Method for performing a driving manoeuvre along a route with a vehicle, and electronic manoeuvring aid system

Abstract

The invention relates to a method for performing a driving manoeuvre along a route (1) with a vehicle (2): in particular moving the vehicle (2) in a first operating state along a first section (3) of the route (1), wherein the vehicle (2) can be located along the first section (3) using a first locating method; in particular moving the vehicle (2) along a second section (3), wherein the vehicle (2) can only be located along the second section (4) using a second locating method; in particular initiating a change to a second operating state on the second section (4), wherein in the second operating state, a manoeuvring operation of the vehicle (2) is to be performed at least partially along a third section (5) of the route (1) following the second section (4); determining a distance (9a); in particular comparing this distance (9a) with a first threshold distance (9b) along which the vehicle (2) may travel at most in the second operating state; in particular determining and providing a maximum path length for the manoeuvring process depending on the result of the comparison.

Description

[0001] Method for performing a driving maneuver along a route with a vehicle, and electronic driving maneuver assistance system

[0002] One aspect of the invention relates to a method for performing a driving maneuver along a route with a vehicle. Another aspect of the invention relates to an electronic driving maneuver assistance system.

[0003] Electronic vehicle guidance systems are available in a wide variety of versions and with a wide range of functions. They either support the vehicle's control during maneuvers or take over control entirely. It is also known that a vehicle can be operated with different levels of autonomy. This makes it possible to transfer control of the vehicle to a greater or lesser extent to a vehicle guidance system.

[0004] A reversing assistance system, also known as a back-drive assist, is also known as a vehicle guidance system. In particular, this system reverses a known trajectory previously traveled by the vehicle in a forward direction and is fully autonomously driven. However, such maneuvers require a high level of safety. The same applies to other maneuvers involving sections that are to be driven autonomously.

[0005] The invention is based on the object of providing a method and a system in which more complex and at least semi-autonomous driving maneuvers can be carried out safely and in a more situation-adapted manner.

[0006] This object is achieved by a method and a system according to the independent claims. Advantageous developments of the invention are defined by the dependent claims, the following description, and the figures.

[0007] One aspect of the invention relates to a method for carrying out a driving maneuver along a route with a vehicle. The method preferably comprises the following steps: a) In particular, the vehicle is moved in a first operating state along a first section of the route. Along the first section, the vehicle can be located using a first localization method. b) In particular, the vehicle is subsequently moved along a second section of the route following the first section. Along the second section, the vehicle can only be located using a second localization method. A degree of accuracy of the localization of the first localization method is greater than a degree of accuracy of the second localization method. c) In particular, a change of the operating state from the first operating state to a different second operating state is initiated on the second section.The second operating state is intended to at least partially carry out a maneuvering operation of the vehicle along a third section of the route following the second section. d) In particular, at least one distance, in particular a distance to be traveled, in particular a distance between a position at which a transition from the localization option of the vehicle using the first localization method to the localization option using only the second localization method has occurred, and the second position at which the change of operating state was initiated, is determined. e) In particular, this distance is compared with a first threshold distance along which the vehicle is permitted to travel at most in the second operating state. f) In particular, the maneuvering operation is planned depending on the result of the comparison in step e).In particular, a maximum path length for the maneuvering operation is determined and provided depending on the result of the comparison. In particular, during planning, for example, at least one piece of auxiliary information for executing the maneuver is provided for the maneuvering operation depending on the comparison, and / or the maneuvering operation is performed on the third section depending on the comparison. In particular, this maximum path length can be an example of auxiliary information for executing the maneuver.

[0008] The procedure enables complex driving maneuvers, which in particular involve a change in operating mode, to be carried out safely and in a more situation-adapted manner.

[0009] For example, a first operating state is an autonomy level and a second operating state is a higher autonomy level.

[0010] The method enables defined switching between operating states, in particular autonomy levels, in order to be able to complete specific route sections individually and with specific support from the vehicle's guidance system. It is particularly advantageous that a shunting maneuver can be specifically performed with greater autonomy of the vehicle guidance. A shunting maneuver is, in particular, one in which the vehicle travels at a speed of less than or equal to 50 km / h, in particular less than or equal to 40 km / h.

[0011] A particular advantage of the method is that the distance is known as information before the shunting operation is carried out. This information can be provided accordingly and is taken into account as basic information for further process steps. It is precisely this distance that makes it possible to know the position of the vehicle in an area with a low localization possibility in relation to the boundary or the area in which localization can then be achieved with greater accuracy. This is precisely what makes it possible to make statements about how the shunting operation can be adapted to the respective situation in a particularly needs-based and safe manner. This also avoids a shunting operation being carried out across the board after a change in operating state, in particular the autonomy level, which could lead to unsafe and critical situations during the shunting operation.This is precisely what the invention prevents. This is because, practically before the shunting operation is carried out, a test scenario is carried out, which allows for individual planning of the shunting operation, taking into account the positional and / or zonal availability of the localization methods and the distance. Particularly advantageous in this case is the determination and provision of a maximum path length for the shunting operation as auxiliary information, depending on the result of the comparison. In particular, for example, one or more auxiliary information items can be generated. However, they can also be predefined and stored in advance. Then, depending on the comparison result, a selection of one of at least two auxiliary information items can be made. Not only the number, but also the content of the auxiliary information items can be individually generated depending on the above-mentioned parameters.This means that, for example, auxiliary information can be generated before the start of the shunting operation that suggests how the shunting operation should be carried out. For example, it could suggest how far the shunting operation can be carried out with the desired second operating mode, in particular the autonomy level, and / or on which drivable section of the route the shunting operation can be carried out. This means, for example, that a vehicle occupant, in particular a driver, can also find out whether and which variant(s) of the shunting operation exist and in particular whether they want to carry out this or one of them. This can also make it easier for a driver to decide, on the basis of the auxiliary information, whether and, if so, how they want to carry out the shunting operation with the second operating mode, in particular the autonomy level, in particular whether they want to have it carried out fully autonomously with the vehicle guidance system.

[0012] Particularly advantageously, the method now also allows different movement paths of the vehicle along the second section to be distinguished. In particular, the final position of the vehicle is determined when the operating state changes relative to the position of the availability transition of the localization methods. This occurs, in particular, regardless of the length of the second section already traveled.

[0013] This is essential in order to be able to assess more effectively, based on this position of the change in operating mode, whether and, if so, how the shunting operation can be carried out. It is thus also possible for at least two different pieces of auxiliary information to be available, at least one of which is then provided, in particular output, depending on the test result.

[0014] This also ensures that auxiliary information for executing the maneuver is provided, which, depending on the respective localization option, provides information that specifically indicates which operating state, in particular which level of autonomy, and in particular over which distance, is suitable for the third section of the route. This allows for improved maneuvering operations of this type. This is because maneuvering operations require particularly high levels of safety and reliability, especially when they are to be carried out highly autonomously, particularly fully autonomously, for example, when the vehicle is reversing.

[0015] In particular, the vehicle is located along the first section at least with the first localization method, in particular with the first and with the second localization method, and is located along the second section only with the second localization method.

[0016] In particular, the operating state is carried out at one end of the second section. For example, the end of the second section is determined by the change in operating state. For example, the distance is a distance to be traveled, in particular in the second operating state, in particular with the higher level of autonomy. This means that this distance is part of the route that the vehicle will travel when carrying out the maneuvering operation. The position and the further position can, for example, define an exact position or each a position range subject to tolerances. A position range at which a transition from the first section to the second section has taken place can, for example, extend over a length of between 0.3 m and 10 m, in particular between 0.3 m and 2 m.A position range at which a transition from the first operating state to the second operating state has occurred can, for example, extend over a length between 0.1 m and 2 m, in particular between 0.1 m and 1 m.

[0017] In particular, generally considered, in step d) the following is carried out: providing information concerning a position reference between the position at which a transition of the localization possibility of the vehicle with the first localization method to the localization possibility with only the second localization method occurs, and the second position at which the change from manual guidance to at least semi-autonomous guidance was initiated.

[0018] In particular, as an alternative to or in addition to step d), a distance is determined between the first position at which a transition from the first section to the second section took place and a second position at which the change in operating state was initiated. In particular, the one position in step d) is the first position. This is the case when, during the maneuvering process, the position at which the vehicle previously traveled along the route is or is to be passed. In another exemplary embodiment, the one position in step d) can also be a different position than the first position. This is the case when, not only at the first position, but also elsewhere, it is additionally known where a corresponding change between the aforementioned localization methods occurs. For example, this can be the case in separate areas, such as a building, e.g. a parking garage.There, at an entrance, which could be the first position, it may already be known that, for example, the first localization method is not available or sufficiently available in the entire building whose dimensions are known. This then also makes it known at which other positions only the second localization method is available. In particular, step d) is carried out depending on at least one influencing criterion. This influencing criterion can be the size and / or shape of the vehicle's surroundings. In particular, this influencing criterion can be determined depending on the first position. One influencing criterion can also be dependent on the first threshold route length. The vehicle's surroundings can therefore also be individually checked for the locations or zone boundaries at which this change between the localization methods occurs, as is the case at the transition between the first and second sections.This means that a distance can be measured not only in relation to the first position passed over, but additionally or alternatively to a different position with such a change in the availability of localization methods.

[0019] A switch to the availability of only the second localization method according to step b) generally means that the first more precise localization method and / or another localization method that is correspondingly as precise as the first localization method is not available.

[0020] In particular, in step f), a maximum path length for the shunting operation is determined depending on the result of the comparison, such that such a maximum path length is selected as one of at least two predefined path lengths. The predefined path lengths can be the first threshold path length and a further threshold path length different therefrom. The further threshold path length can be a second threshold path length, which may be traveled at most with the second operating state, in particular with the second autonomy level, when the first localization method is available. The threshold path lengths can also be referred to as reference path lengths.

[0021] In particular, the first threshold distance is specified, along which the vehicle may travel, particularly during maneuvering, in the second operating mode, in particular the second autonomy level. This can be a value stored in the system. In particular, it is already determined before the start of the maneuver. It can depend on the equipment of the vehicle guidance system with which the maneuvering is to be carried out, especially in the second operating mode. This ensures a very high level of safety during the maneuvering process, especially with regard to critical situations such as collisions, etc.

[0022] The maneuver execution assistance information for the maneuvering process is output in particular depending on the comparison. For example, the maneuver execution assistance information is output visually and / or acoustically to a passenger of the vehicle, for example, via a display and a loudspeaker.

[0023] In one exemplary embodiment, movement along the first section and along the second section occurs in a first operating state. In this operating state, in particular the autonomy level, a vehicle driver assumes at least steering the vehicle. In particular, steering, acceleration, and braking are carried out by the vehicle driver. The first operating state, in particular the first autonomy level, can be purely manual driving of the vehicle by a human driver. During manual driving, however, the driver can also be supported by the vehicle guidance system, but not based on the second operating state, in particular the second autonomy level.

[0024] In other words, the driver assumes at least lateral and / or longitudinal control of the vehicle. For example, the driver also assumes transverse steering of the vehicle, which may be assisted by an electronic vehicle guidance system.

[0025] In one exemplary embodiment, in the second operating state, in particular the second autonomy level, the vehicle is moved fully autonomously using the vehicle's electronic vehicle guidance system. In particular, in the second operating state, in particular the second autonomy level, the electronic vehicle guidance system completely assumes the longitudinal and lateral guidance of the vehicle, i.e., steering, acceleration, and braking.

[0026] In one embodiment, the maneuvering maneuver is to be performed as a reverse movement of the vehicle. In particular, the vehicle covers the first section of the route as a forward movement. Reversing and forward movement are two different methods of locomotion of a vehicle, which differ in the different directions of rotation of the vehicle's wheels about a respective axis of rotation. By increasing the level of autonomy during reversing, this is made easier for the driver, but the method allows for individual prediction and planning, and is therefore also safer. By providing, in particular by outputting, the information required to carry out the maneuver, the driver in particular can make an improved decision as to whether or when to start reversing.

[0027] In one embodiment, during the maneuvering operation, the vehicle is to travel at least the second section, and in particular, if necessary, also at least partially the first section, in the opposite direction. The direction is the opposite of the direction of travel until the change in operating state. The method is particularly advantageous in this embodiment in particular. This is because the safety aspect is particularly important when this predetermined second section is to be traveled as precisely as possible as the third section with a maneuvering operation and also using the vehicle's inverse method of travel. This is especially true when the maneuvering operation begins in an area where localization is reduced compared to the first section. This is where the invention is particularly helpful in avoiding collisions.In particular, in order to correctly inform a vehicle driver before the start of the shunting operation whether shunting with the second operating mode is possible over the entire first threshold route length or not.

[0028] For example, the maneuvering operation can be carried out using a reversing assistant (Back Drive Assist) of the electronic vehicle guidance system. In this case, it is possible for the first and second sections to be driven forward and, in particular, for a trajectory to be recorded. For example, the trajectory can be recorded using the first localization method in the first section and the second localization method in the second section. It is possible for the third section to be driven fully autonomously backwards inversely along the recorded trajectory. This is advantageous, for example, if the vehicle enters a narrow space and has to reverse out of it again, for example because there is insufficient space to turn around. In this case, the more complex reversing movement can be carried out in a planned, fully autonomous manner.

[0029] In general, particularly based on the information from the second localization method, when traveling along the second section, it is recognized whether the travel was carried out using only one method of travel, for example, in the forward direction, or whether this was changed, for example, from the forward direction to the reverse direction. If a change has occurred, it is possible, particularly based on the second localization method, to determine the lengths of the subsections along the second section that were traveled using the first method of travel on the one hand and the second method of travel on the other. This makes it possible to determine, at the position of the change in operating state, how far the vehicle is from the position at which the change in the availability of the localization methods occurred.In particular, this can occur if, starting from the change in the method of travel, the route travelled so far is at least partially reversed in the second section.

[0030] In another exemplary embodiment, the third section can be at least partially different from the second section and / or the first section. The third section, along which the maneuvering operation can take place, in particular takes place, can also be traveled in the forward direction of travel of the vehicle.

[0031] In one embodiment, the first threshold distance is specified with a value between 40 meters and 80 meters. In particular, the threshold distance is 50 meters. In particular, the value of the threshold distance depends on how precisely the vehicle can be located using the second localization method. For example, this means that the less accurately the vehicle can be located using the second localization method, the smaller the value of the threshold distance is specified. This makes it possible, for example, to prevent the vehicle from deviating from a specified trajectory of the third section of the route by more than a maximum deviation value.

[0032] It is possible to mark the first threshold distance using a virtual marker. In this case, the first threshold distance can also be referred to as the marker distance. Using a marker to mark the position at which the first threshold distance is from a vehicle position enables a simple yet accurate comparison of the distance with the first threshold distance.

[0033] In one exemplary embodiment, a second threshold distance is specified along which the vehicle may travel with the second operating state, in particular during maneuvering, if localization of the vehicle is possible using at least the first localization method. The second threshold distance also depends in particular on how precisely the vehicle can be localized using the first localization method. For example, the second threshold distance also depends on the computing capacity of a control unit of the vehicle. In particular, the greater the computing capacity of the control unit, the more accurately the vehicle can be determined using the first localization method. By limiting the threshold distance, it is possible to prevent the vehicle from straying too far from a target trajectory.

[0034] In one embodiment, a value of the second threshold distance of greater than 100 meters, in particular between 100 meters and 250 meters, in particular between 100 meters and 1000 meters, is specified. For example, in a parking garage, the value of the second threshold distance of 1000 meters is specified.

[0035] In one embodiment, if the distance is less than the first threshold distance length during the comparison, auxiliary information for carrying out the maneuver for the maneuver is at least provided, in particular output, that at least the maneuver can be completely driven with the second operating state.

[0036] In other words, the shunting operation can be completed entirely using the second operating mode if the distance is less than the first threshold distance. This makes it possible, for example, to determine before the shunting operation is actually performed whether it can be completed entirely using the second operating mode.

[0037] In one embodiment, if the distance during the comparison is less than the first threshold distance, auxiliary information for carrying out the maneuver is provided for the maneuvering process, in particular outputting the information that, starting from the position at which the change in operating state occurred, an entire section of the route can be traveled with the second operating state upon further movement of the vehicle, which corresponds to the second threshold distance. In particular, the entire section of the route is the third section of the route.

[0038] In one exemplary embodiment, during the maneuvering operation, the second section and, at least in part, the first section are traveled in the inverse direction with the second operating state for a maximum distance equal to the second threshold distance. In particular, the first section is traveled in the inverse direction such that during the maneuvering operation, the position is passed at which the transition from the vehicle's localization option using the two localization methods to the localization option using only the second localization method has occurred. For example, the third section corresponds to the first and / or second section in the inverse direction. This is the case, for example, when using the reversing assistant.

[0039] In one embodiment, the second threshold route length is specified as a flat rate. Alternatively, the second threshold route length is determined dynamically, in particular as a value from a specified value interval. For this purpose, for example, the third section intended for travel is analyzed to determine whether, and if so, how long, there are route sections along which the first localization method is not present. For example, the value for the second threshold route length is determined depending on the number and / or length of these route sections. For example, the value for the second threshold route length can be determined once before the start of the shunting operation. Additionally or alternatively, the value for the second threshold route length can be checked at least once during the shunting operation and changed if necessary.This ensures, in particular for the entire third section intended for travel, that the number and / or length of the route sections along which the first localization method is not present do not exceed the value for the first threshold route length.

[0040] In one embodiment, if the distance is greater than the first threshold distance length during the comparison, auxiliary information for carrying out the maneuver for the maneuver is at least provided, in particular output, that the maneuver cannot be completely driven with the second operating state, in particular the second autonomy level, in particular a partial route must be driven with the first operating state, in particular the first autonomy level.

[0041] If this maneuver execution assistance information is provided to the passenger or driver of the vehicle, they can then decide, for example, whether they want to change the operating mode. For example, the maneuver execution assistance information can also be provided to an evaluation unit, which makes this decision.In one exemplary embodiment, for determining the distance starting from the position at which a transition occurs between the vehicle's localization option using the two localization methods and the localization option using only the second localization method, it is not taken into account whether the second section occurred in only one direction of travel, in particular only as forward travel of the vehicle, or whether a change in direction of travel occurred at least once along the second section, in particular from forward travel of the vehicle to reverse travel of the vehicle. For example, the distance is also determined independently of the distance of the second section.

[0042] In other words, the distance is only determined from the position at which the change in operating state occurs. This prevents an unnecessarily large distance from being determined.

[0043] In one embodiment, the first localization method locates the vehicle using a VSLAM (visual simultaneous localization and mapping) method. For example, the second localization method locates the vehicle based on odometry information. For example, the VSLAM method enables a very precise determination of the vehicle's position, even within the single-digit centimeter range. Therefore, the VSLAM method is advantageous for using the second operating state, in particular the second autonomy level. The odometry information includes, for example, the vehicle's steering angle in combination with wheel revolutions. As a result, the vehicle's position cannot be determined as precisely as with the VSLAM method. However, the odometry information can be provided reliably, in particular more reliably than the VSLAM method.

[0044] In one exemplary embodiment, for comparing the distance with the first threshold distance, available information regarding the orientation of the vehicle along the route and / or information regarding the method of travel intended when performing the maneuvering operation along the third section is provided. This is based on the direction of the first threshold distance along the third section to be traveled. Depending on this information and the direction of the first threshold distance, the value-based comparison of the distance with the first threshold distance is carried out. The information is available in particular during or after the change of operating state and / or before the start of the maneuvering operation with the second operating state.

[0045] The method of locomotion can be forward or reverse. In particular, when the method of locomotion changes, the direction of rotation of a drive wheel of the vehicle about a rotational axis changes.

[0046] In one exemplary embodiment, at least when traveling through the second section and before the end of the second section, the vehicle's method of travel is changed and / or at least a portion of the first section is traveled in the opposite direction. This information is taken into account for determining the distance, in particular for determining the position at which the change in operating state occurred. The method explained above is particularly advantageous for these variants. This is because determining the distance prevents the false assumption in such cases that the vehicle is located the distance from the position of the change in localization methods, which is measured over the entire second section, and thus the false assumption that the vehicle has, for example, only moved away from this position of the change in localization method.

[0047] This means, for example, that the distance decreases when the vehicle, especially on approximately the same trajectory, approaches the position at which the transition from the first section to the second section occurred and / or, if applicable, the marker position. This can also prevent an unnecessarily long distance from being determined.

[0048] In one exemplary embodiment, a vehicle combination comprising a towing vehicle and a trailer is moved during the driving maneuver. Embodiments that use the reversing assistant are particularly advantageous for a vehicle combination. In this case, reversing can take place in the second operating state, in particular fully autonomously. In particular, the driving maneuver-execution assistance information can be provided, in particular output, regarding how far reversing can be carried out in the second operating state. In one exemplary embodiment, the first operating state is a first autonomy level and the second operating state is a higher autonomy level. In addition to or instead of this, it is also possible for the different operating states to relate to different directions of travel, in particular forward travel and reverse travel.

[0049] A further independent aspect relates to a method for performing a forward-backward driving maneuver along a route with a vehicle, comprising the following steps:

[0050] Moving the vehicle manually in the forward direction of travel by a vehicle driver along a first section of the route, wherein the vehicle can be located along the first section using a first localization method, in particular VSLAM;

[0051] Subsequently, the driver manually moves the vehicle at least partially in the forward direction of travel and partially in the reverse direction along a second section of the route following the first section, wherein the vehicle can only be located along the second section using a second localization method, in particular by means of odometry;

[0052] Initiating a change from manual driving of the vehicle to at least semi-autonomous, in particular fully autonomous, driving of the vehicle, wherein the fully autonomous driving is intended to at least partially involve carrying out a manoeuvring operation of the vehicle along a third section of the route following the second section in the reverse direction, and the third section corresponds at least partially, in particular completely, at least to the second section, in particular to the second section and at least partially to the first section, so that the second section specified for the manoeuvring operation is to be traveled in the reverse direction during the manoeuvring operation;

[0053] Providing information relating to a positional reference between the position at which a transition from the vehicle's localization option using the first localization method to the localization option using only the second localization method occurs, and the second position at which the change from manual guidance to at least semi-autonomous guidance was initiated. In particular, this can involve determining at least one distance between a position at which a transition from the vehicle's localization option using the first localization method to the localization option using only the second localization method occurs, and the second position at which the change from manual guidance to at least semi-autonomous guidance was initiated;

[0054] Comparing this distance with a first threshold distance along which the vehicle may drive semi-autonomously at most;

[0055] Determining and providing, in particular outputting, a maximum distance for the maneuvering operation depending on the result of the comparison, in particular selecting the, in particular predefined, first threshold distance or a different, in particular also predefined, second threshold distance depending on the result of the comparison. In particular, this selected threshold distance is output as at least a component of at least one piece of auxiliary information for the maneuvering operation.

[0056] Embodiments of the above-mentioned independent aspect of the method are advantageous embodiments of the further independent aspect of the method.

[0057] A further aspect of the invention relates to an electronic driving maneuver assistance system for a vehicle, comprising at least one control unit. The electronic driving maneuver assistance system is designed to carry out a method according to one of the preceding claims. The driving maneuver assistance system can be a component of an electronic vehicle guidance system. The vehicle guidance system is, in particular, a reversing assistance system.

[0058] Further embodiments, in particular also of the driving maneuver assistance system according to the invention, follow directly from the various embodiments of the method according to the invention, and vice versa. In particular, individual features and corresponding explanations as well as advantages relating to the various embodiments of the method according to the invention can be transferred analogously to corresponding embodiments of the driving maneuver assistance system according to the invention.

[0059] In particular, the driving maneuver assistance system according to the invention is designed or programmed to carry out a method according to the invention. In particular, the driving maneuver assistance system according to the invention carries out the method according to the invention.

[0060] Further features of the invention emerge from the claims, the figures and the description of the figures. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively specified combination, but also in other combinations without departing from the scope of the invention. Thus, embodiments are to be regarded as encompassed and disclosed by the invention that are not explicitly shown and explained in the figures, but which emerge and can be produced by separate combinations of features from the explained embodiments. Embodiments and combinations of features are also to be regarded as disclosed that therefore do not have all the features of an originally formulated independent claim.Furthermore, embodiments and combinations of features are to be regarded as disclosed, in particular by the embodiments set out above, which go beyond or deviate from the combinations of features set out in the reliances of the claims.

[0061] Showing:

[0062] Fig. 1 is a schematic representation of an exemplary application situation for an embodiment of the method according to the invention;

[0063] Fig. 2 is a schematic representation of a further exemplary application situation for an embodiment of the method according to the invention;

[0064] Fig. 3 is a schematic representation of yet another exemplary application situation for an embodiment of the method according to the invention;

[0065] Fig. 4 is a sketch of another application situation; and

[0066] Fig. 5 a sketchy representation of yet another

[0067] Application situation.

[0068] Fig. 1 shows a schematic representation of an exemplary application situation for a method for performing a driving maneuver along a route 1 with a vehicle 2. The vehicle 2 has a rear area 2a and a front area 2b. The vehicle 2 has an electronic vehicle guidance system 2c. This has an electronic driving maneuver assistance system 2d as a component. The vehicle guidance system 2c has, in particular, at least one control unit and / or environment detection sensors, such as a camera, an ultrasonic sensor, a lidar, a radar sensor, etc., and / or a memory and / or at least one communication interface for wireless communication with units external to the vehicle. The vehicle guidance system 2c is, in particular, a reversing assistance system.

[0069] The route 1 here has a first section 3, a second section 4 and a third section 5.

[0070] The vehicle 2 can be localized along the first section 3 using a first localization method. In particular, in the situation shown in Fig. 1, the vehicle 2 has moved along the first section 3 and was localized using the first localization method. In particular, localization points 6 were received and stored, shown as an example and in sketch form. The localization can also take place continuously, for example. It is possible that, in addition to the first localization method in the first section 3, a second localization method is also available and, in particular, is also carried out. The second localization method is less precise than the first localization method. Localization methods can be VSLAM, GNSS, landmark-based methods, odometry, etc. For example, the first localization method is VSLAM and the second localization method is odometry information.

[0071] Along the second section 4, in particular, only the second localization method is available. In particular, in the situation shown in Fig. 1, the vehicle 2 has moved along the second section 4 and was located exclusively using the second localization method. In the situation shown in Fig. 1, the vehicle 2 is at one end of the second section 4. This is referred to here as a turning point 7. The first section 3 and the second section 4 that have already been covered are saved, for example, as a trajectory that has already been traveled. In particular, the length of the second section 4 and thus also the end of the second section 4, which is characterized by the turning point 7, is defined by the fact that at the point shown in Fig.1, a change in the operating state, in particular the autonomy level, is requested, in particular carried out, by a driver of the vehicle 2. In the exemplary embodiment, the first section 3 and the second section 4 are driven through in a first movement method, namely in the forward direction, with a first operating state, in particular a first autonomy level, here manually by the driver. At the turning point 7, a change to at least semi-autonomous, in particular fully autonomous operation as a second operating state, in particular as a second autonomy level, is to take place. In particular, this change takes place at the turning point 7.

[0072] Starting from the turning point 7, the third section 5 is to be traveled. This is to take place using a second travel method that is different from the first travel method, namely in the reverse direction. In particular, the third section 5 is almost identical to the second section 4, and in particular also at least partially identical to the first section 3. Traveling through the third section 5 is a shunting maneuver in which at least the second section 4 is to be traveled, in particular is traveled, in the opposite direction. In one exemplary embodiment, the vehicle 2 covers the first section 3 and the second section 4, as explained, in a forward journey up to the turning point 7. In one exemplary embodiment, the vehicle 2 changes from a first autonomy level to a second autonomy level at the turning point 7.The second autonomy level is in particular a higher autonomy level with regard to the autonomization of a journey of the vehicle 2 than the first autonomy level.

[0073] A transition or a position 8a between the first section 3 and the second section 4 results from the fact that from there onwards the availability of the first localization method, namely the VSLAM in this case, is no longer given or is no longer sufficiently given.

[0074] In the exemplary embodiment, the change in the autonomy level, for example at the turning point 7, is a trigger for determining a drivable distance 9a, particularly to be traveled during the maneuvering process, between the position 8a, at which a transition from the first section 3 to the second section 4 occurred, and the position 7a, at which the change in the autonomy level was initiated. In particular, this is then determined automatically by the vehicle guidance system 2c. This distance 9a is compared with a predetermined first threshold distance 9b, along which the vehicle 2 is permitted to travel at the maximum second autonomy level, here the odometry information.

[0075] Distance 9a is therefore generally considered a route that can be traveled by vehicle 2, starting from position 7a, especially during shunting. It is therefore not a straight line or anything similar.

[0076] In the embodiment shown in Fig. 1, the vehicle 2 moves steadily away from the position 8a when it travels along the second section 4. Therefore, the position 7a is the one that is furthest away from the position 8a along the drivable route, namely on a roadway, the one viewed along the second section 4.

[0077] In one embodiment, a marker 8b can be used to determine the distance 9a and to compare the distance 9a with the predetermined first threshold distance 9b. For this purpose, the marker 8b can be set to an initial position, for example, at the beginning of a journey. In one embodiment, the marker 8b is set, starting from the initial position, to a marker position that is away from the initial position by the first threshold distance 9b when, in particular as soon as, the vehicle 2 has moved away from the initial position by at least, in particular exactly, the first threshold distance 9b. It is possible for the marker 8b to be set from then on, in particular continuously, to a marker position that is away from the vehicle 2 by the first threshold distance 9b.In particular, the marker 8b is always located on the same side of the vehicle 2, for example on the rear side 2a of the vehicle 2. In this exemplary embodiment, for example, at the position at which the change in the autonomy level was initiated, for example at the turning point 7, a check is made to determine whether the first localization method is available between the vehicle 2 and the marker 8b or the marker position, and thus within the first threshold distance 9b. For this purpose, the localization points 6 can be checked, for example. If, for example, as shown in Fig. 1, the first localization method is available within the first threshold distance 9b, then the distance 9a is shorter than the first threshold distance 9b. The threshold distance is, for example, between 40 m and 80 m, in particular it is 50 m.Here, the last available marker 8b is in the area where the first localization method is available. For example, marker 8b is located at a distance of path length 8c from position 8a on the side facing away from vehicle 2.

[0078] Generally speaking, if vehicle 1 has moved beyond the maximum specified distance, namely the first threshold distance, from the set position since marker 8b was set, marker 8b is towed, or in this case, dragged behind. The set position is then essentially moved along with the movement of vehicle 2.

[0079] In particular, at least one piece of auxiliary information for carrying out the maneuver is provided for the maneuvering process depending on the comparison, in particular output to a passenger of the vehicle 2. In the situation illustrated in Fig. 1, for example, it can be provided and / or output that the third section 5 can be driven, in particular completely, with the second autonomy level, i.e., fully autonomously.

[0080] In this exemplary embodiment, auxiliary information for carrying out the driving maneuver can be provided, in particular output via an output unit of the vehicle 2, that the maneuvering process can be carried out starting from the position 7a at least over the first threshold distance 9b, in particular longer than the first threshold distance 9b, in particular over the greater distance of the second threshold distance with the second autonomy level in the reverse direction.

[0081] It should be noted here that the third section is sketched offset from the first section 3 and the second section 4. This is for clarity only. In particular, in the exemplary embodiment, the third section 5, as mentioned, is intended to be located on the second section 4, or within a small tolerance interval therefrom, and possibly also on the first section 3, or within a small tolerance interval therefrom.

[0082] Fig. 2 schematically illustrates another exemplary application situation for the method for performing the driving maneuver along route 1 with vehicle 2. The situation illustrated in Fig. 2 differs from that in Fig. 1 only in that the distance 9a is greater than the threshold distance 9b. Between vehicle 2 and the marker position of marker 8b, only the second localization method is available. The last available and thus current marker position is therefore in an area in which only the second localization method is available.

[0083] In one exemplary embodiment, the last available marker position is always the one that is currently the first threshold distance 9b away from vehicle 2. All other marker positions are continuously deleted. This applies in particular to all examples as explained and will be discussed below.

[0084] In the situation illustrated in Fig. 2, for example, it can be provided and / or output that the third section 5 cannot be traveled completely, in particular only the threshold route length 9b, with the second autonomy level. A decision can then also be made here as to how the shunting operation should be carried out. In an embodiment in which the marker 8b is used, in this situation shown in Fig. 2, when performing the shunting operation, the second autonomy level is switched back to the first autonomy level at the marker position of the marker 8b.

[0085] In this exemplary embodiment, auxiliary information for carrying out the driving maneuver can be provided, in particular output via an output unit of the vehicle 2, that the maneuvering process starting from the position 7a can only be driven in the reverse direction over the first threshold distance 9b with the second autonomy level and then at least a section until the position 8a is reached must be driven with the first autonomy level.

[0086] In the embodiments in Fig. 1 and 2, the same method of movement is always used when traveling through the second section 4, here only traveling in the forward direction.

[0087] Fig. 3 schematically illustrates another exemplary application situation for the method for performing the driving maneuver along route 1 with vehicle 2. In the situation shown in Fig. 3, second section 4 comprises a change of direction, in particular a change in the method of travel. The change of direction, in particular a change in the method of travel, takes place at turning point 7 and divides section 4 into two subsections 4a, 4b. For example, vehicle 2 can travel along first subsection 4a in a forward direction and second subsection 4b in a reverse direction. In particular, both subsections 4a, 4b are traveled using the first autonomy level, in particular manually by the vehicle driver.

[0088] In this example, a situation exists in which vehicle 2, while traveling through the second section 4, initially moves away from position 8a and then approaches position 8a again. Although the total distance of the subsections 4a, 4b is greater than the first threshold distance 9b, vehicle 2 in this example is closer to position 8a at position 7a. The distance 9a is therefore shorter than the first threshold distance 9b at position 7a. Thus, in this example, the maneuvering process can be carried out entirely with the second autonomy level, at least up to position 8a.

[0089] In this exemplary embodiment, auxiliary information for carrying out the driving maneuver can be provided, in particular output via an output unit of the vehicle 2, that the maneuvering process can be carried out starting from the position 7a at least over the first threshold distance 9b, in particular longer than the first threshold distance 9b, in particular over the greater distance of the second threshold distance with the second autonomy level in the reverse direction.

[0090] In one embodiment, the marker 8b can be used as already explained above. However, the marker position of the marker 8b may not be updated if the second sub-section 4b lies within a predetermined tolerance range on the first sub-section 4a. This is checked, for example, using a control unit, in particular of the vehicle 2. It is possible, not shown in Fig. 3, that the marker position is updated as soon as the first localization method is available. In particular, if the second sub-section 4b lies within the tolerance range on the first sub-section 4a, the marker position can then be offset by the threshold distance 9b in the current direction of travel, for example backwards. It, or rather the marker 8b, is then, starting from the position 7a in front of the vehicle 2, essentially pushed forward in the planned rearward direction of travel. In the embodiments in Fig.1 and 3, it can then also be checked whether a loss of the first localization method occurs during the shunting process, particularly in certain areas along the first section 3, and in particular over which distance. Depending on this, it can then be determined whether the maximum distance over which the shunting process is traversed with the second autonomy level results in a value between greater than the first threshold distance 9b and less than the second threshold distance, and in particular whether it is dynamically adjusted.

[0091] In the examples in Fig. 1 to 3, the trajectory specified in sections 3 and 4 is reversed during the shunting process.

[0092] In general, in Fig. 3, particularly based on the information with the second localization method, when traveling through the second section 4, it is recognized whether the travel was carried out using only one method of travel, for example in the forward direction, or whether this was changed, for example from the forward direction to the reverse direction. If a change has occurred, as is the case in Fig. 3 as an example, it is possible, particularly based on the second localization method, to determine the lengths of the sub-sections 4a and 4b along the second section 4 that were traveled using the first method of travel on the one hand and the second method of travel on the other. This makes it possible to determine at the position 7a of the change in the autonomy level how far the vehicle 2 is from the position 8a at which the change in the availability of the localization methods occurred.In particular, this can occur if, starting from the change in the method of travel, the route previously travelled in the second section 4 is at least partially reversed.

[0093] This is not the case in other embodiments. In some embodiments, it is not checked whether the second sub-section 4b lies within a predetermined tolerance range on the first sub-section 4a. For example, instead, a check is carried out at position 7a at which the autonomy level is changed to determine whether this lies within the tolerance interval on the first sub-section 4a. In other words, the sub-section 4b then does not lie, for example, on the sub-section 4a. Fig. 4 and Fig. 5 show sketches of driving maneuvers and routes. In these, the maneuvering process is not carried out on sections 3 and 4. Different sections are used. In particular, the third sections 5 can also be traveled in a forward or reverse direction here.

[0094] This also makes it possible to offer alternative routes as a third section, 5. For example, on the way back along sections 4 and 3, or otherwise.

[0095] In this case, the vehicle 2 does not necessarily have to return to position 8a, which was passed during travel before reaching position 7a. As shown in Fig. 5, it can also be known, for example depending on position 8a, how a zone boundary 10 is formed, at which a change in availability occurs from the at least available first localization method to only the second localization method.

[0096] Fig. 5 shows a sketch that the maneuvering operation does not lead back to the first section 3 and / or the second section 4, but proceeds in a different direction. Therefore, the vehicle 2 does not pass the previously traversed position 8a, but rather passes this zone boundary 10 at a different position 8d. The course of the zone boundary 10 as a circle, which is only to be understood here as an example, can also be different, for example, square, diamond-shaped, or free-form. In the examples in Figs. 4 and 5, it may also be possible for the vehicle guidance system 2c to suggest two possible routes for the maneuvering operation: the one via the shorter routes shown here between positions 7a and 8a (Fig. 4) or 8d (Fig. 5), and in addition to or instead of this, the routes back via the second section 4.For example, an offer here can be dependent on the distances and the results of the comparison with the first threshold distance 9b on these second sections 4. These options in Figs. 4 and 5 are advantageous if the shunting operation does not necessarily have to or should take place back on the route of the second section 4, and possibly also at least partially on the route of the first section 3.

Claims

Patent claims 1. A method for carrying out a driving maneuver along a route (1) with a vehicle (2), comprising the following steps: Moving the vehicle (2) in a first operating state along a first section (3) of the route (1), wherein the vehicle (2) can be located along the first section (3) using a first localization method; Subsequently moving the vehicle (2) along a second section (4) of the route (1) following the first section (3), wherein along the second section (4) the vehicle (2) can only be located using a second localization method, wherein a degree of accuracy of the localization of the first localization method is greater than a degree of accuracy of the second localization method; Initiating a change of the operating state from the first operating state to a different second operating state on the second section (4), wherein in the second operating state the vehicle (2) is to be at least partially maneuvered along a third section (5) of the route (1) following the second section (4); Determining at least one distance (9a) between a position (8a, 8d) at which a transition of the localization possibility of the vehicle (2) with the first localization method to the localization possibility with only the second localization method occurs, and the second position (7a) at which the change of the operating state was initiated; Comparing this distance (9a) with a first threshold distance (9b) along which the vehicle (2) may travel at most in the second operating state; Determine and provide a maximum path length for the shunting operation depending on the result of the comparison.

2. The method according to claim 1, wherein the movement along the first section (3) and along the second section (4) takes place in a first operating state in which a vehicle driver at least steers the vehicle (2), in particular steering, accelerating and braking are carried out by the vehicle driver.

3. Method according to claim 1 or 2, wherein in the second operating state the vehicle (2) is moved fully autonomously with an electronic vehicle guidance system (2c).

4. Method according to one of the preceding claims, wherein the shunting operation is to be carried out as a reversing movement of the vehicle (2).

5. Method according to one of the preceding claims, wherein during the shunting operation the vehicle (2) is to travel at least the second section (4) in the inverse direction.

6. Method according to one of the preceding claims, wherein the first threshold distance (9b) is specified with a value between 40 m and 80 m.

7. Method according to one of the preceding claims, wherein the determined maximum distance with which the vehicle (2) may travel in the second operating state during the maneuvering operation is output as a component of at least one driving maneuver execution auxiliary information with an output unit of the vehicle (2).

8. Method according to one of the preceding claims, wherein a second threshold distance is specified along which the vehicle (2) may travel at most in the second operating state if localization of the vehicle (2) is possible using at least the first localization method.

9. The method according to claim 8, wherein the second threshold distance is specified with a value greater than 100 m, in particular between 100 m and 1000 m.

10. The method according to claim 7 and according to claim 8 or 9, wherein if, during the comparison, the distance (9a) is less than the first threshold distance length (9b), at least the maneuver execution auxiliary information for the maneuver is provided that at least the maneuver can be driven completely in the second operating state. 11 . Method according to claim 7 and according to one of claims 8 to 10, wherein when in the comparison the distance (9a) is smaller than the first threshold Route length (9b) is provided as auxiliary information for carrying out the driving maneuver for the shunting process, so that starting from the position (7a) at which the change in operating state has taken place, when the vehicle (2) continues to move, an entire section of the route (1) can be traveled in the second operating state, which corresponds to the second threshold route length.

12. The method according to claim 11, wherein during the shunting operation the second section (4) and at least partially the first section (1) are traveled in the inverse direction in the second operating state over a maximum distance equal to the second threshold value distance.

13. Method according to one of the preceding claims 7 to 12, wherein the second threshold route length is predetermined as a flat rate, or is determined dynamically, in particular as a value from a predetermined value interval, wherein for this purpose the third section (5) intended to be traveled is analyzed to determine whether and, if so, with what length route sections are present along which the first localization method is not present, wherein the value for the second threshold route length is determined depending on the number and / or length of these route sections.

14. Method according to one of the preceding claims, wherein, if during the comparison the distance (9a) is greater than the first threshold distance length (9b), at least one piece of auxiliary information for carrying out the maneuver is provided for the maneuvering operation that the maneuvering operation cannot be completely driven in the second operating state, in particular a partial section must be driven in the first operating state.

15. Method according to one of the preceding claims, wherein for the determination of the distance (9a) starting from the position (8a) at which a transition from the localization possibility of the vehicle (2) with the two localization methods to the localization possibility with only the second localization method has taken place, it is not taken into account whether the second section (4) has taken place only in one direction of travel, in particular only as forward travel of the vehicle (2), or whether a change in direction of travel, in particular from forward travel of the vehicle (2) to reverse travel of the vehicle (2), has taken place at least once along the second section (4).

16. Method according to one of the preceding claims, wherein in the first localization method the vehicle (2) is localized using a VSLAM method and in the second localization method the vehicle (2) is localized on the basis of odometry information.

17. Method according to one of the preceding claims, wherein, for comparing the distance (9a) with the first threshold distance (9b), information on the orientation of the vehicle (2) along the route (1) and / or information on the method of travel provided when carrying out the shunting operation along the third section (5) is provided, in particular when carrying out or after the change of the operating state and / or before the start of the shunting operation in the second operating state, in order to use the direction of the first threshold distance (9b) along the third section (5) to be traveled as a basis, wherein the value-based comparison of the distance (9a) with the first threshold distance (9b) is carried out depending on this information and the direction of the first threshold distance (9b).

18. Method according to one of the preceding claims, wherein at least when traveling through the second section (4) a change in the method of travel of the vehicle (2) is carried out and / or at least a section of the first section (3) is traveled in the opposite direction, and this information is taken into account for determining the distance (9a), in particular for determining the position (7a) at which the change in the operating state took place.

19. The method according to any one of the preceding claims, wherein the first operating state is a first autonomy level and the second operating state is a higher autonomy level.

20. Method for carrying out a forward-reverse driving maneuver along a route (1) with a vehicle (2), comprising the following steps: Moving the vehicle (2) manually in the forward direction of travel by a vehicle driver along a first section (3) of the route (1), wherein the vehicle (2) can be located along the first section (3) using a first localization method, in particular VSLAM; Subsequently, the driver manually moves the vehicle (2) at least partially in the forward direction of travel and partially in the reverse direction along a second section (4) of the route (1) following the first section (3), wherein the vehicle (2) can only be located along the second section (4) using a second localization method, in particular by means of odometry; Initiating a change from manual driving of the vehicle (2) to at least semi-autonomous, in particular fully autonomous, driving of the vehicle (2), wherein the fully autonomous driving is intended to at least partially carry out a manoeuvring operation of the vehicle (2) along a third section (5) of the route (1) following the second section (4) in the reverse direction, and the third section (5) corresponds at least partially to the second section (4), so that the second section (4) is to be traveled in the opposite direction during the manoeuvring operation; Determining at least one distance (9a) between a position (8a, 8d) at which a transition of the localization possibility of the vehicle (2) with the first localization method to the localization possibility with only the second localization method occurs, and the second position (7a) at which the change from manual guidance to at least semi-autonomous guidance was initiated; Comparing this distance (9a) with a first threshold distance (9b) along which the vehicle (2) may drive semi-autonomously at most; Determining and providing, in particular outputting, a maximum path length for the shunting operation depending on the result of the comparison, in particular selecting the, in particular predetermined, first threshold path length or a different, in particular also predetermined, second threshold path length depending on the result of the comparison.

21. Electronic driving maneuver assistance system (2d) for a vehicle (2), with at least one control unit, wherein the electronic driving maneuver assistance system (2d) is designed to carry out a method according to one of the preceding claims.

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