METHOD FOR AUTOMATICALLY CONTROLLING A VEHICLE

Description

[0001] The invention relates to a method for automatically controlling a vehicle, in particular based on a driving specification.

[0002] Automatic control of a vehicle within the framework of a driving instruction can, for example, be implemented as Automatic Valet Parking (AVP). This is a system in which a vehicle is parked in a parking garage and the occupants can exit. The vehicle is then guided to a free parking space by an automatic control system, which is at least essentially based on sensors and infrastructure installed in the parking garage, and parked there. When the occupants return and wish to retrieve their vehicle, the vehicle is also driven back to a handover location.

[0003] Corresponding systems are currently being developed and standardized, for example, within the framework of the ISO 23374 standard. It is specifically stipulated that the vehicle itself does not necessarily need to have environmental sensors to participate in the system. Accordingly, the vehicle must be able to rely on the infrastructure from which it receives driving instructions. For example, if there are other vehicles or people in a parking garage, it is important that the vehicle's automatic control system is highly reliable and can react quickly even in the event of unforeseen events, such as those triggered by careless individuals.

[0004] DE 10 2014 224 077 A1 describes a method for automatically controlling a vehicle using an external infrastructure. CN 102015201209 A1 describes a method for testing an autonomous vehicle, wherein an obstacle is moved into the path of travel and it is checked whether the vehicle reacts to the obstacle. DE 10 2015 208 062 A1 describes a method for testing the operational reliability of an autonomous parking system, wherein it is checked whether a test vehicle travels certain routes correctly. DE 10 2015 201 209 A1 shows an autonomous parking system in which vehicle trajectories are created such that possible areas of overlap of the trajectories lie in regions where monitoring by sensors is highly accurate.

[0005] It is therefore an object of the invention to provide a method for automatically controlling a vehicle that is alternative to or better than known embodiments. This is achieved according to the invention by a method according to claim 1. Advantageous embodiments can be found, for example, in the subclaims. The content of the claims is incorporated into the content of the description by express reference.

[0006] The invention relates to a method for automatically controlling a vehicle, the method comprising the following steps: Receiving a driving instruction from an external infrastructure, in normal operation controlling the vehicle along a trajectory which is specified by the driving instruction, in test operation controlling the vehicle along a test trajectory which deviates from the trajectory specified by the driving instruction and / or with test parameters, wherein during the test operation it is checked whether an error signal is received from the infrastructure, and the vehicle is stopped and / or an error message is output if no error signal is received within a specified period of time in the test operation.

[0007] Such a procedure can intentionally create a state that deviates from the driving specification, and it can be tested whether the external infrastructure detects this. Accordingly, it can be verified whether the infrastructure is adequate in terms of error detection.

[0008] By checking during test operation whether an error signal is received from the infrastructure, it can be determined whether the infrastructure reacts to the deviation from the specified trajectory and / or to the test parameters.

[0009] If no such error signal is received, this typically indicates that the infrastructure is malfunctioning because it failed to correctly detect the deviation from the specified trajectory and / or the use of the test parameters. In this case, an immediate stop of the vehicle is appropriate, as the infrastructure appears to be malfunctioning.

[0010] The vehicle can be a motor vehicle, such as a car. However, the method can also be applied to other vehicles. The driving instruction can be received, for example, via radio communication. In particular, it can be continuously updated while the vehicle is moving. The external infrastructure can, for example, have sensors and / or cameras, and based on these, create the driving instruction and send it to the vehicle.

[0011] Normal operation is typically the mode the vehicle uses when it can be controlled normally by the infrastructure. Test operation can be initiated at specific times, for example, as specified below. The test trajectory can deviate from the specified trajectory in an appropriate manner to verify detection. Test parameters can, for example, relate to specific vehicle functionalities such as an electrically operated tailgate or lighting, although these should also typically be detected by the external infrastructure.

[0012] The error signal can, in particular, include an error indication and / or a stop signal and / or a new trajectory and / or new waypoints. An error indication can, for example, be an electronic message indicating a malfunction in the vehicle. A stop signal can request an immediate stop. A new trajectory can, for example, be created to correct a deviation. The same applies to new waypoints that the vehicle can follow or that can define a new trajectory.

[0013] The error message can be sent to the infrastructure via a radio connection and / or triggered by activating a visual and / or acoustic warning device. By transmitting the error message via a radio connection, the infrastructure can be informed of its malfunction. Appropriate measures can then be initiated. A visual warning device can be, for example, hazard warning lights or another lighting device. An acoustic warning device can be, for example, a horn.

[0014] The error message can, in particular, contain information about the vehicle's location and / or its course and / or its trajectory and / or its test trajectory. This allows the error information to be further specified to facilitate troubleshooting. Any combination or subcombination of the specified values ​​is possible, and additional values ​​can also be used.

[0015] Preferably, the system returns to normal operation after receiving the error signal. If the error signal is received, this means that the infrastructure has correctly detected the vehicle's intentional misbehavior. The infrastructure can therefore be relied upon, and normal operation can continue.

[0016] It should be noted that the error signal, according to the terminology used herein, is a signal sent from the infrastructure to the vehicle.

[0017] In contrast, the error message is a message that is sent from the vehicle to the infrastructure.

[0018] The test parameters can, for example, specify the opening of a tailgate or another element on the vehicle, the switching off of one or more of the vehicle's lights and / or the activation of the hazard warning lights or one or more of the vehicle's lights. Depending on the design, this can also typically be detected by the infrastructure, and it can therefore be checked whether the detection is functioning correctly. The opening of a tailgate can occur, in particular, in an area of ​​a parking garage where the necessary height is not available. Typically, the opening of the tailgate is then stopped in time to avoid damage. In such a location, however, the infrastructure should be particularly attentive to ensure that the opening of the tailgate is actually detected.

[0019] In particular, the vehicle can be controlled without using data from the vehicle's own environmental sensors. Such sensors, or their use and programming, can thus be dispensed with.

[0020] According to one embodiment, the vehicle is controlled using data from the vehicle's own environmental sensors. The control system is adjusted with regard to the weighting of environmental sensors and infrastructure, particularly based on the infrastructure's response to the test operation. This allows the weighting to be adapted to the reliability of the infrastructure. For example, an adjustable parameter can be provided that specifies the degree of attention given to the environmental sensors and the infrastructure when controlling the vehicle.

[0021] The test trajectory can, in particular, be defined with a random deviation from the trajectory. A random generator can be used for this purpose, for example. The test trajectory can also be defined with a predetermined deviation from the trajectory. This predetermined deviation can, for example, be permanently stored.

[0022] In particular, it is possible to switch from normal operation to test operation at randomly selected times and / or at regular intervals.

[0023] It can also be determined when to switch to test mode based on data from the vehicle's own environmental sensors. This can occur, for example, at the following points: In narrow spaces; here a fast response from the infrastructure is particularly expected. In places where the vehicle cannot see clearly; here a fast response is also expected. In places with plenty of space and no traffic; here a slow response can still be acceptable. In areas with people in the vicinity; here a fast response is expected due to the high risk potential. In areas with poor lighting; here a camera system in particular can be tested, or it can be checked whether sufficient redundancy is provided by other detection systems. This variant can be extended in particular to have the parking garage turn off the lights at random intervals and the response is checked.

[0024] In particular, the driving instruction can specify the trajectory by including the trajectory and / or waypoints. This allows for a practical specification of the trajectory.

[0025] The invention further relates to a vehicle control module configured to carry out a method as described herein. The invention further relates to a non-volatile computer-readable storage medium on which program code is stored, the execution of which causes a processor to carry out a method described herein. With regard to the respective method, all embodiments and variants described herein can be used.

[0026] A starting point could be an AVP Type 2 system with a vehicle without environmental sensors or a system concept that does not require any sensors in the vehicle. The infrastructure typically continuously monitors the vehicle, determines its position, and sends appropriate waypoints to the vehicle so that it can safely maneuver into the planned parking position.

[0027] At irregular intervals, for example, the vehicle can deliberately deviate from the specified course. If the infrastructure is functioning as planned, a new set of waypoints or another command for vehicle guidance, such as a stop signal, is issued to the vehicle within a specified time. If this is not the case, the vehicle will stop automatically, for example, because it can be assumed that the infrastructure is not functioning as planned or as required. A signal can then be sent to report the error. The signal can be a radio signal, for example, via vehicle-to-X communication or 3G / 4G / 5G / etc., or via Bluetooth, UWB (ultra-wideband), Wi-Fi, or another wireless technology. It can also be sent using optical or acoustic means (e.g., a horn or hazard warning lights).In the case of a radio signal, information can also be sent about where and in what form the intentional deviation occurred, so that subsequent troubleshooting is easier.

[0028] If the vehicle is equipped with environmental sensors, it can select the deviation from the specified trajectory in such a way that certain boundary conditions are examined more closely. For this purpose, reference is made to the examples mentioned above.

[0029] Instead of or in addition to deviations from the trajectory, the vehicle can also perform further deviations from the target state to test the response of the infrastructure. For example, the vehicle can open an electrically operated tailgate, ideally but not exclusively at a location where the height would no longer be sufficient to drive with the tailgate open. The expectation is that the infrastructure system sends a stop signal. The vehicle can also switch off its lights, in which case the expectation is that the infrastructure system sends a stop signal. The vehicle can also activate its hazard warning lights, in which case the expectation is that the infrastructure system sends a stop signal.

[0030] The system can also be used in an AVP Type 3 system, where the vehicle and infrastructure share the control task. In this case, the test can also be used to help the vehicle decide how much information from the infrastructure should be incorporated into its control and how much it should rely solely on its environmental sensors.

[0031] In particular, it is possible to check the correct functioning of the infrastructure system without additional sensors.

[0032] In addition to vehicles designed as conventional passenger cars, the method described herein can be used, for example, in port logistics, at an airport, in logistics in factory halls or on premises using autonomously driving platforms, mobile robots or other units.

[0033] The invention will now be described with reference to the drawing, which shows: Fig. 1: an arrangement of a vehicle and an infrastructure.

[0034] Fig. 1 shows a vehicle 10 and an infrastructure 20. This is a purely schematic representation, which is used below to describe aspects of the functionality.

[0035] The vehicle 10 has a communication module 15 to which an antenna 17 is connected. This allows it to communicate with the infrastructure 20. Environmental sensors on the vehicle 10 are not necessary, at least according to one embodiment. The infrastructure 20 has a central processing unit 21 which performs central control tasks. The infrastructure 20 has a camera 22 which observes the vehicle 10. Typically, several such cameras and / or other sensors are present; the camera 22 serves merely as an example here. The infrastructure 20 further has a communication module 25, to which an antenna 27 is also connected. The vehicle 10 moves through an area controlled by the infrastructure 20. For this purpose, it receives driving instructions via the communication modules 25, 15, which contain trajectories or from which trajectories can at least be extracted.During normal operation, the vehicle 10 follows these trajectories and is monitored by the infrastructure 20.

[0036] At certain times, for example, at times predetermined by a random generator, the vehicle 10 randomly deviates from the specified trajectory. It then waits for a predetermined period of time to see whether it receives an error indication from the infrastructure 20. This may, for example, contain a stop signal or specify a new trajectory. If such an error indication is received, the vehicle 10 determines that the infrastructure 20 is functioning properly and returns to normal operation. If such an error indication is not received within a predetermined time, the vehicle 10 must assume that the infrastructure 20 is not correctly performing its monitoring tasks. It will therefore typically stop and send an error message with information about the error. This provides a safeguard against the possibility that property damage or personal injury could otherwise occur if the vehicle 10 continues driving.

[0037] Other parameters can also be varied by the vehicle 10, for example, hazard warning lights can be activated or a tailgate can be opened. The correct response of the infrastructure 20 can also be checked in this case.

[0038] In general, it should be noted that vehicle-to-X communication is understood to mean, in particular, direct communication between vehicles and / or between vehicles and infrastructure facilities. For example, it can be vehicle-to-vehicle communication or vehicle-to-infrastructure communication. For example, vehicle-to-X communication can be carried out using the IEEE 802.11p or IEEE 1609.4 standards. Further examples of communication technologies include LTE-V2X, 5G-V2X, C-V2X, WLAN, WiMax, UWB, or Bluetooth. Vehicle-to-X communication can also be referred to as C2X communication. The sub-areas can be referred to as C2C (car-to-car) or C2I (car-to-infrastructure). However, the invention does not explicitly exclude vehicle-to-X communication with switching, for example, via a mobile network.

[0039] The steps mentioned in the method according to the invention can be carried out in the specified order. However, they can also be carried out in a different order, as long as this is technically reasonable. The method according to the invention can be carried out in one of its embodiments, for example, with a specific combination of steps, in such a way that no further steps are carried out. However, in principle, further steps can also be carried out, even those not mentioned.

[0040] It should be noted that features may be described in combination in the claims and the description, for example, to facilitate understanding, although they may also be used separately. Those skilled in the art will recognize that such features may also be combined independently with other features or combinations of features.

[0041] References in subclaims may indicate preferred combinations of the respective features, but do not exclude other combinations of features. List of reference symbols

[0042] 10Vehicle 15Communication module 17Antenna 20Infrastructure 21Computing unit 22Camera 25Communication module 27Antenna

Claims

1. Method for automatically controlling a vehicle (10), wherein the method comprises the following steps: - receiving a driving specification from an external infrastructure (20), - in a normal mode, controlling the vehicle (10) along a trajectory specified by the driving specification, - in a test mode, controlling the vehicle (10) along a test trajectory that deviates from the trajectory specified by the driving specification, and / or using test parameters, - wherein during the test mode a check is performed to determine whether an error signal is received from the infrastructure (20), and - wherein the vehicle (10) is stopped and / or an error message is output if no error signal is received in the test mode within a specified period of time.

2. Method according to Claim 1, - wherein the error signal includes a fault report and / or a stop signal and / or a new trajectory and / or new waypoints.

3. Method according to Claim 1 or 2, - wherein the error message is sent to the infrastructure (20) via a radio connection and / or is output by operating a visual and / or an audible warning device.

4. Method according to one of the preceding claims, - wherein the error message contains information about a location of the vehicle (10) and / or about a course of the vehicle (10) and / or about the trajectory and / or about the test trajectory.

5. Method according to one of the preceding claims, - wherein the vehicle switches to the normal mode after the error signal has been received.

6. Method according to one of the preceding claims, - wherein the test parameters specify - opening of a tailgate or another element on the vehicle (10), - switching-off of one or more lights of the vehicle (10), and / or - activation of hazard warning lights or one or more lights of the vehicle (10).

7. Method according to one of the preceding claims, - wherein the vehicle (10) is controlled without using data from the vehicle's own environment sensors.

8. Method according to one of Claims 1 to 6, - wherein the vehicle (10) is controlled using data from the vehicle's own environment sensors, and - wherein a reaction of the infrastructure (20) to the test mode is taken as a basis for changing the control in terms of the weighting of the environment sensors and the infrastructure (20).

9. Method according to one of the preceding claims, - wherein the test trajectory is defined using a random deviation from the trajectory.

10. Method according to one of the preceding claims, - wherein the test trajectory is defined using a specified deviation from the trajectory.

11. Method according to one of the preceding claims, - wherein the vehicle switches from the normal mode to the test mode at randomly selected times and / or at regular intervals.

12. Method according to one of the preceding claims, - wherein data from the vehicle's own environment sensors are taken as a basis for determining when to switch to the test mode.

13. Method according to one of the preceding claims, - wherein the driving specification specifies the trajectory by including the trajectory and / or waypoints.