Method of controlling a vehicle on a traffic surface by a traffic system

Abstract

Method for controlling a vehicle on a traffic surface by a traffic system This method for controlling a vehicle (14) on a traffic surface (12) by a traffic system (10), comprises the traffic system (10) determining a route (28, 28a) for the vehicle (14) on the traffic surface (12) and the vehicle (14) moving along the route (28, 28a) in an automated manner, on the traffic surface (12). The determination of the route (28, 28a) comprises the steps: determining the load on the areas of the traffic surface (12) by vehicles (14) during a given period, and determining the route (28, 28a) for the vehicle taking into account the determined load on the traffic surface (12). Figure for abstract: Figure 2

Description

Title of the invention: Method for controlling a vehicle on a traffic surface by a traffic system

[0001] The invention relates to a method for controlling a vehicle on a traffic surface by a traffic system, the traffic system determining a path for the vehicle on the traffic surface and the vehicle moving along the path in an automated manner, in particular in a remotely controlled manner by the traffic system, on the traffic surface.

[0002] Traffic systems for controlling vehicles on a traffic surface are generally known. Such a traffic system plans and controls the movement of vehicles on the traffic surface. For example, the traffic system may determine a path on the traffic surface for each vehicle, the path going from a starting position to a target position on the traffic surface.

[0003] The route can be transmitted to the vehicle so that the vehicle can travel the route autonomously, in particular in an automated manner.

[0004] Optionally, driving instructions can be determined for the vehicle from the route, for example acceleration, braking or steering instructions. These can be transmitted to the vehicle individually or for the entire route. The vehicle can implement the driving instructions and thus follow the route.

[0005] The vehicle is monitored on the traffic surface by the traffic system, which monitors in particular whether the vehicle is following the determined route. In the event of deviations of the vehicle from the determined route or, for example, in the event of dangerous situations, the route can be corrected and / or a new route or new driving instructions can be determined and sent to the vehicle. In particular, the control of the vehicle can be taken over entirely by the traffic system, i.e. the vehicle can be controlled remotely by the traffic system after a transfer to the traffic system.

[0006] For example, the traffic system is a parking system in which the vehicle is transferred to the parking system at a transfer station. After this, a parking position is determined for the vehicle, as well as a distance to be traveled to this parking position, and the vehicle is moved over the traffic surface by the traffic system to the parking position. On request, the parking system can return the vehicle to the transfer station for the vehicle to be returned to the driver.

[0007] In such systems, certain paths or areas of the traffic surface may be subject to heavy loads from vehicles moving over the traffic surface. This load may result in increased wear and tear on the traffic surface, which may require costly renovation work. These may disrupt the flow of traffic within the traffic system.

[0008] The invention aims to provide a method for controlling a vehicle on a traffic surface which makes it possible to avoid or delay premature wear of certain areas of the traffic surface.

[0009] The invention relates to a method for controlling a vehicle on a traffic surface by a traffic system, the traffic system determining a path for the vehicle on the traffic surface and the vehicle moving along the path in an automated manner, in particular in a remotely controlled manner by the traffic system, on the traffic surface. Determining the path comprises the following steps:

[0010] - determination of the stress on the areas of the traffic surface by vehicles during a specific period,

[0011] - determination of the route for the vehicle taking into account the load determined from the traffic surface, in particular, areas of high determined stress being avoided and / or areas of low determined stress being favored for determining the route.

[0012] Usually, the routes traveled on the traffic surface are optimized with respect to the shortest driving time or the shortest route. As a result, the same routes or sections are often taken. In particular, these routes or sections are always taken in the same way. This results in greater wear in these areas and therefore higher maintenance or renovation costs.

[0013] The invention is based on the idea of ​​determining the path of a vehicle in such a way as to obtain more uniform stress and therefore more uniform wear of the entire traffic surface or parts thereof.

[0014] According to the method described above, the traffic system tracks the movements of the vehicles on the traffic surface and determines from these movements, for each area of ​​the traffic surface, a load resulting from these movements. The tracking can be ensured, for example, by means of the sensors of the traffic system, which are used to monitor and control the vehicles on the traffic surface. In particular, the determined movements and / or loads can be stored, a permanent update of the stored movements and / or loads with the movements of the vehicles located on the traffic surface being carried out during operation of the traffic system.

[0015] The determination of a route is then carried out in such a way that the route avoids areas or sections with high stress or favors sections with low stress. This results in more uniform use and therefore stress on the traffic surface, which makes it possible to avoid or at least delay premature wear of certain areas or sections.

[0016] In addition to the load, other factors can also be used for the section calculation, for example the route, the driving speed, the current load of certain sections or the prevention or reduction of dangerous situations. Independently of this, however, it is necessary to obtain substantially identical or similar loads of the different areas during the period of use, in order to avoid premature wear of certain areas of the traffic surface.

[0017] For example, the stress on the areas of the traffic surface can be stored in a map of the traffic surface, in particular in a heat map, the map being continuously updated. This allows a simple representation of the stress on the traffic surface. In particular, the vehicles that are on the traffic surface are monitored and the update includes the vehicle monitoring information.

[0018] The load on the areas of the traffic surface may consist of different influencing factors. In particular, these influencing factors may be grouped into an overall load on the area or acquired as an individual load. In particular, the determination of the path may be carried out from the overall load or on the basis of the separate individual loads.

[0019] The stress on the areas of the traffic surface may, for example, comprise the number and type of vehicle passages. This means that the number of vehicles and their driving behavior are determined and a stress on the traffic surface is deduced therefrom. In such an embodiment of the method, the determination of the route is carried out, for example, in such a way that the number of passages in each area is approximately the same.

[0020] In particular, additional vehicle parameters can be acquired to more precisely determine the load of the zones, for example a vehicle weight, the number of axles or the axle load of the individual axles. In addition, the vehicle speed can for example be detected. In particular, the passing frequency, i.e. the time interval between two passes, can also be determined and taken into account. In particular, the directions of the passes can also be detected. Overall, these additional factors make it possible to determine a much more precise stress on an area.

[0021] Speed ​​variations, in particular braking maneuvers or strong accelerations, as well as turns, can also cause a high stress on an area, in particular in intersection areas where braking is always carried out at the same positions. The stress on the areas of the traffic surface therefore preferably includes the number and type of speed variations and / or changes in direction of the vehicles.

[0022] Preferably, the determination of the path comprises taking into account areas which have a low stress, in particular, when there are several possible paths, the path which includes the areas having the lowest determined stress being chosen and / or the path which includes the areas having the highest determined stress being avoided.

[0023] The consideration of the stresses of the zones when determining the route can be carried out in different ways. For example, the route can be determined in such a way that the stresses of the zones along the route add up or have on average a determined stress that is as low as possible. It is also possible to avoid entirely or as far as possible the zones where the load is particularly high and / or to give particular priority to the zones where the load is particularly low.

[0024] To achieve as uniform a loading as possible of the roadway in an area, the path determination can be carried out such that several traffic lanes are used alternately in an area, or a new path is determined so that it passes next to the path of another vehicle passing through the same area.

[0025] By way of example, the determination of the route may also include taking into account deviations or inaccuracies from a determined ideal route. Usually, a route is predefined very precisely, i.e. very precise driving instructions are sent to the vehicle. However, this has the consequence that the vehicles always use the same traffic lanes. The integration of deviations makes it possible to distribute the loads more evenly over a section, and thus to widen the traffic lane or to use several traffic lanes. For example, on a section, a vehicle may not drive exactly in the center, but, within the limits of the required safety distances, further to the right or further to the left. It is also possible to make turns with different radii of curvature.

[0026] The deviations can for example be predefined. The path is therefore determined in such a way that there is a known and precisely defined deviation from the path or the traffic lane used so far or mainly. The vehicle therefore receives appropriate instructions which contain these deviations.

[0027] Alternatively, the path or traffic lane may be determined as a corridor within which the vehicle may move, with inaccuracies due to random movement of the vehicle within that corridor. For example, such corridors may have different widths. In particular, the traffic system accurately detects the movement of the vehicle within such a corridor to ensure that the use of the traffic surface is uniform and that the vehicle always moves within the predefined corridor.

[0028] Controlling the vehicle may include sending driving instructions from the traffic system to the vehicle, the driving instructions having a deviation or inaccuracies from the driving instructions for a determined ideal route.

[0029] When controlling the vehicle, distances to other objects are often defined, in particular safety distances, which the vehicle must maintain when moving on the traffic surface. Deviations and inaccuracies can also be due to variations in the distances to other objects, the required safety distances always being maintained.

[0030] For example, the route determination can also be carried out depending on the vehicle for which the route is determined. The stress on the traffic surface depends, for example, on the weight, axle load and / or number of axles of a vehicle. It is preferable to include the expected stress on the vehicle in the route determination. This means, for example, that vehicles that exert low pressure on the traffic surface, such as light vehicles or vehicles with a low axle load, can be guided over heavily stressed areas, at least in sections. Vehicles that place a high stress on the traffic surface are, for example, guided exclusively over areas that have a determined low stress or, for these vehicles, passage over heavily stressed areas is excluded or at least reduced to the necessary minimum.

[0031] Furthermore, the stress can be influenced by the type of maneuvers performed. The determination of the route and / or the determination of driving instructions for the route of the vehicle can be carried out in such a way that vehicle movements, which result in a higher stress on the traffic surface, take place in areas which have a determined low stress. For example, braking or acceleration operations can be carried out in different ways in order to avoid a one-sided stress.

[0032] In particular, the determined stress on the traffic surface can be used to be able to plan maintenance or renovation measures. For example, it is possible to determine the evolution over time of the stress in order to establish a prognosis on the wear and therefore on the maintenance or renovation measures to be implemented.

[0033] Other advantages and characteristics are presented in the description below with reference to the accompanying drawings. Among these:

[0034] [Fig.l] [Fig.l] is an overview of a circulation system, and

[0035] [Fig.2] [Fig.2] schematically represents the stress on a section of the zone of circulation of the circulation system of [Fig.l];

[0036] [Fig.3] [Fig.3] represents different determined routes in the traffic zone of [Fig.2]; and

[0037] [Fig.4] [Fig.4] schematically represents a method according to the invention for the control of a vehicle in the traffic system of [Fig.l].

[0038] A traffic system 10 is shown in [Fig. 1]. The traffic system 10 comprises a traffic surface 12 on which vehicles 14 can move, as well as several monitoring sensors 16 which can detect the entire traffic space 12 as well as the vehicles 14 and other road users, for example pedestrians, moving in the traffic space 12. Furthermore, the traffic system 10 comprises a control unit 18 as well as a communication device 20 for establishing communication links 22 with the vehicles 14.

[0039] In the embodiment illustrated herein, the traffic surface 14 is a parking space and the traffic system is a vehicle parking system. The traffic surface 14 includes parking areas 24 and routes 26 allowing vehicles 12 to access the parking areas.

[0040] The control unit 18 can determine a route 28 within the traffic space 12 for each of the vehicles 14, based on the information detected by the monitoring sensors 16 concerning the traffic space 12 as well as the vehicles 14 moving therein. Corresponding driving instructions or control commands for the vehicles 14 can be determined from the route 28. These driving instructions or control commands can be sent to the vehicles 14 via the communication links 22.

[0041] For this purpose, the vehicles 14 each comprise a communication unit 30 making it possible to establish the communication link 22 with the communication device 20. The communication unit 30 or the communication link 22 allows the vehicles 14 to receive the control commands and to transmit them to a vehicle control device 32. The vehicle control device 32 can implement the control commands such that the vehicles 14 are moved by the traffic system 10, in particular remotely, through the traffic space 12.

[0042] The traffic system 10 also comprises a transfer zone 34. A vehicle user can transfer his vehicle 14 to the parking system in the transfer zone 34. The parking system then establishes a communication link 22 with the vehicle 14, the vehicle being uniquely identified, in particular in the transfer zone 34, for further tracking by means of the sensors 16. After this, the traffic system 10 remotely controls the vehicle 14 to a parking space 36 on the parking lot 24 by sending the control commands.

[0043] If the vehicle user wishes to use his vehicle 14, a communication link 22 is again established with the vehicle 14 and the vehicle 14 is driven, by means of corresponding control commands, to the transfer zone 34 where the vehicle user can take possession of his vehicle 14.

[0044] The traffic system 10 monitors the vehicles 14 within the traffic space 12 by means of the monitoring sensors 16 and can correct the control commands or driving instructions intended for the vehicles 14 based on the information from the monitoring sensors 16.

[0045] The control of the vehicles 14 within the traffic space 12 is here entirely taken over by the traffic system 10. The traffic system 10 not only ensures the monitoring of the vehicles 14 and the traffic space 12 but also the control of the vehicles 14.

[0046] The control of the vehicle 14 here comprises the sending of driving instructions and / or control commands which are implemented by the vehicle, in particular in a semi-automated or automated manner, as well as the monitoring of the vehicle 14 and its movements within the traffic space 12. In other words, the traffic system 10 also detects the environment of the vehicles 14 and sends appropriate control commands to divert or stop a vehicle 14 if dangerous zones or obstacles that may affect the vehicle or if other road users are present within the traffic space 12.

[0047] The control of the vehicles 14 takes place in a control circuit in which the position and direction of travel of the vehicles 14 are repeatedly checked by the monitoring sensors 16 as well as by the control unit 18 and compared with the control commands as well as with the determined route 24. If the position and / or direction of travel of a vehicle 14 deviates from the determined route 28 or if the travel cannot be continued along the route 28, for example due to obstacles or dangerous areas, accordingly corrected control commands can be sent to the vehicle 14. If several vehicles 14 are in the parking system 10, the routes 22 which they must take are calculated in such a way that they do not cross each other or that a sufficient safety distance is always guaranteed between the vehicles 14.

[0048] Alternatively, the traffic system can send the determined route 28 to the vehicle 12 and the vehicle 12 moves autonomously along this route 28. Even in the case of this embodiment, the vehicle and its movements are continuously monitored by the traffic system 10 by means of the monitoring sensors 16. If the vehicle 12 deviates from the transmitted route 28, a corrected route 28 is determined and sent to the vehicle 12 or an alert is sent to the vehicle 12.

[0049] Usually, the determination of the path 28 is always done according to the same criteria. This means that an ideal reproducible path 28 is always determined. For example, the path 28 is always determined in such a way that the vehicle is located substantially in the middle of a traffic lane. However, this has the consequence that the coating of the traffic space 12, in particular the routes 26, is always stressed in the same way, which leads, for example, to premature wear of certain areas of the traffic space 12.

[0050] In order to achieve more uniform stress and wear on the traffic space 12, the previous stresses of the different areas of the traffic surface 12 are determined during operation of the traffic system (see [Fig. 4]). The stress on the traffic surface 12 can result from the number and type of vehicle passages 14. In particular, different vehicles 14 can strongly and differently stress the traffic surface 12. For example, the passage of a vehicle with more axles or a higher weight results in a much higher stress than smaller vehicles. This can be taken into account when determining the stresses on the different areas. For example, the vehicle type and / or the vehicle weight can be determined in the transfer area in order to take this information into account when determining the stress on the traffic surface 12..

[0051] In addition, driving information from the vehicles 14 may be acquired and taken into account when determining the load. For example, cornering, acceleration and braking lead to greater load.

[0052] The information concerning the loads on the different zones of the circulation space 12 is then processed in the control unit 18 and an overview of the loads on the circulation surface 12 is determined from this. For example, the representation of the loads is in the form of a map, for example in the form of a heat map, in which the zones 38, 40 and 42 are for example grouped according to their loads. This information, in particular this map, is updated continuously, each time a vehicle 14 passes over the traffic surface 12, so that updated information is always available on the loads of the traffic surface 12 (see [Fig. 2]). In the embodiment illustrated here, only three areas subject to different loads are represented for presentation reasons. However, it is possible to vary the type of representation as well as the number of different loads as desired. In particular, it is also possible to create different maps for different types of load, from which it is also possible to create a map corresponding to a total load.

[0053] A determination of a route 28 is then carried out for a vehicle 14 taking into account the determined stresses on the traffic surface 12. In particular, when determining the route 28, areas of high stress are avoided and / or areas of low stress are favored. It is preferable for the determination of the route 28 to be carried out in such a way that, overall, the traffic surface 12 or certain of its areas are stressed more uniformly.

[0054] For example, it is possible to completely avoid sections of the routes 26 or very frequently used parking areas 24 and to use, for example, other parking areas 24, even if the route 28 to these parking areas 24 is not the closest or computationally shortest route 28 to the next free parking area 24.

[0055] The route 28 can be determined in such a way that the hitherto frequently used areas are completely avoided or at least avoided as far as possible.

[0056] Optionally or additionally, for a more uniform loading of an area of ​​the traffic surface 12, it is also possible to adjust to a certain extent the criteria for determining the path 28, so that the vehicle 14 although uses frequently used areas of the traffic surface 14, is not on the ideal line within this path, but on a path 28a which deviates from the ideal path 28 (see [Fig. 3]).

[0057] These deviations from the ideal line can be caused in a planned manner, for example by adjusting criteria for determining the route 28, for example distances to road markings or other landmarks on the traffic surface 12. In addition, it is possible to use, for example, different radii of curvature for the bends, which can in particular be defined in advance.

[0058] Optionally, these deviations from the ideal line may be caused by deviations or inaccuracies affecting the driving instructions. For example, instead of an ideal line or an ideal path 28, it is possible to determine only one corridor 36 in which the vehicle 14 is to move. Due to the control loop existing when controlling the vehicle 14 on the traffic surface 12, it is always possible to act in good time on the control of the vehicle 14, so that it is guaranteed that the vehicle 14 moves within the predefined corridor.

[0059] In this embodiment, too, the movement of the vehicle 14 is detected by the sensors 16 and the stress on the traffic surface 12 caused by the vehicle 14 is detected more precisely. If, despite the fact that a single traffic lane 36 is predefined, the traffic surface 12 is always stressed in the same or similar manner in these areas, the route 28 can be determined in a different way or the vehicle 14 can be controlled in a different way, for example by predefining the route more precisely or by only having the route 28 pass through areas with little stress.

[0060] In particular, the vehicle type and / or the vehicle weight can also be taken into account when determining the route 28. For example, vehicles 14 which only place a small load on the traffic surface 12 can be guided over areas which are more heavily loaded, while vehicles 14 which place a large load on the traffic surface 12 can be guided exclusively over areas which have been less heavily loaded up to now.

[0061] In particular, depending on the determined stress on the zones, certain zones with significantly higher stress may be prohibited to all vehicles 14 or to some of them.

[0062] In particular, the determined stresses on the traffic surface 12 can be detected over time by the vehicles 14, this making it possible to predict the stresses and therefore the wear of the traffic surface 12. This makes it possible in particular to anticipate maintenance and servicing work.

Claims

Claims

1. Method for controlling a vehicle (14) on a traffic surface (12) by a traffic system (10), the traffic system (10) determining a route (28, 28a) for the vehicle (14) on the traffic surface (12) and the vehicle (14) moving along the route (28, 28a) in an automated manner, in particular in a remotely controlled manner by the traffic system (10), on the traffic surface (12), the determination of the route (28, 28a) comprising the following steps: - determining the load on the areas of the traffic surface (12) by vehicles (14) during a determined period, - determining the route (28, 28a) for the vehicle taking into account the determined load on the areas of the traffic surface (12), in particular, areas of determined high load being avoided and / or areas of determined low load being preferred for the determination of the route (28, 28a).

2. Method according to claim 1, characterized in that the stress on the areas of the traffic surface (12) is stored in a map of the traffic surface (12), in particular in a heat map, the map being continuously updated, in particular, the vehicles (14) which are on the traffic surface (12) being monitored and the update comprising the monitoring information of the vehicles (14).

3. Method according to any one of claims 1 and 2, characterized in that the stress on the areas of the traffic surface (12) comprises the number and type of vehicle passages (14), in particular the directions of the passages.

4. Method according to any one of the preceding claims, characterized in that the stress on the areas of the traffic surface (12) comprises the number and type of speed variations and / or changes of direction of the vehicles (14).

5. Method according to any one of the preceding claims, characterized in that the determination of the path (28, 28a) comprises taking into account paths (28, 28a) which have a low stress, in particular, when there are several possible paths (28, 28a), the path (28, 28a) which has the determined stress the lowest being chosen and / or the path (28, 28a) which presents the highest determined stress being avoided.

6. Method according to any one of the preceding claims, characterized in that the determination of the path (28, 28a) comprises taking into account deviations or inaccuracies with respect to a determined ideal path (28).

7. A method according to any preceding claim, characterized in that controlling the vehicle (14) comprises sending driving instructions from the traffic system (10) to the vehicle (14), the driving instructions having a deviation or inaccuracies compared to the driving instructions for a determined ideal route (28).

8. Method according to any one of claims 6 to 7, characterized in that the deviations and inaccuracies are variations in the distances from other objects.

9. Method according to any one of the preceding claims, characterized in that the determination of the route (28, 28a) and / or the determination of driving instructions for the route (28, 28a) of the vehicle (14) are carried out in such a way that movements of the vehicle (14), which cause a higher load on the traffic surface (12), take place in areas which have a determined low load.

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