Method and device for coordinating driving maneuvers between motor vehicles

Abstract

The invention relates to a method and a maneuver-coordinating apparatus (2) for the decentralized coordination of driving maneuvers between motor vehicles (10, 20, 30) within a common local environment (1). Each of the motor vehicles (10; 20; 30) continually updates at least one planned driving trajectory (11; 21; 31) for an intended driving maneuver by means of a maneuver-planning apparatus (2) of the motor vehicle in question and continually communicates said at least one planned driving trajectory in the common local environment (1) of the motor vehicles by means of a vehicle-to-vehicle communication apparatus (3). The maneuver-planning apparatus (2) of each motor vehicle runs through updating cycles having a number of steps.

Description

Technical area

[0001] The invention relates to a method and a maneuver coordination device for decentralized coordination of driving maneuvers between motor vehicles. State of the art

[0002] WO 2017 / 076593 A1 discloses a method for the decentralized coordination of driving maneuvers of at least two motor vehicles. In this method, a planned and a desired trajectory are transmitted from a first motor vehicle to a second motor vehicle via vehicle-to-vehicle communication. In the second motor vehicle, a driving trajectory of the second motor vehicle is compared with the desired trajectory of the first motor vehicle. The driving trajectory of the second motor vehicle is adjusted to an adapted driving trajectory as long as the desired trajectory of the first motor vehicle collides with the driving trajectory of the second motor vehicle and as long as a total cost function is optimized by the adjustment. The total cost function comprises at least one cost function of the first and second motor vehicles.

[0003] DE 10 2018 109 885 A1 also describes a method for cooperatively coordinating driving maneuvers between at least one vehicle and another vehicle, in which effort values ​​of both vehicles are used to determine a cooperation trajectory. The effort values ​​of each vehicle are related to a collision-free reference trajectory that the respective vehicle is permitted to follow while observing the applicable right-of-way rules.

[0004] DE 10 2018 002 675 A1 discloses a method for coordinating driving maneuvers between motor vehicles. This method is based on a mutual exchange of driving trajectories between participating vehicles using vehicle-to-vehicle communication. Maneuver coordination is based on an individual cost function and a cost threshold of a privileged motor vehicle. Short description of the invention

[0005] Against this background, the invention is based on the object of providing an alternative efficient cooperative coordination of driving maneuvers between at least two motor vehicles, which is characterized by a comparatively lean message transmission with a reduced amount of information.

[0006] Accordingly, a method for coordinating driving maneuvers between motor vehicles is proposed according to the main claim, as well as by means of a maneuver planning device, a computer program, and a computer program product according to the dependent claims. Further embodiments are the subject of the respective dependent claims.

[0007] According to a first aspect of the invention, the object is achieved by a method for coordinating driving maneuvers between motor vehicles within a shared local environment, wherein each of the motor vehicles continuously updates at least one planned driving trajectory for an intended driving maneuver using a maneuver planning device of the respective motor vehicle and communicates via a vehicle-to-vehicle communication device in the shared local environment of the motor vehicles. The maneuver planning device of each motor vehicle undergoes update cycles, wherein an update cycle comprises at least the following steps: a) Retrieving planned driving maneuvers from planned driving trajectories of other motor vehicles in the vicinity, which were received via the vehicle-to-vehicle communication device; b) Comparing the received planned driving trajectories with one's own planned driving trajectory and determining whether there is a conflict between one's own planned driving trajectory and the received planned driving trajectories;c) determining, if a conflict was identified during the comparison of driving trajectories between the driver's own planned driving trajectory and one of the received planned driving trajectories of another motor vehicle, a prioritized motor vehicle that is prioritized to carry out an intended driving maneuver according to its conflicting planned driving trajectory and a non-priority motor vehicle that is not prioritized to carry out an intended driving maneuver according to its conflicting planned driving trajectory; d) determining, by a maneuver planning device of a prioritized motor vehicle, a number of potential cooperation trajectories that are free of conflict with the planned driving trajectory of the non-priority motor vehicle, wherein the potential cooperation trajectories are assessed with costs according to a cost function and in comparison to a cost limit value of the prioritized motor vehicle;e) If a conflict check has identified a conflict between a most cost-effective cooperation trajectory from the number of potential cooperation trajectories and a received planned travel trajectory of a third motor vehicle, checking whether an alternative cooperation trajectory exists among the potential cooperation trajectories, one of which is free of conflict with the planned travel trajectory of the third motor vehicle and whose costs comply with the cost limit of the priority motor vehicle; f) If an alternative cooperation trajectory exists, transmitting the alternative cooperation trajectory together with the most cost-effective cooperation trajectory as a pair of updated planned travel trajectories of the priority motor vehicle.

[0008] For the purposes of the invention, the term trajectory refers to a mathematical description of a movement in distance and time, which can be used, in particular, to describe driving maneuvers of motor vehicles. A trajectory projected into the future thus allows a prediction of the local position of a motor vehicle depending on a future point in time.

[0009] A planned trajectory describes a driving maneuver intended by a respective motor vehicle to reach the nearest intermediate destination as efficiently as possible. However, the planned trajectory cannot always be executed, especially if an intended maneuver would lead to a collision with other motor vehicles. In the event of an impending collision between two motor vehicles, one of the planned trajectories conflicts with the planned trajectory of another motor vehicle. Thus, at least one of the two motor vehicles can or must resolve the impending collision and adjust its planned trajectory to a conflict-free trajectory.

[0010] To coordinate driving maneuvers that can resolve such an impending collision, the maneuver planning devices of the motor vehicles are each connected to a vehicle-to-vehicle communication device, with which the continuously updated driving trajectories are continuously exchanged between the at least two motor vehicles. The exchange of planned driving trajectories preferably occurs cyclically at a specific repetition frequency, i.e., after a specified repetition time (RT). An update cycle can be synchronized with the transmission repetition frequency. Alternatively or additionally, event-driven triggering is also possible.

[0011] One idea behind the first aspect of the invention is that each of the motor vehicles exchanges the planned driving trajectory for an intended driving maneuver, planned and continuously updated with its maneuver planning device, with the other motor vehicles in a shared local area via vehicle-to-vehicle communication. As long as the exchanged planned driving trajectories do not conflict with each other, no action is required. Each motor vehicle executes its intended driving maneuver according to its planned driving trajectories. The planned driving trajectories are divided into time slots whose length corresponds to the repetition time. With each continuous update of the driving trajectories, a first time slot is transferred to a driving controller, and the driving trajectory is projected into the future by a new time slot.Only when two conflicting driving trajectories and a resulting impending collision between two motor vehicles indicate a need for action. This situation is to be resolved cooperatively using the method according to the invention. In this respect, a conflict between two planned driving trajectories can be viewed as an implicit request for cooperation.

[0012] The resolution of an impending collision between two motor vehicles, which is detected by a conflict between the planned driving trajectories projected into the future, is based on the idea that one of the two motor vehicles has priority over the other when executing the planned driving maneuver. Thus, the vehicle with priority can react to the impending collision by offering a cooperative trajectory, while the non-priority vehicle must, in case of doubt, avoid the impending collision by taking an evasive trajectory.

[0013] Maneuver coordination according to the first aspect of the invention is further based on the idea that a cooperative coordination involving more than two motor vehicles can always be transferred to a corresponding number of parallel cooperative coordinations of intended driving maneuvers, each involving two motor vehicles. This means that a cooperative maneuver coordination between, for example, three motor vehicles can be transferred to a first coordination with a non-priority motor vehicle and a privileged motor vehicle, and to a cascaded second cooperative coordination, again with a privileged motor vehicle and a non-priority motor vehicle. A respective motor vehicle that had priority during a previous cooperative maneuver coordination can take on the role of a non-priority motor vehicle during a subsequent coordination in a cascade of maneuver coordinations.

[0014] A further idea of ​​the first aspect of a maneuver coordination method according to the invention involving more than two motor vehicles is that cooperation during a first coordination may or may not be dependent on the successful cooperation of a subsequent second coordination. A motor vehicle with priority during a first coordination can thus behave cooperatively in different ways, by offering a collision-free alternative cooperation trajectory or only the most cost-effective cooperation trajectory, which is subject to a successful second coordination with another motor vehicle. Thus, there are different levels of cooperation, which can be divided into unconditionally cooperative, conditionally cooperative, or non-cooperative.

[0015] If a prioritized vehicle was able to determine an alternative cooperation trajectory for unconditional cooperation in an initial coordination, the right-of-way for the originally intended driving maneuver is relinquished by transmitting the most cost-effective cooperation trajectory instead of an updated planned driving trajectory of its own. In this case, the prioritized vehicle is therefore unconditionally cooperative, i.e., it will cooperate at least using the conflict-free alternative cooperation trajectory, even if the most cost-effective cooperation trajectory for the prioritized vehicle does not become conflict-free. The maneuver planning device of the non-priority vehicle can determine its own planned driving trajectory that has become collision-free in an update cycle following the transmission, so that the intended driving maneuver may be implemented.

[0016] The cost function can be used to estimate the effort required for each of the identified potential cooperation trajectories compared to the planned trajectory of the priority vehicle. Time, energy requirements, and / or other factors can be taken into account in the cost function. In principle, a cooperation trajectory with the lowest possible cost for a cooperation offer to a non-priority vehicle is always sought.

[0017] The decision whether a privileged vehicle offers a least-cost and / or an additional alternative cooperation trajectory in favor of conditional or unconditional cooperation with a non-privileged vehicle depends essentially on the cost threshold of a privileged vehicle. The cost function and the cost threshold are individual decision criteria of a privileged vehicle, which do not need to be verifiable for the other vehicle(s).

[0018] The method according to the invention is characterized, among other things, by the explicit finalization of a maneuver coordination between a respective non-priority vehicle and a privileged vehicle. Cooperation is bindingly and successfully concluded by the privileged vehicle as soon as the privileged vehicle withdraws its originally conflicting planned trajectory and no longer transmits it in an updated form.

[0019] With the additional information about the existing alternative cooperation trajectory, it is made clear to the other motor vehicles in the area that a motor vehicle with priority in a maneuver coordination will specifically resolve a maneuver conflict using the transmitted alternative cooperation trajectory.

[0020] According to a further development of the method, if an alternative cooperation trajectory does not exist or could not be determined, the most cost-effective cooperation trajectory can be transmitted together with an updated own travel trajectory as a pair of updated planned travel trajectories of the priority motor vehicle.

[0021] By transmitting a cooperation trajectory in pairs together with an updated planned driving trajectory of the driver's own, a non-priority motor vehicle participating in a first coordination is signaled that a prioritized motor vehicle is waiting for a decision regarding a subsequent second cooperation request and that the first cooperation request can still be successfully resolved. In this case, the prioritized motor vehicle is therefore only conditionally cooperative and, by transmitting its updated planned driving trajectory, initially reserves the right of way for the originally intended driving maneuver. This information can be taken into account by the non-priority first motor vehicle when planning an evasive trajectory to avoid a collision, at least as long as a subsequent further maneuver coordination has not yet been decided.

[0022] A second cooperation request can also depend on the outcome of a subsequent third cooperation. The present procedure allows for a number of cascaded coordination sessions between two vehicles each.

[0023] According to a further development of the method, the most cost-effective cooperation trajectory can be transmitted as an updated planned driving trajectory if or as soon as the conflict check has determined that there is no conflict, i.e. no conflict, between the most cost-effective cooperation trajectory and the planned driving trajectory of a third motor vehicle.

[0024] Depending on the underlying traffic situation and the lack of a cascaded second maneuver coordination, the impending collision with a non-priority motor vehicle can be finalized directly, i.e. upon completion of an ongoing update cycle, by a cooperative second motor vehicle.

[0025] According to a further development of the method, the own planned travel trajectory of the priority motor vehicle can be updated by updating and transmitted as an updated planned travel trajectory in the environment by means of the vehicle-to-vehicle communication device, if or as soon as it has been determined during a cost check that none of the potential cooperation trajectories complies with the cost limit of the priority motor vehicle.

[0026] By transmitting its own planned travel trajectory, updated by means of updates, alone, i.e. without making its own cooperation request to another motor vehicle, the priority motor vehicle can directly signal that it is not cooperative.

[0027] For a correct interpretation of a respective cooperation level, which is indirectly signaled by the type and number of updated travel trajectories transmitted by a priority motor vehicle, the maneuver planning system of a non-priority motor vehicle only needs to consider a time offset between the isochronous repetition or update cycles of the individual maneuver planning and communication systems of the neighboring vehicles in the shared local area. An indirectly signaled cooperation level can be detected by the maneuver planning system of a non-priority motor vehicle two repetition or update cycles after a cooperation request.

[0028] According to a further development of the method, a maneuver planning device of a non-privileged motor vehicle, i.e. a maneuver planning device which has identified itself as a maneuver coordination of a non-privileged motor vehicle during a coordination, can update its own planned travel trajectory by updating and transmitting it by means of the vehicle-to-vehicle communication device.

[0029] Thus, a non-priority vehicle can initially actively maintain its cooperation request in each repetition or update cycle. If the planned trajectory updated by updating becomes conflict-free, for example, due to a specific traffic situation, the intended maneuver may still be implemented.

[0030] According to a further development of the preceding aspect, a maneuver planning device of the non-priority motor vehicle can further determine and / or update an avoidance trajectory that is free of conflict with the received planned travel trajectory of the priority motor vehicle.

[0031] This ensures that a maneuver planning device of a non-privileged motor vehicle always respects the right of way of another motor vehicle and can take this into account in a timely manner for its own comfort.

[0032] Consequently, according to a further development of the preceding aspect, the non-priority motor vehicle's own planned travel trajectory can be replaced by the avoidance trajectory and transmitted as an updated planned travel trajectory by means of the vehicle-to-vehicle communication device, provided that a triggering event is detected by the maneuver planning device.

[0033] A non-priority vehicle participating only in an initial cooperative maneuver coordination can thus withdraw a cooperation request at any time, for example, as soon as the determined evasive trajectory becomes more cost-effective than the planned trajectory. A threshold value for the time until a collision can be used as a trigger event.

[0034] According to a further development of the method, a coordination counter can be incremented if, during the comparison of driving trajectories, a conflict was detected between the own planned driving trajectory and one of the received planned driving trajectories of another motor vehicle.

[0035] The voting counter can, for example, serve as a trigger event for withdrawing a cooperation request. Furthermore, the voting counter could also be used for a watchdog timer for an ongoing maneuver vote.

[0036] According to a further aspect of the invention, the object is achieved by a maneuver planning device for a motor vehicle for planning and coordinating driving maneuvers with motor vehicles in a common environment, comprising a data interface for a vehicle-to-vehicle communication device and a computing unit and a program code for carrying out the method described above.

[0037] According to a further aspect of the invention, the object is achieved by a computer program which, when executed on a computing unit within a maneuver planning device, instructs the respective computing unit to execute the method.

[0038] According to a further aspect of the invention, the object is achieved by a computer program product having a program code stored on a computer-readable medium, comprising instructions which, when executed by a computer, cause the computer to carry out the method. Short description of the drawing figures

[0039] Further features and details will become apparent from the following description, in which at least one exemplary embodiment is described in detail—possibly with reference to the drawing. Described and / or illustrated features constitute the subject matter, either individually or in any meaningful combination, possibly independently of the claims, and may, in particular, also be the subject of one or more separate applications. Identical, similar, and / or functionally identical parts are provided with the same reference numerals. Figure 1 shows an initial traffic situation that is to be resolved by means of cooperative maneuver coordination between three motor vehicles. Figure 2 generally illustrates the freedom of a cooperative vehicle. Figure 3 shows the freedom of a cooperative second motor vehicle according to the specific initial situation. Figure 4 shows two alternatives for resolving an initial conflict between two planned driving maneuvers. Figure 5 shows a flow chart for cooperative maneuver coordination between motor vehicles. Figure 6 shows the freedom of a cooperative third motor vehicle according to the specific initial situation. Figure 7 shows a resolution of the traffic situation involving an unconditionally cooperative second motor vehicle. Figure 8 shows two alternatives for resolving the traffic situation involving a conditionally cooperative second motor vehicle.Figure 9 shows a traffic situation after a failed maneuver coordination between three vehicles on the left and a successful maneuver coordination between three vehicles on the right. Figure 10 shows a motor vehicle with a maneuver coordination device and a vehicle-to-vehicle communication device. Description of the execution types

[0040] In the Figure 1a traffic situation is depicted which is intended to explain the method according to the invention for the cooperative coordination of driving maneuvers. Shown is a section of a road with three continuous lanes for one direction of travel in a local environment 1 of an on-ramp with a merging lane. A first motor vehicle 10 is driving on the merging lane in order to merge into the flowing traffic in the right lane with the aid of a subsequent driving maneuver. Based on the course of the road and on the current position, speed and direction of travel, a merging maneuver must be planned using a maneuver planning device 2 of the first motor vehicle 10. From this corresponding planning, a planned driving trajectory 11 results for this driving maneuver intended by the first motor vehicle 10 at the current time.This first planned travel trajectory 11 is then communicated in the local environment 1 by means of vehicle-to-vehicle communication.

[0041] According to the situation shown, a second motor vehicle 20 is traveling in the right lane of the multi-lane road. As can be seen from a second planned travel trajectory 21, which was planned by a maneuver planning device 2 of the second motor vehicle 20 and communicated via vehicle-to-vehicle communication in the local environment 1, the second motor vehicle 20 intends to continue following its lane, i.e., the right lane. A third motor vehicle 30 is traveling in the middle lane of the three-lane road and intends to also continue following its lane according to a communicated third planned travel trajectory 31.

[0042] The planned driving trajectory 11 for the intended lane change or merging maneuver of the first motor vehicle 10 and the planned driving trajectory 21 for the intended lane keeping maneuver of the second motor vehicle 20 describe that the first motor vehicle 10 and the second motor vehicle 20 would reach the same local position of the road section at the same future time and would thus collide with each other if both driving maneuvers were carried out as intended.

[0043] Although flowing traffic on the continuous lanes of a multi-lane road generally has the right of way over vehicles in a merging lane, in many situations it is helpful to assist a vehicle that does not have the right of way or priority when merging into the continuous right-hand lane. Figure 1In the traffic situation shown, this means that the second motor vehicle 20, which generally has the right of way, could cooperatively adapt its intended driving maneuver 21 in order to support the first motor vehicle 10 in moving from the merging lane into the flowing traffic on the right continuous lane.

[0044] The Figure 2 illustrates the freedom that a cooperative vehicle 50 generally has to respond to a cooperation need or request from a vehicle in the Figure 2A cooperative vehicle 50 is defined as a vehicle with priority over a vehicle requiring cooperation and may execute its own intended driving maneuver in compliance with traffic regulations. The right-of-way of the vehicle requiring cooperation 50 would have to be observed accordingly by a vehicle requiring cooperation, which is therefore defined as a vehicle without priority. The vehicle without priority must always avoid a collision, regardless of its intended driving maneuver. If a collision is imminent, the intended driving maneuver would have to be adjusted accordingly in terms of speed and / or course.Based on an originally intended driving maneuver, which is described by a planned driving trajectory 51, the priority vehicle 50 can adjust its speed and / or change lanes to offer cooperation to a non-priority vehicle. The idea behind cooperation between two vehicles is that a priority vehicle 50 can adapt its driving maneuver, which generally has right-of-way, to the benefit of a non-priority vehicle in order to avoid an impending collision. If the effort required for adjusting the maneuver is reasonable for the priority vehicle 50, it will offer cooperation as the cooperative vehicle 50.

[0045] As in the Figure 2As shown, a priority vehicle 50 on a multi-lane road can, starting from its originally intended maneuver, which is described by the planned trajectory 51, respond positively to a cooperation request from another vehicle with eight possible cooperation trajectories 52. The freedom of a cooperative vehicle includes maneuvers with a) increasing, b) holding, or c) slowing down the speed, as well as possibly combined with lane changes. A non-cooperative vehicle would update its originally planned driving trajectory 51 to an updated driving trajectory 51'. Figure 3It becomes clear that the general freedom of movement for a cooperative vehicle 50 can be significantly restricted due to a specific traffic situation. The second motor vehicle 20 can detect an impending collision by comparing the received planned travel trajectory 11 of the first motor vehicle 10 with its own planned travel trajectory 21. In the role of a cooperative vehicle, the second motor vehicle 20 could, depending on the traffic situation, offer three possible cooperation trajectories 22a, 22b, and 22c to resolve a collision. A first cooperation trajectory 22a describes a braking maneuver while maintaining the current lane. A second cooperation trajectory 22b describes a lane change maneuver from the right to the middle lane of the three-lane road without a significant change in the current speed.However, the second cooperation trajectory 22b is only considered for cooperation with the first motor vehicle 10 if the third motor vehicle 30 supports the second motor vehicle 20 in cooperating, since the planned driving trajectory 31 and the second cooperation trajectory 22b would lead to colliding driving maneuvers between the second motor vehicle 20 and the third motor vehicle 30.

[0046] A third cooperation trajectory 22c describes a combined braking and lane change maneuver.

[0047] As will become clear from the following description, cooperation in road traffic involving more than two vehicles can always be traced back to a number of parallel cooperations in road traffic with two vehicles each, ie to a cooperation between one vehicle with priority and one vehicle without priority.

[0048] Each of the planned travel trajectories 11, 21, and 31 must be continuously updated according to the constant position changes of the moving motor vehicles over time and re-communicated accordingly in the environment 1 by means of a vehicle-to-vehicle communication device 3. Valid or updated planned travel trajectories are sent and received by the vehicle-to-vehicle communication devices 3 of the motor vehicles 10, 20, and 30 cyclically, i.e., preferably periodically at a specified repetition time. A repetition time can be, for example, 100 ms.

[0049] An update cycle, during which planned travel trajectories are updated by a respective maneuver planning device 2, can be synchronized with the repetition cycle of an associated vehicle-to-vehicle communication device 3 and occur with a period of 100 ms or a repetition frequency of 10 Hz. However, the update and repetition cycles do not necessarily have to be synchronous. Both an update and a transmission of planned travel trajectories could alternatively and / or additionally be event-triggered.

[0050] In the Figure 5A flowchart with a sequence of steps for an update cycle is shown, which is performed by the maneuver planning device 2 of each motor vehicle to update its own planned driving trajectory and which enables cooperative coordination of received, planned driving trajectories of the other motor vehicles. Cooperative maneuver coordination can require more than one update cycle, so that the illustrated sequence of steps can be performed multiple times if necessary until a conflict regarding intended driving maneuvers between two or more motor vehicles is resolved.

[0051] The operation of a cooperative maneuver coordination is based on the traffic situation shown in Figure 1 and on the basis of the Figure 5 shown flowchart.

[0052] The three in the Figure 1The illustrated motor vehicles 10, 20, and 30 each transmit to each other, via vehicle-to-vehicle communication, a current planned travel trajectory 11, 21, and 31, each of which describes an intended driving maneuver of the corresponding motor vehicle. The planned and communicated travel trajectories of the other motor vehicles are received as a message by a vehicle-to-vehicle communication device 3 of each motor vehicle. In a first step 100, currently received planned travel trajectories are retrieved from a receive buffer of the associated vehicle-to-vehicle communication device 3 by the respective maneuver planning device 2 of the motor vehicles 10, 20, and 30.

[0053] In a subsequent comparison step 200, the received planned driving trajectories of the other motor vehicles are compared with the vehicle's own planned driving trajectory, with the vehicle's own planned driving trajectory being checked for conflict-freeness with the received planned driving trajectories. Conflict-freeness of planned driving trajectories means that the corresponding intended driving maneuvers would not lead to a collision between the associated motor vehicles.

[0054] According to the Figure 1In the traffic situation shown, the third motor vehicle 30 receives the planned travel trajectories 11 and 21, which are each compared with its own planned travel trajectory 31. In comparison step 200, the maneuver planning device 2 of the third motor vehicle 30 determines that its own planned travel trajectory 31 does not conflict with either of the other two received planned travel trajectories 11 and 21. The maneuver planning device 2 of the third motor vehicle 30 consequently determines that the third motor vehicle 30 is not initially involved in any cooperative coordination of driving maneuvers with another motor vehicle. Thus, its own planned travel trajectory 31 can be updated by updating in step 250 based on the valid planned travel trajectory 31, which was planned in an immediately preceding update cycle.The updated, planned travel trajectory 31 is finally communicated in step 710 to all other motor vehicles in the environment 1 by means of vehicle-to-vehicle communication.

[0055] In step 200, the first motor vehicle 10 and the second motor vehicle 20 each determine, using their maneuver planning devices 2, that their own planned travel trajectories 11 and 21 conflict with the travel trajectories 21 and 11 received from the other motor vehicle. Thus, both motor vehicles 10 and 20 determine a need for cooperation.

[0056] In step 300, the maneuver planning devices 2 of the first and second motor vehicles 10 and 20 each perform an analysis of the traffic situation, which can be performed, for example, using map- and sensor-based environmental analysis, so that, in conjunction with the applicable right-of-way rules, it is determined which of the two motor vehicles has priority or not has priority to execute its intended driving maneuver according to the planned driving trajectory. According to the applicable traffic regulations, a lane change may only be made if there is no danger to other road users. Based on this rule and situation analysis, both maneuver planning devices 2 recognize in parallel that the first motor vehicle 10 is the motor vehicle without priority and that the second motor vehicle 20 is the motor vehicle with priority.The first planned travel trajectory 11 conflicting with the second planned travel trajectory 21 is evaluated by both maneuver planning devices 2 as a cooperation request from the non-priority first motor vehicle 10 to the priority second motor vehicle 20.

[0057] Upon detection of a need for cooperation, a cooperative maneuver coordination process begins between the first and second motor vehicles 10 and 20, which can extend over several update cycles, i.e., over several time intervals of, for example, 100 ms. In step 300, provision can be made to increment a cooperation counter by one counting step, which can subsequently serve to control the cooperative maneuver coordination process. A previously initialized cooperation counter is activated in the first update cycle after detection of a need for cooperation, for example, by increasing it from zero to the value one.

[0058] The non-priority first motor vehicle 10 can thus update its own, i.e., the first planned travel trajectory 11, based on the currently valid planned travel trajectory 11 planned in an immediately preceding update cycle in step 350. The first planned travel trajectory 11 updated by updating continues to conflict with the received currently valid second planned travel trajectory 21 of the prioritized second motor vehicle 20. By subsequently transmitting the updated first planned travel trajectory 11 in step 730, the first motor vehicle 10 signals that it still intends to merge into the right lane of the three-lane road—at least for the next update cycle.The still conflict-ridden, updated first planned travel trajectory 11 can and should continue to be interpreted as a maintained cooperation request of the first motor vehicle 10.

[0059] The non-privileged first motor vehicle 10 must always avoid a collision while coordinating its intended driving maneuver with the privileged motor vehicle 20. For this purpose, an avoidance trajectory 12 can be planned by the maneuver planning device 2 of the non-privileged first motor vehicle 10 during step 350. Such an avoidance trajectory 12 for a collision-free driving maneuver can be used if the conflict between the first planned driving trajectory 11 and the second planned driving trajectory 21 is not resolved, or not resolved in a timely manner, with a cooperation offer from the privileged second motor vehicle 20.

[0060] In step 400, the maneuver planning device 2 of the second motor vehicle 20 with priority determines a number of potential cooperation trajectories that are collision-free with the planned first travel trajectory 11 of the non-priority motor vehicle 10. As already described in connection with the Figure 3As explained, in the present example, depending on the traffic situation, the first potential cooperation trajectory 22a and, alternatively, the second and third potential cooperation trajectories 22b and 22c come into consideration for the prioritized first motor vehicle 10 in order to resolve the identified conflict cooperatively. The potential cooperation trajectories are each evaluated against the second planned travel trajectory with costs corresponding to a cost function of the prioritized motor vehicle 20. Using the cost function, the effort of each of the determined potential cooperation trajectories 22a, 22b, and 22c can be estimated compared to the planned travel trajectory 21 of the prioritized motor vehicle 20. For example, time and energy requirements and / or other factors can be incorporated into the cost function.

[0061] In the Figure 3From the potential cooperation trajectories 22a, 22b, and 22c shown, it can be assumed that the effort for a first potential cooperation maneuver according to the first cooperation trajectory 22a is relatively high, since the braking maneuver would require the prioritized second motor vehicle 20 to invest time and kinetic energy in cooperating with the non-priority first motor vehicle 10. The second potential cooperation trajectory 22b is less costly for the prioritized motor vehicle 20, since a lane change would only result in a comparatively small reduction in comfort. The third potential cooperation trajectory 22c is obviously the most costly alternative, since here the costs for a corresponding braking maneuver add up to a reduction in comfort.In connection with step 500, the second potential cooperation trajectory 22b is identified as the most cost-effective alternative from the number of three potential cooperation trajectories. The costs for the second potential cooperation trajectory 22b are compared with a cost threshold of the prioritized second motor vehicle 20. If it was determined in step 500 that the cost threshold is met, the second cooperation trajectory 22b is determined or selected as the most cost-effective cooperation trajectory.

[0062] If, however, it has been determined that the cost limit is not being met, cooperation with the non-privileged first motor vehicle 10 is not considered for the prioritized second motor vehicle 20. In this case, the second planned travel trajectory 21 is updated by updating in step 720 and subsequently communicated in environment 1.

[0063] If a most cost-effective cooperation trajectory was determined in step 500, it is subsequently checked in step 600 whether the selected most cost-effective cooperation trajectory 22b conflicts with one of the received planned travel trajectories of a third motor vehicle of the environment 1.

[0064] Figure 3 illustrates that the two intended driving maneuvers described by the second cooperation trajectory 22b and by the third planned driving trajectory 31 could or would lead to a collision between the second and third motor vehicles 20 and 30. The maneuver planning device 2 of the prioritized second motor vehicle 20 consequently detects a conflict between the most cost-effective cooperation trajectory 22b and the planned driving trajectory 31 of the third motor vehicle 30.

[0065] As a result of the maneuver conflict determined in step 600, a check is carried out in step 700 to determine whether an alternative cooperation trajectory exists from the number of potential cooperation trajectories determined in step 400, which is free of conflict with the planned travel trajectory 31 of the third motor vehicle 30 and whose costs comply with the cost limit of the priority motor vehicle 20.

[0066] If no alternative cooperation trajectory exists or could be determined that cumulatively fulfills both of the above-mentioned conditions, in step 800 the most cost-effective cooperation trajectory 22b is communicated together with an updated own planned travel trajectory 21 as a pair of updated planned travel trajectories of a priority motor vehicle 20 in the shared environment 1 by means of the vehicle-to-vehicle communication device 3.

[0067] If, however, an alternative cooperation trajectory has been found that both complies with the cost threshold of the second motor vehicle 20 and is conflict-free with the planned travel trajectory 31 of the third motor vehicle 30, in step 810, in addition to the alternative cooperation trajectory, the most cost-effective cooperation trajectory 22b is transmitted as a pair of updated planned travel trajectories of the second motor vehicle 20 in the shared environment 1. According to an example situation that is not the subject of the claimed invention, the second most cost-effective cooperation trajectory 22a is identified as the alternative cooperation trajectory of the second motor vehicle 20.

[0068] During transmission, in step 810, the determined second-most favorable cooperation trajectory 22a can optionally be communicated together with the most cost-effective cooperation trajectory 22b as a pair of updated planned travel trajectories of the priority motor vehicle 20 in the shared environment 1.

[0069] The Figure 4 shows the two alternatives of an updated representation of the Figure 1 known traffic situation at a time after which the planned driving trajectories of all three motor vehicles 10, 20 and 30 were updated by means of the maneuver planning devices 2 and communicated again in the common environment 1 by means of the vehicle-to-vehicle communication devices. During the 100 ms repetition time, the motor vehicles have compared to the Figure 1The vehicle moves along the multi-lane road in the direction of travel from the location shown. At a driving speed of, for example, around 90 km / h, a distance of approximately 2.5 m is covered. Consequently, the temporal horizon for projecting intended driving maneuvers was projected one repetition interval into the future.

[0070] As shown on the left in the Figure 4a As shown, the most cost-effective cooperation trajectory 22b was transmitted together with the second most cost-effective cooperation trajectory 22a as a pair of updated planned travel trajectories of the priority motor vehicle 20 in environment 1.

[0071] The Figure 4brepresents a situation in which no suitable alternative communication trajectory could be found. Consequently, according to step 800, the updated planned travel trajectory 21 was transmitted together with the most cost-effective second cooperation trajectory 22b as a pair of updated planned travel trajectories of the priority motor vehicle 20 in environment 1.

[0072] From the two images of the Figure 4It can be seen that the second cooperation trajectory 22b for the most cost-effective, i.e., the preferred, cooperative driving maneuver of the second motor vehicle 20 could not be implemented without the active assistance of the third motor vehicle 30. The second motor vehicle 20 does not have priority over the third motor vehicle 30 to carry out a lane change maneuver according to the second cooperation trajectory 22b. For the lane change, a second cooperative maneuver coordination is therefore required between the now non-priority second motor vehicle 20 and the privileged third motor vehicle 30. One idea behind the maneuver coordination described here is that a potential cooperation partner, i.e., in the present example, the second motor vehicle 20, can be differently cooperative towards a vehicle requiring cooperation, i.e., in the present case, the first motor vehicle 10.Thus, there are different levels of cooperation, which can be divided into unconditionally cooperative, conditionally cooperative, or non-cooperative.

[0073] The left figure a) of the Figure 4 shows an unconditionally cooperative second motor vehicle 20, which will enable the first motor vehicle 10 to perform the intended merging maneuver under all circumstances. The right figure b) of the Figure 4 shows, however, a conditionally cooperative second motor vehicle 20, which offers cooperation only under the condition that the third motor vehicle 30, in the capacity of a cooperation helper, supports the second motor vehicle 20 in the desired lane change according to the most cost-effective cooperation trajectory 22b.

[0074] The cooperation level can be individually controlled depending on the cost function in conjunction with the cost threshold of a potential cooperation partner.

[0075] The second cooperation trajectory 22b of the second motor vehicle 20 also represents, in the case of unconditional cooperation according to Figure 4a represents the cooperation maneuver that is preferred by the second motor vehicle 20 for cooperative maneuver coordination with the first motor vehicle 10. By transmitting the second cooperation trajectory 22b, which conflicts with the third planned travel trajectory 31, a cooperation request is implicitly directed to the third motor vehicle 30.

[0076] The Figure 6shows that the third motor vehicle 30, provided it is willing to cooperate with the second motor vehicle 20 depending on the cost, could in principle provide three potential cooperation trajectories 32a, 32b, and 32c. A lane change from the middle to the left lane without braking represents the cooperation maneuver with the least effort for the third motor vehicle 30. The corresponding trajectory can be selected as the most cost-effective cooperation trajectory 32b for a maneuver cooperation.

[0077] After the previously described update cycle according to Figure 5 by the maneuver planning devices 2 of all three motor vehicles 10, 20 and 30 and concluded with a mutual exchange of updated planned travel trajectories, a new update cycle can begin.

[0078] If the second motor vehicle 20 is necessarily cooperative, as in the Figure 4aAs shown, in step 200, the maneuver planning device 2 of the first motor vehicle 10 determines that its own planned travel trajectory 11 does not conflict with any of the other received travel trajectories. In step 250, the own planned travel trajectory 11 is updated by updating. The cooperation between the first and second motor vehicles 10 and 20 can be considered successful and thus terminated. The first motor vehicle 10 may execute its intended merging maneuver. The current cooperation counter from the previously described update cycle is reset, and any evasive trajectory that may have been reserved can be discarded. In step 710, the updated own travel trajectory 11 is transmitted.

[0079] In the case of a second motor vehicle 20 that is unconditionally cooperative with the first motor vehicle 10, only a cooperation between the second motor vehicle 20 and the third motor vehicle 30 needs to be coordinated. In step 300 of the Figure 5 In the sequence shown for an update cycle, the two maneuver planning devices 2 of the second and third motor vehicles 20 and 30 determine that the second motor vehicle 20 is the non-priority motor vehicle and that the third motor vehicle 30 is the priority motor vehicle. In steps 400 to 500, the maneuver planning device of the priority third motor vehicle 30 determines a most cost-effective cooperation trajectory 32b that does not conflict with any other planned travel trajectory within the shared environment 1.

[0080] If the determined most cost-effective cooperation trajectory 32b exceeds an individual cost threshold of the privileged third motor vehicle 30, the third motor vehicle's own planned travel trajectory 31 is updated in step 720 and communicated as an updated planned travel trajectory 31 in the shared environment 1. Thus, no cooperation is offered to the second motor vehicle 20. The second motor vehicle 20 can maintain its cooperation request for a number of subsequent update cycles, for example, controlled by a cooperation counter.

[0081] In the case of a second motor vehicle 20 that is absolutely cooperative with the first motor vehicle 10 and a third motor vehicle 30 that is not cooperative with the second motor vehicle 20, the traffic situation is resolved as shown in the Figure 7a shown.

[0082] If the third motor vehicle 30 is also cooperative with the second motor vehicle 20, i.e., if the costs for the most cost-effective cooperation trajectory 32b comply with the cost limit of the third motor vehicle 30, the maneuver planning device 2 of the third motor vehicle 30 determines in step 600 that the most cost-effective cooperation trajectory 32b does not conflict with any received planned travel trajectory of another motor vehicle. Consequently, in step 820, the most cost-effective cooperation trajectory 32b is transmitted as an updated planned travel trajectory via vehicle-to-vehicle communication. The traffic situation resolves after a successful maneuver coordination, as shown in the Figure 7b shown.

[0083] If the second motor vehicle 20 is only partially cooperative, as in the Figure 4bAs shown, in step 200, the maneuver planning device 2 of the first motor vehicle 10 further detects a conflict between the vehicle's own and the received planned travel trajectory 11 and 21. In step 300, the cooperation counter is incremented, and it is determined that the first motor vehicle 10 does not have priority over the second. If a termination criterion, e.g., a threshold value for a time to collision (TTC), has not yet been met, the vehicle's own planned travel trajectory 11 can be updated in step 350 and transmitted as an updated planned travel trajectory 11.

[0084] The third motor vehicle 30, by means of its maneuver planning device 2, as already described above, determines for the first time a conflict between its own planned travel trajectory 31 and the most cost-effective cooperation trajectory 22b transmitted by the second motor vehicle 20 as a planned travel trajectory and can offer a cooperation trajectory 32b in step 820 depending on the cost or can continue its own planned travel trajectory in step 720 and reject cooperation.

[0085] In the second update cycle, the second motor vehicle 20 will essentially update its own planned travel trajectory 21 as well as its most cost-effective cooperation trajectory 22b. In steps 300 and 600 of the second update cycle, it is further determined that both its own planned travel trajectory 21 and the most cost-effective cooperation trajectory 22b each conflict with a planned travel trajectory of one of the other motor vehicles. Accordingly, in step 800, a newly determined most cost-effective cooperation trajectory 22b is transmitted together with an updated own planned travel trajectory 21 as a pair of updated planned travel trajectories of a priority motor vehicle 20.

[0086] As long as the third motor vehicle 30 is not cooperative and, as in Figure 8ashown, communicates an updated own planned travel trajectory 31 in the common environment, the second motor vehicle 20, which is conditionally cooperative but has priority over the first motor vehicle, will maintain its own planned travel trajectory 21 and update and transmit it cyclically.

[0087] A cooperation between the three motor vehicles 10, 20, and 30 can also be terminated without success if the maneuver planning device 2 of the first motor vehicle selects, or must select, the available avoidance trajectory 12 as the updated planned travel trajectory. In a subsequent update cycle, the second motor vehicle 20 would no longer detect a conflict between its own planned travel trajectory and a received planned travel trajectory. The conflict-free own planned travel trajectory 21 is updated according to step 250 and communicated in step 710 as an updated planned travel trajectory in the shared environment. One or more cooperation counters, which serve to control the cooperative maneuver coordination between the first and second motor vehicles 10 and 20, as well as between the second and third motor vehicles 20 and 30, can be reset in step 350. The Figure 9ashows the exemplary traffic situation after an unsuccessful maneuver coordination.

[0088] If the third motor vehicle 30 is cooperative with the second motor vehicle 20 by transmitting the most cost-effective cooperation trajectory 32b as an updated planned travel trajectory by the third motor vehicle 30, the maneuver planning device 2 of the second motor vehicle 20 will determine in step 600 of a subsequent update cycle that the most cost-effective cooperation trajectory 22b currently determined in the update cycle is conflict-free. Thus, in step 820, the conflict-free cooperation trajectory 22b can be transmitted as an updated planned travel trajectory via the associated vehicle-to-vehicle communication device 3.

[0089] In a further subsequent update cycle, the first motor vehicle 10 can determine its own conflict-free planned travel trajectory 11. The Figure 9b shows the exemplary traffic situation after a successful maneuver coordination between three motor vehicles.

[0090] In the Figure 10 A motor vehicle 1 is shown, which comprises a maneuver planning device 2 and an associated vehicle-to-vehicle communication device 3. The maneuver planning device 2 can retrieve received messages with currently planned travel trajectories from a buffer of the vehicle-to-vehicle communication device 3 or communicate, i.e., send, its own currently planned travel trajectories via the latter. Alternatively, received messages can be actively forwarded to the maneuver planning device 2.

[0091] Although the subject matter has been illustrated and explained in detail by means of exemplary embodiments, the invention is not limited by the disclosed examples, and other variations may be derived therefrom by those skilled in the art. It is therefore clear that a multitude of possible variations exist. It is also clear that the exemplary embodiments mentioned are merely examples and should not be construed as limiting the scope, possible applications, or configuration of the invention in any way.Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without departing from the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description. List of reference symbols

[0092] 2Maneuver planning device 3Vehicle-to-vehicle communication device 10First motor vehicle 11Planned travel trajectory 20Second motor vehicle 21Planned travel trajectory 30Third motor vehicle 31Planned travel trajectory 100Retrieving received planned travel trajectories 200Comparing planned travel trajectories 250Updating one's own planned travel trajectory 300Determining a priority and a non-priority motor vehicle 350Updating one's own planned travel trajectory and maintaining an alternative trajectory 400Determining and evaluating potential cooperation trajectories 500Determining a most cost-effective cooperation trajectory within a cost threshold 600Conflict check of the most cost-effective cooperation trajectory 700Determining a conflict-free alternative cooperation trajectory within the cost threshold 710Transmitting the updated own planned travel trajectory 720Transmitting the updatedown planned trajectory 730Transmit the updated own planned trajectory or the available alternative trajectory 800Transmit the most cost-effective cooperation trajectory and an updated own planned trajectory 810Transmit the most cost-effective cooperation trajectory and an alternative cooperation trajectory 820Transmit an updated own planned trajectory

Claims

1. Method for coordinating driving maneuvers between motor vehicles (10, 20, 30) within a common local environment (1), wherein each of the motor vehicles (10, 20, 30) continuously updates at least one planned driving trajectory (11, 21, 31) for an intended driving maneuver by means of a maneuver planning device (2) of the respective motor vehicle (10, 20, 30) and communicates by means of a vehicle-to-vehicle communication device (3) in the environment (1), wherein the maneuver planning devices (2) each go through update cycles which comprise the following steps: a) retrieving (100) planned driving trajectories of intended driving maneuvers of the other motor vehicles in the surrounding area (1) received via the vehicle-to-vehicle communication device (3); b) comparing the received planned travel trajectories with one's own planned travel trajectory and determining (200) whether there is a conflict between one's own planned travel trajectory and the received planned travel trajectories; c) determining (300) , if a conflict was determined during the comparison of driving trajectories between the vehicle's own planned driving trajectory and one of the received planned driving trajectories of another motor vehicle, a privileged motor vehicle (20; 30) which is privileged to carry out an intended driving maneuver according to its conflicting planned driving trajectory (21; 31), and a non-privileged motor vehicle (10; 20) which is not privileged to carry out an intended driving maneuver according to its conflicting planned driving trajectory (11; 21); d) determining (400) a number of potential cooperation trajectories by a maneuver planning device (2) of a privileged motor vehicle (20; 30) which are free of conflict with the planned travel trajectory of the non-privileged motor vehicle (10; 20), wherein the potential cooperation trajectories (22a, 22b, 22c; 32a, 32b, 32c) are evaluated with costs according to a cost function and in comparison to a cost limit value of the privileged motor vehicle (20; 30); characterized in that the update cycles carried out further comprise the following steps: e) checking (700), if a conflict check (600) has identified a conflict between a most cost-effective cooperation trajectory (22b) from the number of potential cooperation trajectories and a received planned travel trajectory (31) of a third motor vehicle (30), whether among the potential cooperation trajectories an alternative cooperation trajectory exists which is free of conflict with the planned travel trajectory (31) of the third motor vehicle (30) and whose costs comply with the cost limit of the privileged motor vehicle (20); f) transmitting (810), if an alternative cooperation trajectory exists, the alternative cooperation trajectory together with the most cost-effective cooperation trajectory (22b) as a pair of updated planned travel trajectories of the privileged motor vehicle (20).

2. Method according to one of the preceding claims, wherein, if an alternative cooperation trajectory does not exist, the most cost-effective cooperation trajectory (22b) is transmitted (800) together with an updated own travel trajectory (21) as a pair of updated planned travel trajectories of the privileged motor vehicle (20).

3. Method according to one of the preceding claims, wherein the most cost-effective cooperation trajectory (22b) is transmitted (820) as an updated planned travel trajectory, provided that the conflict check (600) found that there is no conflict between the most cost-effective cooperation trajectory (22b) and a planned travel trajectory (31) of a third motor vehicle (30).

4. Method according to one of the preceding claims, wherein the own planned travel trajectory (21, 31) of the privileged motor vehicle (20; 30) is updated by updating and transmitted as an updated planned travel trajectory (720) if it was determined during a cost check (500) that none of the potential cooperation trajectories (22a, 22b, 22c; 32a, 32b, 32c) complies with the cost limit of the privileged motor vehicle (20; 30).

5. Method according to one of the preceding claims, wherein a maneuver planning device (2) of a non-privileged motor vehicle (10; 20) updates (350) its own planned travel trajectory (11; 21) by updating it and transmits it (730) by means of the vehicle-to-vehicle communication device (3).

6. Method according to the preceding claim 5, wherein a maneuver planning device of the non-privileged motor vehicle (10) further determines and / or updates (350) an avoidance trajectory (12) which is free of conflict with the received planned travel trajectory (21) of the privileged motor vehicle (20).

7. Method according to the preceding claim 6 0, wherein a maneuver planning device of the non-privileged motor vehicle (10) replaces (350) the vehicle's own planned travel trajectory with the avoidance trajectory (12) and transmits (730) by means of the vehicle-to-vehicle communication device (3) as an updated planned travel trajectory, provided that a triggering event is detected by the maneuver planning device (2).

8. Method according to one of the preceding claims, wherein a coordination counter is incremented if a conflict between the own planned travel trajectory and one of the received planned travel trajectories of another motor vehicle was determined during the comparison (300) of travel trajectories .

9. Maneuver planning device for a motor vehicle (10; 20; 30) for planning and coordinating driving maneuvers with other motor vehicles in a common environment (1), comprising a data interface for a vehicle-to-vehicle communication device (3) and a computing unit and a program code for carrying out the method according to one of claims 1 to 9.

10. Computer program which, when executed on a computing unit within a maneuver planning device (2), instructs the respective computing unit to execute a method according to one of claims 1 to 8.

11. A computer program product having a program code stored on a computer-readable medium comprising instructions which, when executed by a computer, cause the computer to carry out the method according to any one of claims 1 to 8.

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