 13.1 to the cloud 21 and / or the control center 3 (not by Fig. (7 shown). For this purpose, the user 11 can use the computer program product 19 on the smartphone 18. The computer program product 19 can, for example, use a camera (image and / or video), a GPS module, or an IMU unit of the smartphone 18 to describe the risk area 12. The cloud 21 and / or the control center 3 can transmit the risk area information 13.1 to the two AD vehicles 1 and 2. Furthermore, the two AD vehicles 1 and 2 can exchange risk area information 13.3 with each other. Subsequently, the AD vehicles 1 and 2 can react to the detected risk area 12.3 and, for example, change their route or reduce their speed.

[0059] Fig. Figure 8 shows a user 11, e.g., a construction worker on a construction site, who, as described above, can set up, activate (e.g., by pressing a start button 24), and deactivate (e.g., by pressing an off button 25) at least one risk area marker 4. Furthermore, the user 11 defines at least part of the risk area 12.3 and sends a corresponding first part of the risk area information 13.1 to the risk area marker 4. For this purpose, the user 11 uses a human-machine interface 8 of the risk area marker 4. A computer program product 19 on a smartphone 18 (as shown in the embodiments according to Figure 8) Fig. 5, Fig. 6 and Fig. 7 shown) is in the embodiment according to Fig. 8 is not available. The risk area marker 4 can transmit the first part of the risk area information 13.1 to the two AD vehicles 1 and 2. Furthermore, the two AD vehicles 1 and 2 can exchange a third part of the risk area information 13.3 with each other.

[0060] In the illustrated embodiment, the risk area marker 4 further comprises a GPS module 28, a radio module 29, a Bluetooth module 30, an electrical energy storage device 31, and an electrical power supply 32. The risk area marker 4 is configured to generate the second part of the risk area information 13.2, in particular a position 35 and the type 36 of the risk area 12.3, in the illustrated example the type "construction site". The risk area marker 4 can transmit the second part of the risk area information 13.2 to the two AD vehicles 1, 2 and to the cloud 21 or to the non-AD vehicles. Fig. The control center 3 shown in section 5 transmits the information. Cloud 21 (or alternatively, control center 3) can then transmit the risk area information 13.1, 13.2 to vehicles 1, 2.

[0061] Furthermore, a QR code 27 on the risk area marker 4 can be used for identification, which can be detected, for example, by sensors 37 of the AD vehicles 1, 2 or by means of a smartphone 18. Using the sensors 37 of the AD vehicles 1, 2, a location or position 35 and an appearance of the risk area marker 4 can also be recorded passively. Based on the recorded location 35, the local arrangement of the risk area 12.3 can be determined, for example, by a driver assistance system of the AD vehicles 1, 2. Based on the appearance of the risk area marker 4, the type 36 of the risk area 12.3 can be determined, for example, by the driver assistance system of the AD vehicles 1, 2. Subsequently, the AD vehicles 1, 2 can react to the detected risk area 12 and, for example, change their route or reduce their speed.In the illustrated embodiment, the risk area marker 4 is integrated into a construction site lamp 33 of a beacon 34. In the [description] Fig. In the embodiment shown in Figure 8, a stationary risk area 12.3 in the form of a construction site is defined by a total of five such beacons 34, each with a construction site lamp 33 and risk area marker 4, wherein the beacons 34 are arranged on the outer boundary 23 of the risk area 12.3.

[0062] Fig. 9 and Fig. Figure 10 shows a group of people in a further risk area 12. These people could be, for example, several children supervised by three users 11. The users 11 could be, for example, teachers or caregivers. The group might be, for example, on a hiking trip. Each of the three users 11 carries a risk area marker 4. For example, each risk area marker 4 can be attached to an article of clothing (e.g., trousers, a top, or a shoe) or accessory (e.g., headwear) of the respective user 11 by means of a fastening element 39. Each of the three risk area markers 4 has an identification element 40 by means of which the risk area markers 4 can be identified. The three risk area markers 4 exchange risk area information 13.2 with each other, e.g., their current positions.The risk area markers 4 may also store information indicating that the risk area 12 described by the risk area markers 4 involves children on a hiking trip (type of risk area 12). This risk area information 13.2 can be transmitted to the control center 3 or to the AD vehicles 1, 2 (not by . Fig. 9, Fig. 10 shown; cf. e.g. Fig. 1), which can be controlled based on the received risk area information 13.2.

[0063] Fig. 11 shows how a vehicle, e.g. the first vehicle 1 after Fig.1 can be controlled, in particular based on received risk area information 13.1 to 13.3. In a first step 201, the AD vehicle 1 is put into operation. In a second step 202, a destination is defined, which may include, for example, a stop, a route, a depot, or a region for on-demand service. In a third step 203, the AD vehicle 1 accesses risk area information 13.1, 13.2, and / or 13.3. This can be done by the risk area marker 4, the server 21, the control center 3, and / or the second vehicle 2 transmitting the corresponding risk area information 13.1, 13.2, or 13.3 to the first AD vehicle 1, or by the sensor 37 of the first AD vehicle 1 detecting the risk area marker 4 and determining risk area information 13.2 based on this, as described above. The first AD vehicle 1 can access the risk area information 13.1, 13.2 or 13.3. Further information can be received, for example, via IoT or queried as needed (destination). The world or the environment within a certain radius of the first AD vehicle 1 can be divided into n areas, which can contain, in particular, 1 to n risk areas 12. The risk area marker 4, the server 21, the control center 3, and / or the second vehicle 2 can be used as sources for these areas. A risk for a test area, as defined by the user, can consist of 1 to n overlapping areas. By combining different areas, an overall risk can be determined. Subsequently, various route options can be compared.

[0064] Based on the received risk area information 13.1, 13.2, and 13.3, the first AD vehicle 1 can, in a fourth step 204, adjust the route defined in the second step 202. This may involve optimizing the travel time 205 and a risk value 206 associated with a relevant risk area 12, taking into account their mutual influence. In a seventh step 207, the driving behavior of the first AD vehicle 1 is adjusted, e.g., the speed, acceleration (positive and negative), and steering. In an eighth step 208, it is checked whether the destination specified in the second step 202 has been reached and whether a specified frequency has been achieved or an interruption has occurred. If so, the procedure is repeated from the second step 202.If this is not the case, the journey of the first AD vehicle 1 will continue until the first AD vehicle 1 has reached its destination. Reference sign 1 first vehicle 2 second vehicle 3 Control Center 4 first risk area marker 5 second risk area marker 6 third risk area marker 7 fourth risk area marker 8 Human-Machine Interface 9 Input unit 10 output units 11 users 12 Risk area 12.1 First risk area 12.2 second risk area 12.3 Third risk area 12.4 fourth risk area 12.5 fifth risk area 13.1 Part 1 Risk Area Information 13.2 Part Two: Risk Area Information 13.3 Risk area information second to fourth risk area markers 14 Control unit 15 Communication interface 16 Signal output 17 storage units 18 electronic device 19 Computer program product 20 GPS modules 21 Cloud / Server 22 Navigation software 23 outer boundary of risk area 24 Start Button 25 Off buttons 25 Bluetooth buttons 26 Bluetooth buttons 27 QR codes 28 GPS modules 29 radio module 30 Bluetooth modules 31 Energy storage 32 Energy supply 33 Construction site lamp 34 Bake 35 Position Risk Area Marker 36 Types of Risk Area Markers 37 Sensor 38 children 39 Fastening element 40 Identification element 41 Border point 42 processor units 101 First procedural step 102 second procedural step 103 third procedural step 104 fourth procedural step 105 fifth procedural step 106 sixth procedural step 107 seventh process step 108 eighth procedural step 109 ninth procedural step 110 tenth procedural step 111 eleventh procedural step 112 twelfth procedural step 113 Thirteenth procedural step 114 Fourteenth procedural step 115 Fifteenth procedural step 116 sixteenth procedural step 117 seventeenth procedural step 201 first procedural step 202 second procedural step 203 third procedural step 204 fourth procedural step 205 fifth procedural step 206 sixth procedural step 207 seventh procedural step QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2020 / 367035 A

[0004]

Claims

[1] Method for controlling a vehicle (1), the method comprising the steps: - Recording of risk area information (13.1, 13.2), - Transmitting the risk area information (13.1, 13.2) to a vehicle (1) and - Controlling the vehicle (1) based on the risk area information (13.1, 13.2), wherein a local arrangement, geometry and type of risk area (12) are determined based on the risk area information (13.1, 13.2). [2] Method according to claim 1, wherein a first part of the risk area information (13.1) is captured by a user (11) entering the first part of the risk area information (13.1) on an electronic device (18) which executes a computer program product (19) for capturing the first part of the risk area information (13.1). [3] Method according to claim 2, wherein - a second part of the risk area information (13.1) is captured by means of a risk area marker (4), - the first part of the risk area information (13.1) entered on the electronic device (18) is transmitted to the risk area marker (4) and is stored on the risk area marker (4) together with the second part of the risk area information (13.2), and - the first part of the risk area information (13.1) and the second part of the risk area information (13.2) are transmitted to the vehicle (1). [4] Method according to claim 2 or 3, wherein - the local arrangement and geometry of the risk area (12.3) are described by a local course of an outer boundary (23) of the risk area (12.3), and the user (11) the outer boundary (23) of the risk area (12.3) - takes place, whereby the path travelled by the user (11) using the electronic device (18) is recorded as the outer boundary (23) of the risk area (12.3), or - entered via the computer program product (19). [5] Method according to any one of the preceding claims, wherein - the transmission of the risk area information (13.1, 13.2) to the vehicle (1) includes the recording of a location (35) and an appearance of at least one risk area marker (4), - based on the recorded location (35) of the at least one risk area marker (4) the local arrangement of the risk area (12) is determined, and - based on the appearance of at least one risk area marker (4) the type of risk area (12) is determined. [6] Method according to claim 5, wherein the risk area marker (4) additionally transmits its location (35) and its type to the vehicle (1, 2). [7] Method according to one of the preceding claims, wherein the risk area information (13.1, 13.2) is first transmitted to a server (21) or to a control center (3) for controlling the vehicle (1) before the server (21) or the control center (3) transmits the risk area information (13.1, 13.2) to the vehicle (1). [8] Method according to any of the preceding claims, wherein the vehicle (1), the server (21) or the control center (3) transmits the risk area information (13.1, 13.2; 13.3) to at least one further vehicle (2). [9] Risk area marker (4) which is set up to - to collect risk area information (13.2), and - to transmit the risk area information (13.2) to a vehicle (1), wherein the risk area information (13.2) describes, - at which position a risk area (12) is located, - what geometry the risk area (12) has, and - what type of risk exists within the risk area (12). [10] Risk area marker (4) according to claim 9, wherein the risk area marker (4) is a physical object. [11] Risk area marker (4) according to claim 10, wherein the risk area marker (4) is configured to describe the position and geometry of the risk area (12.4) by boundary points (41) located on an outer boundary (23) of the risk area (12.4). [12] Risk area marker (4) according to claim 11, wherein - several risk area markers (4) according to claim 9 exchange their positions among themselves, and - the mutually exchanged positions of the risk area markers (4) represent the boundary points (41). [13] Risk area marker (4) according to any one of claims 9 to 12, wherein - the risk area marker (4) has a human-machine interface (8), and - a user (11) of the risk area marker (4) can edit the risk area information (13.1, 13.2) via the human-machine interface (8). [14] Risk area marker (4) according to any one of claims 9 to 12, wherein the risk area marker (4) is designed to be attached to a user (11) or to an object. [15] Computer program product (19) for transmitting risk area information (13.1, 13.2), wherein the computer program product (19), when executed on an electronic device (18), instructs the electronic device (18), - To collect risk area information (13.1, 13.2) and - to transmit the recorded risk area information (13.1, 13.2) to a vehicle (1), wherein the risk area information (13.1, 13.2) describes, - at which position a risk area (12) is located, - what geometry the risk area (12) has, and - what type of risk exists within the risk area (12). [16] Control center (3) for controlling a vehicle (1), which is equipped to, - To receive risk area information (13.1, 13.2), - to transmit the risk area information (13.1, 13.2) to a vehicle (1) and - to control the vehicle (1) based on the risk area information (13.1, 13.2), wherein the risk area information (13.1, 13.2) describes, - at which position a risk area (12) is located, - what geometry the risk area (12) has, and - what type of risk exists within the risk area (12). [17] Control center (3) according to claim 16, wherein controlling the vehicle (1) based on the risk area information (13.1, 13.2) includes using the control center (3) to change a route on which the vehicle (1) is located, based on the risk area information (13.1, 13.2), in such a way that the risk area (12) is avoided.

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