METHOD FOR DETERMINING AN ACTION STRATEGY OF A VEHICLE DRIVING IN AUTOMATED DRIVING OPERATION

Description

[0001] The invention relates to a method for determining an action strategy of a vehicle driving in automated mode when approaching a vehicle in front that is stationary in its lane.

[0002] German patent DE 10 2018 006 949 A1 discloses a method for the driverless operation of a vehicle. When a blockage situation occurs, a predicted blockage duration is forecast based on a situation analysis. Teleoperator support is requested if the forecasted blockage duration exceeds a predefined time or if the vehicle has waited longer than the forecasted blockage duration for the blockage to be resolved.

[0003] US Patent 2021 / 094 567 A1 discloses a method for the autonomous operation of a vehicle in which the vehicle requests assistance from a teleoperator if it has stopped behind another vehicle for longer than a predetermined period of time.

[0004] From WO 2021 / 059 715 A1 a method for operating a self-driving vehicle is known in which it is provided that data about the vehicle is transmitted to a teleoperator when the vehicle has stopped for longer than a predeterminable period of time.

[0005] US Patent 8 996 224 B1 discloses a method for the autonomous operation of a vehicle in which a support request is sent to a service center if the vehicle travels at a speed below a threshold for a predefined period of time.

[0006] The invention is based on the objective of providing a method for determining an action strategy of a vehicle driving in automated driving mode.

[0007] The problem is solved according to the invention by a method which has the features specified in claim 1.

[0008] Advantageous embodiments of the invention are the subject of the dependent claims.

[0009] According to the invention, a method for determining an action strategy of a vehicle operating in automated driving mode when approaching a stationary vehicle in front of it provides that the vehicle stops behind the stationary vehicle in front and waits before resuming its driving until the vehicle in front starts moving or until a predetermined waiting time has elapsed. If the vehicle's waiting time exceeds the predetermined waiting time, the vehicle initiates an overtaking maneuver to overtake the vehicle in front, requests assistance from a teleoperator, and / or issues a takeover request to a vehicle user.The specified waiting time is determined taking into account the distance of the vehicle to an intersection, assuming that there is a series of other vehicles in front of the vehicle in front if the distance of the vehicle to the intersection falls below a specified threshold, and the specified waiting time is increased if this assumption is made.

[0010] By applying this method, the automated vehicle takes into account a queue at an intersection and waits there for an appropriate amount of time. The vehicle does not perform any overtaking maneuvers with respect to the vehicle in front, i.e., during the waiting period, so there is no risk of the vehicle encountering oncoming traffic, as there are other vehicles waiting at the intersection in front of it that it does not recognize.

[0011] In one embodiment, the waiting time is predetermined depending on the vehicle's environmental situation, so that, for example, if it is determined that there is no intersection ahead for the vehicle and the vehicle in front, it can be assumed that the vehicle in front is parked and the vehicle then initiates an overtaking maneuver after the predetermined waiting time has elapsed.

[0012] In a further development of the procedure, the surrounding situation is examined for indications that the vehicle in front is at the end of a line of stopped vehicles, and thus constitutes a queue, which is why the vehicle is stationary. Therefore, maneuvering around the vehicle in front is not initiated.

[0013] In a further embodiment, if such indications are found, a correction value for the waiting time is determined based on the indications found, and the waiting time for the vehicle is extended by this correction value. The vehicle thus joins the queue, and an overtaking maneuver with respect to the vehicle in front is not initiated; the waiting time is adjusted situationally to the available indications.

[0014] If, based on the distance of the vehicle to the intersection, it is determined that the vehicle in front is at the end of the line of other vehicles, one possible design of the procedure provides that the vehicle joins the line and no overtaking maneuver is initiated to overtake the vehicle in front.

[0015] One possible further development approach involves determining the waiting time based on the traffic information available to the vehicle. For example, the traffic situation might include a traffic jam report, allowing the vehicle to prepare for a longer waiting time, potentially contacting the teleoperator and / or requesting a vehicle user to take over a driving task.

[0016] In a further possible training scenario, the vehicle receives information via vehicle-to-vehicle communication and / or vehicle-to-infrastructure communication regarding the length of the queue of other waiting vehicles and / or the length of a predicted waiting time. This predicted waiting time can then be stored in the vehicle's system. If it is detected that the vehicle in front does not move after the predicted waiting time has elapsed, for example, plus a predefined buffer time, a query can be made again regarding available traffic information and / or information about the length of the queue of other vehicles. Either the waiting time is corrected, the teleoperator is contacted, and / or a takeover request is displayed in the vehicle.

[0017] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0018] This shows: Fig. 1 schematically shows a traffic situation with a vehicle approaching a queue at an intersection in automated driving mode, and Fig. 2 schematically shows the traffic situation with the vehicle approaching the queue in automated driving mode when using a method according to the invention.

[0019] Corresponding parts are marked with the same reference symbols in all figures.

[0020] Figure 1 Figure 1 depicts a traffic situation with an automated vehicle 1 approaching a vehicle 2 stopped in its lane F, ahead of which are other vehicles 3. The other vehicles 3 and the vehicle 2 in front are stopped at a priority-controlled intersection K and are waiting to cross the intersection.

[0021] Vehicle 1 approaches the stationary vehicle 2 and stops. Vehicle 1 typically waits until vehicle 2 starts moving. However, if a predetermined waiting time is exceeded and vehicle 2 does not move, vehicle 1 automatically initiates an overtaking maneuver to pass vehicle 2, just as is generally done when vehicle 2 is stationary in its own lane F.

[0022] If the waiting time that vehicle 1 waits behind the front vehicle 2 for its starting process is not adapted to the situation, problems can occur for the automated driving vehicle 1.

[0023] Particularly at intersections K with a queue requiring longer waiting times, problems can arise for vehicle 1 if, after the specified waiting time has elapsed, it intends to overtake the vehicle 2 in front, because the other waiting vehicles 3 in front of vehicle 2 were not detected by its sensors. In this case, vehicle 1 has overlooked the queue, initiates the overtaking maneuver, and cannot merge back in front of vehicle 2 due to the stationary vehicles 3. This could result in vehicle 1 potentially driving in oncoming traffic and thus posing a significant traffic hazard. For example, vehicle 1 might then attempt to drive around the waiting vehicles 3, which at the very least provokes frustration among the drivers of the other vehicles 3 regarding vehicle 1.

[0024] The following describes a method for determining an action strategy for vehicle 1, operating in automated driving mode, when approaching a vehicle 2 stopped in its lane F. In particular, the method provides for the individual handling of the action strategy for maneuvering around the vehicle 2 in front.

[0025] In Figure 2 The same traffic situation is depicted, in which vehicle 1 is driving towards the stationary vehicle 2 in front.

[0026] In particular, when a stationary front vehicle 2 is approaching vehicle 1, it is assumed that there is a queue for given distances of vehicle 1 and / or the front vehicle 2 to an intersection K.

[0027] The queue extends from the front vehicle 2 to a stop line H at the intersection K, where another vehicle 3 is waiting to allow crossing road users to pass.

[0028] Based on the signals received by sensor system 1.1 of vehicle 1, it may not be possible to fully and reliably determine that there are further vehicles 3 in front of the stationary vehicle 2. For example, the further vehicles 3 may be obscured by the vehicle 2 in front for sensor system 1.1 of vehicle 1.

[0029] For this reason, it is necessary to examine the surrounding situation of vehicle 1 for the presence of evidence indicating that the front vehicle 2 is the end of a queue, i.e., a line of the other vehicles 3 that have come to a standstill.

[0030] One possible indicator is the distance between vehicle 1 and / or the preceding vehicle 2 and intersection K. Generally, a relatively short distance between vehicle 1 and intersection K, where right-of-way must be yielded, increases the likelihood of a queue. If the distance to intersection K falls below a predefined threshold, it is assumed that the preceding vehicle 2 and also vehicle 1 are part of a queue. This results in longer waiting times for vehicle 1, without any other action being taken. In such a case, the usual waiting time that vehicle 1 waits for the preceding vehicle 2 to start moving is adjusted by a correction value, thus increasing the waiting time.

[0031] For example, in one implementation of the procedure, vehicle 1 can collect information about the length of the queue and the waiting times at intersections K from fleet vehicles of a fleet to which vehicle 1 belongs. This information regarding length and waiting time is then used, as vehicle 1 approaches the stationary vehicle 2 in front, to determine whether there is a queue and how long it might take until the vehicle 2 in front starts moving or until vehicle 1 can pass intersection K.

[0032] For this purpose, vehicle 1 can receive the relevant information from a computer unit that is linked to vehicle 1 via data technology.

[0033] In an alternative or additional implementation, the waiting time is determined based on the traffic information available to vehicle 1. Specifically, the length of the queue is calculated using this traffic information, which is transmitted to vehicle 1, for example, via a traffic service and / or map service. For this purpose, it may be possible to transmit currently prevailing traffic densities to vehicle 1 using color coding, and these colors are then displayed accordingly. For example, the color red signals a traffic jam, so it may be necessary to prepare for a longer waiting time. Traffic information provided by traffic services and / or map services can currently even be accurate enough to display such queues for vehicles 1 to 3 in near real-time.

[0034] The assumption that the stationary vehicle 2 in front forms the end of a queue leads, according to the procedure, to the suppression of any overtaking maneuver by vehicle 1, in particular to bypass the vehicle 2 in front, after a maximum waiting period; that is, it is not initiated. Vehicle 1 joins the potential queue. This waiting period would, however, be longer if vehicle 1 had to distinguish whether the vehicle 2 in front was merely stopped or parked.

[0035] If the front vehicle 1 exhibits stop-and-go driving behavior, this further suggests that the front vehicle 2 represents the end of a queue. The stop-and-go behavior of the front vehicle 2 can also be seen as confirmation of the presence of a line of other waiting vehicles 3 ahead of vehicle 1, i.e., a queue.

[0036] In the event that vehicle 1 inadvertently pulls into position behind a parked vehicle 2, in front of which are further parked vehicles 3, and the automated vehicle 1 is thus in a relatively hopeless situation regarding its ability to continue driving, a teleoperator is contacted and assistance is requested. The teleoperator then assesses the situation and issues instructions to vehicle 1 so that it can resume driving. For this to work, the parked vehicle 2 and the other parked vehicles 3 must be recorded and marked as a row of parking spaces in front of an intersection K on a digital map. This allows the system to use a hypothesis regarding the presence of parked vehicles 2 and 3 to determine and implement a suitable action strategy for vehicle 1 in such a situation.

Claims

1. Method for determining an action strategy of a vehicle (1) driving in automated driving mode when approaching a vehicle (2) in front that is stationary in its lane (F), wherein - the vehicle (1) stops behind the stationary vehicle (2) in front and waits before continuing driving until the vehicle (2) in front starts moving or until a specified waiting time is exceeded, - the specified waiting time is determined taking into account a distance of the vehicle (1) to an intersection (K), wherein it is assumed that there is a row of other vehicles (3) in front of the vehicle (2) in front if the distance of the vehicle (1) to the intersection (K) falls below a specified threshold value, and wherein the specified waiting time is increased if this assumption is made, - if the waiting time of the vehicle (1) exceeds the specified waiting time, the vehicle (1) - initiates an overtaking maneuver to overtake the vehicle in front (2), - requests support from a teleoperator and / or - issues a request to take over a driving task to a vehicle user of the vehicle (1).

2. Method according to claim 1, characterized in that the specified waiting time is specified depending on an environmental situation of the vehicle (1).

3. Method according to either claim 1 or claim 2, characterized in that an environmental situation is checked for the presence of indications which suggest that the vehicle (2) in front forms the end of a row of other vehicles (3) that have come to a stop.

4. Method according to claim 3, characterized in that if such indications are found, a correction value for the specified waiting time is determined depending on the indications found and the waiting time for the vehicle (1) is extended by the correction value.

5. Method according to any of the preceding claims, characterized in that the specified waiting time is determined depending on the traffic information available to the vehicle (1).

6. Method according to any of the preceding claims, characterized in that information on a length of the row of other waiting vehicles (3) and / or a length of a predicted waiting time is transmitted to the vehicle (1) via vehicle-to-vehicle communication and / or via vehicle-to-infrastructure communication.