EP3776514A1 - Method and device for adapting driving maneuvers between motor vehicles - Google Patents
Method and device for adapting driving maneuvers between motor vehiclesInfo
- Publication number
- EP3776514A1 EP3776514A1 EP19715034.5A EP19715034A EP3776514A1 EP 3776514 A1 EP3776514 A1 EP 3776514A1 EP 19715034 A EP19715034 A EP 19715034A EP 3776514 A1 EP3776514 A1 EP 3776514A1
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- European Patent Office
- Prior art keywords
- motor vehicle
- privileged
- trajectory
- driving
- driving trajectory
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 238000000034 method Methods 0.000 title claims abstract description 51
- 238000004891 communication Methods 0.000 claims abstract description 17
- 238000011156 evaluation Methods 0.000 claims abstract description 9
- 230000005540 biological transmission Effects 0.000 claims description 9
- 238000004590 computer program Methods 0.000 claims description 4
- 125000004122 cyclic group Chemical group 0.000 claims description 3
- 238000012545 processing Methods 0.000 claims 1
- 238000012795 verification Methods 0.000 claims 1
- 238000011161 development Methods 0.000 description 9
- 230000008859 change Effects 0.000 description 5
- 230000007704 transition Effects 0.000 description 5
- 230000001419 dependent effect Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 2
- 230000000977 initiatory effect Effects 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000003891 environmental analysis Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012552 review Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/161—Decentralised systems, e.g. inter-vehicle communication
- G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
Definitions
- the invention relates to a method and a device for the decentralized tuning of driving maneuvers between at least two motor vehicles.
- a method for the decentralized tuning of driving maneuvers of at least two motor vehicles is known.
- a plan and a desired trajectory are transmitted from a first motor vehicle to a second motor vehicle by means of vehicle-to-vehicle communication.
- a driving trajectory of the second motor vehicle is compared with the desired trajectory of the first motor vehicle.
- the driving trajectory of the second motor vehicle is adapted to an adapted driving trajectory as long as the desired trajectory of the first motor vehicle collides with the trajectory of the second motor vehicle and as long as an overall cost function is optimized by the adaptation.
- the total cost function includes at least one cost function of the first and the second motor vehicle.
- the method is based on the idea of providing three different trajectories for a motor vehicle involved in driving maneuvering.
- the driving trajectory and the desired trajectory of the first motor vehicle or the adapted trajectory of the second motor vehicle must always be compatible with a strategic trajectory of the respective motor vehicle directed at a strategic target.
- the second motor vehicle is enabled to set cost advantages of the first motor vehicle by executing the desired trajectory instead of the driving trajectory with the costs by adjusting the own driving trajectory in relation .
- An evaluation of the corresponding total cost function optimizes the entire traffic situation as a whole in the interaction of the participating motor vehicles.
- the object of the invention is to provide an alternative, efficient, cooperative coordination of driving maneuvers between at least two motor vehicles, which is characterized by a comparatively lean message transmission with a reduced scope of information.
- Proposed is accordingly a method for adjusting driving maneuvers between at least two motor vehicles according to the main claim and by a device according to the independent claim. Further embodiments are the subject of the respective dependent claims.
- the object is achieved by a method for adjusting driving maneuvers between at least two motor vehicles.
- at least one driving trajectory of a first motor vehicle and a driving trajectory of a second motor vehicle are continuously updated and continually exchanged by means of vehicle-to-vehicle communication among the at least two motor vehicles in the vicinity of the motor vehicles.
- the driving trajectory of the first motor vehicle is updated by means of a maneuver planning device of the first motor vehicle and the driving trajectory of the second motor vehicle by means of a maneuver planning device of the second motor vehicle. Subsequently, the driving trajectories are transmitted between the two motor vehicles.
- both driving trajectories in the maneuver planning devices of the two motor vehicles are compared with a first comparison.
- a preferred motor vehicle is determined under the first and the second motor vehicle on the basis of at least one evaluation criterion which is preferred for carrying out its driving trajectory with respect to the other motor vehicle , In a corresponding way, the non-privileged motor vehicle is determined.
- a first evasion trajectory is planned, which corresponds to the respective driving trajectory of the non-privileged Motor vehicle is collision-free.
- the first evasion trajectory is optimized by minimizing a cost function of the privileged motor vehicle.
- the maneuver planning device of the preferential motor vehicle is used to determine whether the cost function of the preferential motor vehicle falls below a cost limit value.
- the planned first evasion trajectory is transmitted as updated Why the cost limit value of the privileged motor vehicle is undershot.
- trajectory is to be understood as meaning a mathematical description of a movement in travel and time with which, in particular, driving maneuvers of motor vehicles can preferably be described.
- a trajectory projected into the future thus permits a prediction of a local position of a motor vehicle as a function of a future point in time.
- a driving trajectory a currently planned driving maneuver is described with which a nearest intermediate destination is to be achieved in the navigation of a motor vehicle.
- An interim destination may be, for example, a waypoint or turn off point of a planned route.
- a driving trajectory is preferably at a certain frequency, i. H. updated cyclically after a defined repetition time (RT).
- An updating of the driving trajectories may be done in at least two different ways, i. on the one hand by updating the current driving trajectory or on the other hand by redesigning a driving trajectory.
- a driving trajectory can be rescheduled if, for example, a next intermediate destination with the newly planned driving trajectory would be achieved faster or more cost-effectively than with a previous driving trajectory.
- the aforementioned avoidance trajectory which is offered for the cooperative coordination of driving maneuvers by the non-privileged motor vehicle, can also be referred to as a re-planning of a previous driving trajectory.
- the driving trajectory planned by the maneuver planning device of the motor vehicles in each case describes a driving maneuver intended by the motor vehicle with which the closest intermediate target is to be achieved as efficiently as possible.
- the driving trajectory can not always be worn, especially if the intended Driving trajectory would lead to a collision with other motor vehicles.
- at least one of the two motor vehicles can or must dissolve the imminent collision and adapt its planned driving trajectory to a collision-free avoidance trajectory.
- the maneuver planning devices of the motor vehicles each communicate with a vehicle-to-vehicle communication device with which the continuously updated driving trajectories between the at least two motor vehicles are continuously exchanged.
- the period between two of the continuous transmission of the driving trajectories and the repetition time for the continuous updating of driving trajectories need not necessarily be the same length.
- each motor vehicle exchanges the driving trajectory planned and continually updated with its maneuver planning device by means of vehicle-to-vehicle communication with the other motor vehicles in its local environment.
- Every motor vehicle drives off its transmitted driving trajectory.
- the driving trajectories are subdivided into time slots whose duration corresponds to the repetition time.
- a first time slot is passed to a driving control, and the driving trajectory is projected into the future by a new time slot. Only a collision between driving trajectories indicates a need for action, which is to be resolved cooperatively with the method according to the invention. In this respect, a collision of driving trajectories can be regarded as an implicit cooperation request.
- the resolution of an imminent collision of two motor vehicles which is detected by the collision of the projected in the future andrajektorien, based initially on the idea that each one of the two motor vehicles in carrying out the planned driving maneuvers over the other motor vehicle is preferred.
- the privileged motor vehicle can respond to the imminent collision by offering an avoidance trajectory, while the non-privileged motor vehicle would have to respond to the collision in case of doubt.
- Assessment criteria used to determine the privileged motor vehicle and the non - preferential motor vehicle may be a traffic situation and those on the be taken into account in this situation.
- the traffic situation could be detected by means of an environment analysis, so that a suitable right of way rule can be checked algorithmically.
- Preferential motor vehicles can respond to imminent collisions, but they do not have to.
- the non-privileged vehicles must avoid an imminent collision, if the preferential motor vehicle does not cooperate by not responding to the impending collision.
- the evaluation criteria are universally applicable across all motor vehicles and thus verifiable for the other motor vehicles.
- the expense of avoidance trajectory compared to the driving trajectory of the privileged motor vehicle can be estimated so that in several alternative evasion trajectories the most cost T rajektorie for cooperation with the non-privileged motor vehicle is used.
- the cost function for example, time, energy requirements and / or other factors can be considered.
- the decision as to whether or not the privileged motor vehicle will take over the planned evasion trajectory in favor of cooperation with the non-privileged motor vehicle is only dependent on the cost function and the cost limit of the privileged motor vehicle.
- the cost function and the cost limit are individual decision criteria of a preferential motor vehicle which need not be verifiable for the other motor vehicle (s).
- the cost limit-based maneuver decision is basically suitable for automated driving functions, as well as for assisted driving.
- the costs determined by cost function for an optimized avoidance trajectory for cooperation with another motor vehicle can be displayed to a driver of a preferential motor vehicle by means of human-machine interfaces (HMI), so that a respective cost limit value is queried by means of an input device can.
- HMI human-machine interfaces
- a cost limit can be calculated by considering various parameters.
- the cost limit could be dependent on a time deviation in connection with a planned route, be adapted to a particular traffic situation or be dependent on whether the privileged vehicle itself has already claimed cooperations of other motor vehicles, etc.
- the method according to the invention is characterized among other things by the implicit maneuvering of the motor vehicles. Cooperation is implicitly requested by one of the non-privileged motor vehicle. The cooperation can be concluded implicitly by the privileged motor vehicle transmitting the planned first alternative trajectory as an updated driving trajectory to the non-preferred motor vehicle.
- the driving trajectory of the preferential motor vehicle can be updated by updating its driving trajectory if the cost function of the preferential motor vehicle does not fall below the cost limit value.
- the driving trajectory of the privileged motor vehicle is transmitted to the non-privileged motor vehicle.
- the driving trajectory of the non-privileged motor vehicle and the driving trajectory of the privileged motor vehicle can be continuously updated and transmitted continuously between the two motor vehicles.
- the driver trajectory of the preferential motor vehicle received by the non-privileged motor vehicle can be checked continuously in the maneuver planning device of the non-privileged motor vehicle with a first check for freedom from collision with the driving trajectory of the non-privileged motor vehicle.
- tuning interval can be considered, for example, that the decision of the privileged motor vehicle to provide an evasion trajectory for cooperation with the non-privileged motor vehicle or not, may take longer in time than the repetition time or the time between two transmission cycles.
- the driving trajectory of the non-privileged motor vehicle can thus be updated according to a development of the method within the tuning interval by a continuous updating of its driving trajectory.
- a development of the preceding aspect after determining a collision freedom between the driving trajectory of the non-preferential motor vehicle and the driving trajectory of the privileged motor vehicle in one of the first checks, in a second continuous review in the maneuvering planning of the non-privileged motor vehicle can be continuously checked whether the driving trajectory of privileged motor vehicle collides with at least one received from the non-privileged motor vehicle from the environment of the two motor vehicles notedrajektorie another motor vehicle.
- a collision between the driving trajectory of the privileged motor vehicle and a driving trajectory of another motor vehicle is an indication for the non-privileged motor vehicle that the maneuvering may not have been completed.
- the tuning interval is terminated as soon as it is determined in the maneuvering device of the non-preferred motor vehicle that the driving trajectory of the preferred motor vehicle does not collide with any travel trajectory of another motor vehicle received from the surroundings.
- the tuning interval is terminated as soon as, after the determination of a collision between the driving trajectory of the privileged motor vehicle and a driving trajectory of another motor vehicle received by the maneuvering device of the non-privileged motor vehicle, it is determined in one of the further first checks that the driving trajectories of the privileged and non-privileged motor vehicle collide again with each other.
- the voting interval is ended as soon as an expired voting counter has been detected.
- a voting counter could be decremented from a defined starting value with each transmission cycle or after each cyclic updating of the driving trajectories so that the voting interval is terminated when the counter value reaches zero.
- a timer could be started, which runs within a certain time interval.
- voting interval After a defined period of time, all collisions must have resolved within a localized perimeter. Once the voting interval has ended, at least the non-privileged motor vehicle may trust in a cooperation of the originally preferred motor vehicle.
- a second avoidance trajectory for the non-privileged motor vehicle is planned with the maneuver planning device of the non-privileged motor vehicle, if in a last of the first checks with the termination of the voting interval a collision between travel trajectories of the privileged motor vehicle and of the non-accused motor vehicle.
- the existing principle is taken into account that a non-preferential motor vehicle must prevent a collision with a privileged motor vehicle, if his cooperation request was unsuccessful.
- the evasion trajectory can also be optimized by a cost function of the non-privileged motor vehicle.
- the maneuver planning device of the preferential motor vehicle first of all checks whether the planned first avoidance trajectory conflicts with a transmitted further travel trajectory of another motor vehicle. If a collision between the first evasion trajectory and further driving trajectory of the further motor vehicle is determined, an alternative driving trajectory is initially planned before the planned first evasive trajectory is transmitted as updated driving trajectory of the privileged motor vehicle and the planned alternative trajectory side by side. The alternative driving trajectory is generated by updating the driving trajectory of the privileged motor vehicle.
- the non-preferred motor vehicle an additional vote need to be explicitly signaled with another motor vehicle.
- the driving trajectory of the non-privileged motor vehicle and the driving trajectory and the alternative driving trajectory of the privileged motor vehicle can be cyclically updated within a tuning interval.
- the cyclically updated driving trajectories can be transmitted cyclically between the two motor vehicles.
- the driving trajectories of the preferential motor vehicle received by the non-privileged motor vehicle can be checked cyclically in the maneuver planning device of the non-privileged motor vehicle with a first cyclical check for freedom from collision with the driving trajectory of the non-privileged motor vehicle.
- the voting interval can take into account the time delay caused by a necessary second maneuvering.
- the voting interval can be ended as soon as it has been established in the maneuver planning device of the non-preferential motor vehicle that only one driving trajectory has been transmitted from the preferred motor vehicle.
- a collision-free second avoidance trajectory can be planned by the maneuver planning device of the non-privileged one, if a collision between driving trajectories of the privileged motor vehicle and the non-privileged motor vehicle is determined.
- the non-privileged motor vehicle can be explicitly signaled a success or failure of its implicit cooperation requests ,
- a maneuver planning device for a motor vehicle for planning and tuning driving maneuvers at least one second motor vehicle comprising a data interface for a vehicle-to-vehicle communication device and a computing unit and a program code for performing the method.
- the object is achieved by a computer program which, when executed on a computing unit within a maneuver planning device, instructs the respective computing unit to execute the method.
- the object is achieved by a computer program product with a program code for carrying out the method, which is stored on a computer-readable medium.
- FIG. 1 shows a start-up of the method according to the invention on the basis of a first traffic situation
- FIG. 2 is a flow chart with an initialization phase
- FIG. 3 shows a start-up of the method according to the invention on the basis of a second traffic situation
- FIG. 6 shows a start-up of an alternative of the method according to the invention on the basis of the second traffic situation.
- FIGS. 1 a to 1 d show a traffic situation with the aid of which the method according to the invention for adjusting driving maneuvers between at least two motor vehicles is to be explained.
- FIG. 1 a shows, for example, a motorway with three lanes for a direction of travel in the local area of a motorway driveway.
- a first motor vehicle 10 travels on the acceleration strip, with threading on the right Lane is planned by the maneuver planning device of the first motor vehicle 10 a driving maneuver.
- the flowchart shown in FIG. 2 shows a first phase in which a cooperative tuning of a driving maneuver is initialized.
- a method step 110 the first driving trajectory 11 of the first motor vehicle 10 and a second driving trajectory 21 of a second motor vehicle 20, corresponding to a defined time cycle, are updated and in a subsequent step 120 by means of vehicle-to-vehicle communication between the vehicles two vehicles or transferred in their local environment.
- a repetition time to update the driving trajectories may be 100 ms, with the update cycles between the two vehicles not having to be synchronized. Both vehicles independently update their driving trajectories in their respective 100 ms repetition period.
- each vehicle is provided with a current driving trajectory that is at least not older than 100 ms.
- Step 130 includes a collision check performed independently in the maneuver planning devices of both vehicles 10, 20.
- the own driving trajectory is compared with the received driving trajectory of the other motor vehicle. If no collision between the compared trajectories has been determined, no tuning is necessary, so that the process is terminated.
- step 140 in the maneuver planning facilities of both vehicles, which of the two vehicles when executing his planned driving maneuver with regard to a possible collision is preferential.
- the maneuver planning facilities of both vehicles After an analysis of the traffic situation, which is done for example by means of card and sensor-based environmental analysis, it is determined with the prevailing priority rules which of the two motor vehicles has priority. It can be seen from the traffic situation illustrated in FIG. 1 a that the first motor vehicle 10 plans a lane change on the right lane of the freeway.
- the first motor vehicle is not preferred and the second motor vehicle is the privileged vehicle according to traffic rules.
- the first motor vehicle is obliged to avoid the impending collision, the second motor vehicle can offer its cooperation to avoid the collision.
- an avoidance trajectory in the maneuver planning device of the second motor vehicle 10 is planned in step 150, which is collision-free to the planned first driving trajectory 1 1 of the non-privileged first motor vehicle 10.
- the preferred second motor vehicle 20 has two alternatives that could be offered to the non-privileged first motor vehicle 10 for cooperation as a collision-free alternative option.
- the privileged second motor vehicle with a lane change to the middle lane would release the right lane to the non-privileged first motor vehicle, so that the first driving trajectory 1 1 becomes collision-free.
- the privileged second motor vehicle could reduce its speed such that a sufficient gap for threading for the first motor vehicle 10 in the right lane arises, as illustrated by the shortened arrow of the alternate avoidance trajectory 22a.
- the alternatives are evaluated by means of a cost function of the privileged second motor vehicle, so that an avoidance trajectory with the lowest costs is determined. It can be seen from FIG. 1 b that the evasion trajectory 22 represents at least no loss of time for the privileged second motor vehicle 20 compared with the second driving trajectory 21, so that it is preferable to the alternative evasion trajectory after a cost comparison.
- step 160 it is checked in the maneuver planning device of the preferred second motor vehicle 20 whether or not the cost of avoidance trajectory 22 with respect to second travel trajectory 21 is less than an individual cost limit of preferential second motor vehicle 20.
- the planned avoidance trajectory is adopted as updated driving trajectory 21 of the privileged second motor vehicle 20 in step 170 and for vehicle communication to the non-privileged first motor vehicle 10 transmitted.
- the non-privileged first motor vehicle 10 at its now collision-free first driving trajectory 1 1 hold and this basically shut down.
- the maneuver planning device of the preferred second motor vehicle 20 determines that the individual cost limit value of the preferred second motor vehicle 20 is not exceeded, the planned avoidance trajectory 22 is rejected in step 180 and the second driving trajectory 21 is maintained. As can be seen from FIG.
- the non-preferred motor vehicle 10 must adapt its first driving trajectory 11 so that it becomes collision-free with respect to the second driving trajectory 21 of the privileged second motor vehicle 20.
- the first motor vehicle 10 plans a maneuver in which it engages behind the second motor vehicle 20.
- the coordination of driving maneuvers between the at least two motor vehicles 10 and 20 does not necessarily have to be completed within a repetition period of, for example, 100 ms.
- maneuvering can take several 100 ms intervals, in particular if, as will be explained with reference to FIGS. 3 a to 3 d, a third driving trajectory of a further third motor vehicle must be taken into account.
- the driving trajectories 1 1 and 21 of the participating motor vehicles 10 and 20 can be updated in accordance with the repetition time.
- a respective temporally nearest repetition time section of a driving trajectory is traversed by transfer to a cruise control device by the respective motor vehicle and falls out of the intended driving maneuver described with the consequentrajektorie done out.
- the driving trajectories are updated with each cyclical update by a new repetition period on their time horizon accordingly.
- the maneuver planning device of the non-privileged first motor vehicle 10 need not respond to an existing collision with the second driving trajectory 21.
- the first motor vehicle 10 may wait to see whether the cooperation request implicitly made by transmitting a first driving trajectory 1 1 colliding with the second driving trajectory 21 is successful or not.
- FIG. 4 shows a second phase of the method according to the invention, in which a cooperative coordination of driving maneuvers between at least two motor vehicles is finalized.
- a first driving trajectory 11 describing an intended driving maneuver is transmitted from the first motor vehicle 10 by means of vehicle-to-vehicle communication to the other motor vehicles in its surroundings.
- the first driving trajectory collides with the second driving trajectory 21 of the second motor vehicle 20.
- the maneuvering planning devices of the first and second motor vehicle 10 and 20 a collision between the first and the second trajectory 1 1 and 21 and a preemption of the second motor vehicle 20 found. Due to the implicit cooperation request by the non-privileged first motor vehicle 10, the maneuver planning device of the privileged second motor vehicle 20 has decided to cooperate and accordingly to adopt and transmit a collision-free design trajectory as the second driving trajectory 21.
- the second driving trajectory 21 collides with the third trajectory 31 of the third motor vehicle 30.
- the collision between the second and third trajectory 21 caused by the intended cooperation between the first and the second motor vehicle 10 and 20 must be and 23 before the first motor vehicle is allowed to rely on the validity of a collision-free second travel trajectory and can exit its planned driving maneuver.
- the imminent collision between the second and the third motor vehicle is resolved with a second application of the maneuvering method according to the invention.
- the second motor vehicle 20 is now the non-privileged motor vehicle, while the third motor vehicle 30 has priority in performing its driving maneuver. If the second maneuvering between the second and third motor vehicles 20 and 30 has been successful and the second motor vehicle can change to the middle lane of the highway according to the planning of the first maneuvering between the first and second motor vehicles 10 and 20, then the first maneuvering is also done successful.
- a successful maneuver duplication between the three vehicles 10, 20 and 30 is outlined in FIG. 3c. If the second maneuvering adjustment between the second and third motor vehicle 20 and 30 is unsuccessful, the first maneuvering between the first and second motor vehicle 10 and 20 may also fail.
- this is compared to the second one Motor vehicle 20 not preferred first motor vehicle 10 a renewed collision between the first driving trajectory 1 1 and the second driving trajectory fixed.
- the first motor vehicle 10 must plan a collision-free avoidance trajectory to the second driving trajectory 21 of the privileged second motor vehicle 20 and transmit it to the motor vehicles in the environment by means of vehicle-to-vehicle communication.
- the second phase of the method according to the invention shown in FIG. 4 is based, inter alia, on the idea of a timing interval, after which a respective non-privileged motor vehicle may finally rely on the success or on the failure of its implicit cooperation request.
- a cooperation counter is initiated in step 200.
- the cooperation counter is set to a defined starting value and decoded with each subsequent cyclical updating of the driving trajectory.
- the initiation of the cooperation counter in step 200 can take place, for example, if the preconditions between the first motor vehicle 10 and the second motor vehicle 20 have been determined in step 140 (see FIG.
- the maneuver planning device of the non-privileged first motor vehicle 10 updates the first driving trajectory 11 in step 210 by updating the first driving trajectory 11 from the chronologically preceding repetition time section. That a ab rawer or passed to a travel control device portion of the driving trajectory 1 1 is replaced by a new section on the time horizon of the driving trajectory 1 1.
- the cooperation counter is decremented.
- step 220 the updated, ie updated, driving trajectory 1 1 is transmitted to the privileged second motor vehicle 20 by means of the vehicle-to-vehicle communication device of the non-privileged first motor vehicle 10.
- the current driving trajectory of the privileged second motor vehicle 20 received by the vehicle-to-vehicle communication device of the non-privileged first motor vehicle 10 and the driving trajectories of other motor vehicles from the environment of the non-privileged first motor vehicle 10 are updated in the maneuver planning device, ie, for example Cached the vehicle-to-vehicle communication device retrieved.
- it is checked in the maneuver planning device of the non-privileged first motor vehicle 10 whether the first driving trajectory 1 1 collides with the second driving trajectory 21.
- step 240 At least one confidence condition is checked in step 240 with the maneuver planning device of the non-privileged first motor vehicle 10. As soon as there is at least one confidence condition, it can be assumed that the cooperation between the first and second motor vehicle was finally successful or definitely not successful, so that the voting interval can be finalized even before the expiry of the cooperation counter.
- step 250 the cooperation counter is reset to zero if a confidence condition has been established in step 240.
- a first confidence condition exists when in the maneuver planning device of the non-privileged first motor vehicle 10 in an update cycle for the first time a collision freedom between the first driving trajectory 1 1 and the second driving trajectory 21 and if it is determined in a second check of step 240 that the second driving trajectory 21 collided with no further driving trajectory of a motor vehicle in the environment.
- a second confidence condition exists when it is determined in an update cycle that the driving trajectories 1 1 and 21 of the non-privileged first and privileged second motor vehicles 10 and 20 collide again after it has been determined in one of the preceding update cycles that the second driving trajectory 21 collided with anotherêtrajektorie 31.
- step 260 the maneuver scheduler of the non-privileged first motor vehicle 10 checks to see if the cooperation counter has expired , If the cooperation counter has not yet expired, step 210 is executed again.
- the maneuver planning device of the non-privileged first motor vehicle 10 After the expiry or the resetting of the cooperation counter, the maneuver planning device of the non-privileged first motor vehicle 10 finally checks in step 270 whether the first driving trajectory 1 1 collides with the second trajectory 21. If the driving trajectories 1 1 and 21 are collision-free, then the non-privileged first motor vehicle 10 can trust in a final success of its cooperation request and in step 280 drive the first driving trajectory 11. Goes to 270 during collision check the collision between the first and the second driving trajectories 1 1 and 21 is detected in the last update cycle, an avoidance trajectory free of collision with the second driving trajectory 21 is planned by the maneuver planning device of the non-privileged first motor vehicle 10 in step 290.
- a cooperation counter can run along, so that after expiry of both cooperation counter ensures that the second motor vehicle 20 in the event of a collision between the first and the second driving trajectory 1 1 and 21 is no longer preferred, ie in other words, has renounced his right of way.
- FIG. 5 shows the operation of a maneuver planning device for a motor vehicle for planning and adjusting driving maneuvers with at least one second motor vehicle on the basis of a state diagram.
- the maneuver planning device is initialized by planning a separate driving trajectory for starting a motor vehicle to which the maneuver planning device is assigned. Furthermore, a cooperation counter is reset. After completion of the initialization, the maneuver planning device transitions to a send / receive state 301, during which the own travel trajectory is exchanged with travel trajectories of at least one other motor vehicle by means of vehicle-to-vehicle communication.
- the maneuver planning device After exchanging the driving trajectories, it is checked during the state 302 whether the maneuver planning device is currently in a tuning interval by checking whether the cooperation counter is active, ie has a value greater than zero. If the cooperation counter is not active, the maneuver planning device branches to a collision checking state 303. During the collision checking state 303, it is checked whether there is a collision between the own driving trajectory and a received driving trajectory of another motor vehicle. If a collision is detected during the collision check state 303, the maneuver scheduler branches to an assessment state 304. If no collision is detected during the collision check state 303, the maneuver scheduler branches to an update state 307 in which the own travel trajectory is updated and thus updated.
- the evaluation state 304 it is checked on the basis of at least one evaluation criterion whether the own motor vehicle is privileged over the another motor vehicle which has transmitted the one colliding travel trajectory for executing the own trajectory or if it is not preferred. If the own motor vehicle is privileged, the maneuver planning device changes to a state 305.
- a cost optimized first avoidance trajectory is planned that is collision free to the received travel trajectory of the other motor vehicle.
- the avoidance trajectory is assessed as to whether a cost limit is undercut. If it has been determined that the cost threshold is undershot, a transition is made to a state 306. In state 306, the avoidance trajectory is adopted as updated own driving trajectories. Subsequently, the system returns to the send / receive state 301. If it is determined during the state 305 that the cost limit value is not undershot, the maneuver planning device branches to the update state 307.
- the maneuver planning device enters the state 320.
- the cooperation counter is set to a defined starting value. Subsequently, the own constitutionalrajektorie is updated during the update state 307.
- the maneuver planning device branches to a collision checking state 310, during which it is checked whether a previously existing collision between the own driving trajectory and the received driving trajectories of the other motor vehicle is still present or no longer exists. If no collision is detected, the maneuver planning device branches to a success state 31 1, in which the cooperation counter is reset to zero. After a transition to the update state 307, the own travel trajectory is updated.
- the maneuver scheduler enters the cooperation counter check state 312. If it is determined in the cooperation counter check state 312 that the cooperation counter has expired, the cooperation request has failed. Accordingly, the maneuver scheduler transitions to state 314, during which a collision-free avoidance trajectory is planned, which is adopted as a separate trajectory. If it is determined during cooperation counter check state 312 that the cooperation counter has not yet expired, the cooperation counter is decremented with transition to state 313. The maneuver planning device then transfers to the update state 307.
- FIGS. 6a to 6d A traffic situation is illustrated in FIGS. 6a to 6d, with the aid of which an alternative embodiment of the method according to the invention for adjusting driving maneuvers is to be explained.
- the starting position is essentially identical to the scenario shown in FIG. 3a.
- a non-privileged first motor vehicle 10 plans a lane change maneuver to thread from the acceleration strip of the highway section shown to the right lane of the highway.
- the first driving trajectory 1 1 of the non-privileged first motor vehicle 10 collides with the second traction trajectory 21 of the privileged second motor vehicle 20.
- FIG. 6 a shows the situation after the maneuver planning device of the preferential motor vehicle 20 has decided to cooperate with the non-preferential motor vehicle 10. Accordingly, according to the planning step 150 shown in FIG. 2, a first avoidance trajectory free of collision with the first driving trajectory 21 has been planned, which is transmitted as an updated second driving trajectory 21.
- an alternative second driving trajectory 21 is additionally transmitted by the second motor vehicle 20.
- the maneuver planning device of the non-privileged first motor vehicle 10 is to be signaled among other things a further need for coordination with at least one further motor vehicle.
- a further intermediate step is provided according to the alternative embodiment of the method.
- the maneuver planning device of the preferred second motor vehicle 20 first of all checks whether the planned first avoidance trajectory collides with a transmitted further travel trajectory of another motor vehicle. If, as shown in Figure 6a, a collision between the first avoidance trajectory and a third Driving trajectory 31 of a third motor vehicle (30) is present and the collision is determined by the maneuvering planning device of the privileged second motor vehicle 20, the maneuver planning device, the alternative suprarajektorie 21 'is planned.
- the alternative driving trajectory 21 ' is generated by updating the previously valid second driving trajectory 21 of the privileged second motor vehicle 20.
- step 170 the planned first evasion trajectory 22 as updated driving trajectory 21 of the privileged motor vehicle 20 and the planned alternative driving trajectory 21 'next to each other by means of vehicle-to-vehicle Communication in the environment of the second motor vehicle 20 to the first motor vehicle 10 and transmitted to the third motor vehicle.
- a cooperation request is implicitly directed to the maneuvering planning device of the third motor vehicle 30.
- the non-privileged first motor vehicle 10 is signaled by transmitting two alternative second driving trajectories 21 and 21 'that the implicit cooperation request of the first motor vehicle 10 is not yet completed.
- the third motor vehicle 30 which is preferred to the second motor vehicle 20 in a planned lane change from the right to the middle lane, may or may not offer cooperation depending on its cost function. If the third motor vehicle 30 cooperates and transmits a planned evasion trajectory as a third driving trajectory 31, which is collision-free with the second driving trajectory 21 of the second motor vehicle 20, then the alternative second traveling trajectory 21 'is discarded by the maneuver planning device of the second motor vehicle 20.
- FIG. 6c shows that the third motor vehicle 30 does not cooperate with the second motor vehicle and transmits a third driving trajectory 31 which collides with the second driving trajectory 21. Consequently, the maneuver planning device of the second motor vehicle 20 discards the second driving trajectory 21 and adopts the alternative second driving trajectory 21 'as an evasion trajectory. This evasion trajectory will continue over time continuously updated as second driving trajectory 21 and transmitted.
- the non-preferred first motor vehicle 30 must, as shown in FIG. 6 d, adapt the first driving trajectory 11 to the second driving trajectory 21 without collision.
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DE102018002675.3A DE102018002675A1 (en) | 2018-04-03 | 2018-04-03 | Method and device for adjusting driving maneuvers between motor vehicles |
PCT/EP2019/057737 WO2019192909A1 (en) | 2018-04-03 | 2019-03-27 | Method and device for adapting driving maneuvers between motor vehicles |
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EP3776514A1 true EP3776514A1 (en) | 2021-02-17 |
EP3776514B1 EP3776514B1 (en) | 2022-06-15 |
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EP (1) | EP3776514B1 (en) |
DE (1) | DE102018002675A1 (en) |
WO (1) | WO2019192909A1 (en) |
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US10757485B2 (en) | 2017-08-25 | 2020-08-25 | Honda Motor Co., Ltd. | System and method for synchronized vehicle sensor data acquisition processing using vehicular communication |
US11163317B2 (en) | 2018-07-31 | 2021-11-02 | Honda Motor Co., Ltd. | System and method for shared autonomy through cooperative sensing |
US11181929B2 (en) | 2018-07-31 | 2021-11-23 | Honda Motor Co., Ltd. | System and method for shared autonomy through cooperative sensing |
DE102019203420A1 (en) * | 2019-03-13 | 2020-09-17 | Psa Automobiles Sa | Method and device for coordinating driving maneuvers between motor vehicles |
DE102019208291B4 (en) | 2019-06-06 | 2022-12-15 | Psa Automobiles Sa | Method and device for adjusting driving maneuvers |
DE102020002993B4 (en) | 2020-05-19 | 2022-11-10 | Mercedes-Benz Group AG | Method for supporting a vehicle |
DE102021210687A1 (en) | 2021-09-24 | 2023-03-30 | Psa Automobiles Sa | Efficiency-enhanced communication of cooperatively acting automated vehicles |
DE102021214341B3 (en) * | 2021-12-14 | 2023-05-25 | Volkswagen Aktiengesellschaft | Method for cooperative maneuver planning for at least two vehicles and assistance device |
DE102021214445A1 (en) | 2021-12-15 | 2023-06-15 | Continental Automotive Technologies GmbH | Computer-implemented method and system for cooperative maneuver planning for a first vehicle |
DE102022207903A1 (en) | 2022-08-01 | 2024-02-01 | Volkswagen Aktiengesellschaft | Method and system for checking a plan trajectory of a partially automated or automated vehicle |
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DE102007058538A1 (en) * | 2007-12-06 | 2009-06-10 | Robert Bosch Gmbh | Method for controlling a hazardous situation in traffic |
US9669828B2 (en) * | 2012-06-01 | 2017-06-06 | Toyota Motor Engineering & Manufacturing North America, Inc. | Cooperative driving and collision avoidance by distributed receding horizon control |
WO2016020290A1 (en) * | 2014-08-04 | 2016-02-11 | Continental Teves Ag & Co. Ohg | System for automated cooperative driving |
DE102015221817A1 (en) * | 2015-11-06 | 2017-05-11 | Audi Ag | Method for the decentralized tuning of driving maneuvers |
DE102016205972A1 (en) * | 2016-04-11 | 2017-11-09 | Volkswagen Aktiengesellschaft | Method for the autonomous or semi-autonomous execution of a cooperative driving maneuver |
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DE102018002675A1 (en) | 2019-10-10 |
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