DE102022113022A1 - Method for operating an automated motor vehicle, computer program, data processing device and automated motor vehicle - Google Patents

Abstract

A method (100) is provided for operating an automated motor vehicle (10), the method (100) having the steps: acquiring (110) of map data, the map data comprising driving strategy information; Detecting (120) a position (11) of the motor vehicle (10); Determining (130) a driving function based on the driving strategy information and the position (11) of the motor vehicle (10); and carrying out (140) the driving function.

Description

The present invention relates to a method for operating an automated motor vehicle, and a data processing device that is designed to at least partially carry out the method. Furthermore, an automated motor vehicle with the data processing device is provided. Additionally or alternatively, a computer program is provided which includes commands which, when the program is executed by a computer, cause it to at least partially carry out the method. Additionally or alternatively, a computer-readable medium is provided which includes instructions which, when the instructions are executed by a computer, cause it to at least partially carry out the method.

Operating an automated motor vehicle to drive through complex and confusing route sections and/or in complex, confusing situations supports a user, for example a driver, and contributes to the perception of the motor vehicle as a modern, automated motor vehicle and to improving the safety and comfort of the user . Such route sections and/or situations are, for example, confusing traffic control systems, toll stations and an environment of other infrastructure elements such as border stations, customs stations, gas stations, parking lots and/or rest areas.

Typically, the operation of the automated motor vehicle is based on local sensory perception using a camera, radar and/or lidar, recognizing drivable lanes on the vehicle side, following other road users and evaluating signs and carrying out a corresponding automated driving function. This can be supported by map information, with the map information reflecting, for example, the geometric course of lanes and/or roadways.

DE 10 2017 214 493 A1 discloses a method for operating a motor vehicle, wherein the motor vehicle is first driven to a passage area, which is detected by a detection device of the motor vehicle and is on a predetermined route of the motor vehicle, the passage area comprising several lanes, wherein to pass the passage area first at least one passage criterion of the respective lanes of the passage area is checked by means of a control device of the motor vehicle, the at least one passage criterion influencing the passage of the motor vehicle through the passage area in time, and then a lane from the several lanes for passing through the passage area by means of the control device depending on that detected passage criterion is selected. The detection device includes an environment sensor, in particular a camera and/or a radar and/or an ultrasonic sensor.

EP 3 214 407 B1 discloses a navigation device comprising a map data receiving device for receiving map data containing information regarding lanes of a multi-lane end portion of a road, the lanes having the same direction of travel.

US 2019/353491 A1 discloses a passage gate determination device comprising: an information detector configured to detect a status of vehicles in front of gates at a location where a plurality of gates are arranged; and a gate selector configured to select a gate through which a vehicle is to pass from the plurality of gates based on the status detected by the information capture device.

Existing systems and methods use longitudinal and transverse driving functions for the automated operation of the motor vehicle, for example in order to be able to drive automatically to a certain extent at a toll station under favorable conditions. However, the availability of various automated functions can neither be maximized nor guaranteed. In addition, there is no specific optimization for specific toll stations, other route sections and/or situations.

The route sections and/or situations mentioned at the beginning are highly complex because, for example, a lane marking can be poorly visible or not present, object recognition in slow, heavy traffic is complex, there are many occlusions in the image data and/or chaotic lane changing behavior occurs by other road users. Therefore, the route sections and/or situations are subject to enormous variance in the potentially feasible automated driving functions and do not allow for generic algorithmic solutions for operating the automated motor vehicle. In addition, it cannot be sufficiently guaranteed that a vehicle-side algorithm can find the optimal strategy for carrying out an automated driving function for driving through the route section and/or the situations in each driving situation based on the currently available information.

Against the background of this prior art, the object of the present disclosure is to provide an improved method which is suitable for enriching the prior art.

The task is solved by the features of the independent claim. The subclaims contain preferred developments of the disclosure.

The task is then solved by a method for operating an automated motor vehicle. The method has the steps of: acquiring map data, the map data comprising driving strategy information; Detecting a position of the motor vehicle; Determining a driving function based on the driving strategy information and the position of the motor vehicle; and performing the driving function.

To operate the automated motor vehicle, driving functions are carried out automatically. According to the disclosure, the map data includes driving strategy information in addition to topographical and/or geographical information. The driving strategy information is information included in the map that may be linked to a geoposition in the map. This allows the driving function to be determined and carried out taking into account the driving strategy information and the position of the vehicle. The driving strategy information is information included in the map data that includes a strategy for performing one or more automated driving functions.

In other words, the map data includes the driving strategy information, which, in combination with the position of the motor vehicle, can be used to effectively determine the driving function. This results in a possible driving function from the map data and does not have to be determined on the vehicle side. A complex vehicle-side determination of the automated driving function is therefore unnecessary.

The map data may include a path, and the driving strategy information may be associated with the path. The driving strategy information may be associated along the path and/or a specific location on the path. This means that the driving strategy information can be localized precisely. The driving strategy information and thus the driving function to be determined can be specific for one or more paths in order to achieve a dependence of the driving function on the path.

The driving strategy information may include a decision point located along the path. A decision point can be assigned to a geoposition or an area and/or a set of geopositions in the map data, which means that a decision point can also be referred to as a decision area. The decision point can be assigned a branch of a path into two branches. Branches are paths or subpaths and result from a branching of a path. A lane change area can be assigned to the decision point or decision area, i.e. an area in which a decision is made about changing a lane and/or a path. Alternatively or additionally, a feasible driving function can be assigned to the decision point. In other words, the driving strategy information includes the information as to whether or how a junction is to be taken at a geoposition corresponding to the decision point and/or the driving function is to be carried out. When the position of the motor vehicle reaches the geoposition or the decision point, a decision can be made, for example, on the vehicle side and/or the user side, which of the branches the motor vehicle has to travel on and/or whether the feasible driving function is to be carried out.

The driving strategy information can include target information. The destination can be an intermediate destination on a route traveled by the motor vehicle and/or an end point of the route. The target information can relate to a target arranged along the path and/or at one end of the path. For example, the goal may place a specific requirement on the automated motor vehicle, such as a technological requirement, a requirement for a user and/or occupant of the motor vehicle and/or an authorization. Based on the target information, a driving function can be determined that leads to the target if the requirement is met.

The path can be assigned to a lane and/or a trajectory. The lane can be a lane of a multi-lane road and can be included in the map data. The trajectory can be, for example, a lane recorded and/or trained by a fleet management system, which can be included in the map data. This means that the path can be adapted to the actual traffic conditions.

The driving strategy information may include a driving function candidate. The driving function candidate corresponds to a driving function that can be carried out according to the driving strategy information. The driving strategy information can include a plurality of driving function candidates. The majority of driving function candidates can be alternative ven or supplementary driving functions. The driving function candidate can indicate a tolerance in the transverse and/or longitudinal guidance of the motor vehicle and/or relate to a driving function that can be carried out due to environmental information that cannot be detected or is difficult to detect on the vehicle side.

The driving function can be carried out depending on the driving function candidate and a state that can be determined by the vehicle and/or the user. The execution of the driving functions corresponding to the driving function candidate can be verified beforehand on the vehicle side, for example by a vehicle-side sensor signal and its evaluation. For this purpose, a condition can be determined on the vehicle side. The condition can be a technological feature of the motor vehicle, a requirement for the user and/or the occupants of the motor vehicle and/or an authorization. Information relating to the state can also be included in the driving strategy information. Alternatively or additionally, user-side verification can take place through an input from the user. Determining the state serves to verify that the driving function is being carried out.

In other words and based on a specific embodiment, which is described as not limiting the present disclosure, what has been described above can be summarized as follows: Map information is not only supplemented by information about drivable lanes that lead through toll stations, but also by Driving strategy instructions that an on-board system carries out, taking the vehicle equipment into account. This includes instructions for selecting lanes, instructions for lane change points, information for obeying alternating signs and barriers, decision points for warnings, and decision points for deactivation and resumption of functions before and/or after the toll station. Through map updates, the behavior of vehicles can be adapted at any time to changing circumstances or design requirements. The solution can be transferred to other infrastructure elements such as border stations, customs stations, gas stations, parking lots, rest stops and others. According to the illustration 2 shows a typical toll station in which paths (P) and decision points (E) are entered. Paths P1-P2 are typically provided by lane-level maps (e.g. HD map or learned trajectory-based maps). A novelty here is the additional provision of decision points E1-E8, where instructions are stored that are designed for the specific situation at the toll station and the desired behavior of the vehicle for the customer. Example: A vehicle that enters the toll station on path P1 must decide at E1 whether to continue following path P1 or to change to path P2. In order to be able to make this decision, E1 contains the information that the pure video toll lanes P2.1 and P2.2 can only be reached via path P2. This means that the vehicle can make the following and only this decision at E1: A) If the vehicle is equipped with video toll, it should switch to P2. B) If the vehicle is not equipped with video toll, P1 should be followed up. Example: A vehicle is at E4. At this point the decision instruction is available that vehicles with a video toll system can decide between paths P2.1 and P2.2; The paths P1.1 and P1.2 no longer have to be taken into account. For vehicles without a video toll system, the instruction is that E4 is the last possible point at which a change to path P1.2 must take place or a handover to the customer must take place. This time can be designed differently for Level 2 and Level 3 (or higher). Example: At E5 and E6 there is the decision instruction that vehicles that are not able to recognize stopping points at the toll station payment point on P1.1 or P1.2 (e.g. based on the detection of closed barriers or traffic lights/signal states) must be handed over to the driver. Otherwise the driver will be informed and put on standby.

Furthermore, a computer program is provided, comprising commands which, when the program is executed by a computer, cause it to at least partially execute or carry out the method described above.

A program code of the computer program can be in any code, in particular in a code that is suitable for motor vehicle controls.

What was described above with reference to the process also applies to the computer program and vice versa.

Furthermore, a data processing device, for example a control device, is provided for an automated motor vehicle, the data processing device being set up to at least partially implement or carry out the method described above. The procedure is therefore a computer-implemented procedure.

The data processing device can be part of or represent a driving assistance system. The data processing device can be, for example, an electronic control unit (ECU = electronic control unit). The electronic control unit can be an intelligent processor-controlled unit that can communicate with other modules, for example via a central gateway (CGW) and, if necessary, via field buses such as the CAN bus, LIN bus, MOST bus and FlexRay or via Automotive Ethernet, for example together with telematics control devices, can form the vehicle on-board network. It is conceivable that the control unit controls functions relevant to the driving behavior of the motor vehicle, such as the engine control, the power transmission, the braking system and/or the tire pressure monitoring system. In addition, driver assistance systems, such as a parking assistant, an adapted cruise control (ACC), a lane keeping assistant, a lane change assistant, traffic sign recognition, light signal recognition, a starting assistant, a night vision assistant and/or an intersection assistant, can be controlled by the control unit .

What has been described above with reference to the method and the computer program also applies analogously to the data processing device and vice versa.

Furthermore, an automated motor vehicle comprising the data processing device described above is provided.

The automated motor vehicle can be a passenger car, in particular an automobile. The automated motor vehicle can be designed to at least partially and/or at least temporarily take over longitudinal guidance and/or transverse guidance during automated driving of the motor vehicle. Automated driving can be carried out in such a way that the movement of the motor vehicle is (largely) autonomous. The automated driving can be controlled at least partially and/or temporarily by the data processing device.

The motor vehicle can be a motor vehicle with autonomy level 1, i.e. have certain driver assistance systems that support the driver in operating the vehicle, such as adaptive cruise control (ACC).

The motor vehicle can be a motor vehicle of autonomy level 2, i.e. be partially automated so that functions such as automatic parking, lane keeping or lateral guidance, general longitudinal guidance, acceleration and/or braking are taken over by driver assistance systems.

The motor vehicle can be a motor vehicle of autonomy level 3, i.e. conditionally automated so that the driver does not have to continuously monitor the vehicle system. The motor vehicle independently carries out functions such as triggering the turn signal, changing lanes and/or keeping in lane. The driver can turn his attention to other things, but if necessary the system will ask him to take over within a warning period.

The motor vehicle can be a motor vehicle with autonomy level 4, i.e. so highly automated that control of the vehicle is permanently taken over by the vehicle system. If the system can no longer handle the driving tasks, the driver can be asked to take over the lead.

The motor vehicle can be a motor vehicle with autonomy level 5, i.e. so fully automated that the driver is not required to fulfill the driving task. No human intervention is required other than setting the target and starting the system. The motor vehicle can do without a steering wheel and pedals.

What has been described above with reference to the method, the data processing device and the computer program also applies analogously to the motor vehicle and vice versa.

Furthermore, a computer-readable medium, in particular a computer-readable storage medium, is provided. The computer-readable medium includes instructions that, when the program is executed by a computer, cause it to at least partially carry out the method described above.

That is, a computer-readable medium may be provided that includes a computer program as defined above. The computer-readable medium can be any digital data storage device, such as a USB flash drive, hard drive, CD-ROM, SD card, or SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium in order to be made available to the motor vehicle, but can also be obtained externally via the Internet or otherwise.

What has been described above with reference to the method, the data processing device, the computer program and the automated motor vehicle also applies analogously to the computer-readable medium and vice versa.

• 1 zeigt schematisch einen Ablaufplan eines Verfahrens gemäß einem Aspekt der Offenbarung; und
• 2 zeigt schematisch ein Kraftfahrzeug gemäß einem Aspekt der Offenbarung auf einen Fahrstreckenabschnitt an einer Mautstation mit einer Mehrzahl von Pfaden und einer Mehrzahl von Entscheidungspunkten.

An embodiment is described below with reference to the figures.

• 1 schematically shows a flowchart of a method according to an aspect of the disclosure; and
• 2 schematically shows a motor vehicle according to an aspect of the disclosure on a route section at a toll station with a plurality of paths and a plurality of decision points.

1 schematically shows a flowchart of a method 100 according to one aspect of the disclosure. The method 100 is a method 100 for operating an automated motor vehicle 10 as related to 2 described. With the method 100, it is possible to operate the motor vehicle 10 on a complex and/or confusing section of route, for example at a toll station 20 as also shown in 2 shown.

According to 1 a capture 110 of card data takes place. The map data can be stored on the vehicle. The map data can be adjusted through map updates. The map data is alternatively or additionally received by a vehicle-side communication device, for example from a traffic infrastructure element. The traffic infrastructure element can, for example, transmit current map data relating to the complex and/or confusing route section to the motor vehicle 10.

The map data includes several paths P1, P2 along one or more streets. Each of the paths P1, P2 is assigned to a lane 12 of the road and/or a trajectory 13 along the road.

The map data includes driving strategy information. The driving strategy information each determines a strategy for carrying out automated driving functions for the motor vehicle 10. The driving strategy information includes driving function candidates, which, after an optional verification, can lead to the implementation 140 of a driving function corresponding to the driving function candidate.

The driving strategy information is assigned to the paths P1, P2. A plurality of driving strategy information can be assigned to each of the paths P1, P2. The driving strategy information includes decision points E1, E2, E3, E4, E5, E6, E7, E8 arranged along the respective path P1, P2. The decision points are locally located along the respective path P,1 P2 (see also 2 ). Each of the decision points E1, E2, E3, E4, E5, E6, E7, E8 is assigned a branch of a path P1, P2 into two branches P1.1, P1.2, P2.1, 2.2 and/or a feasible automated driving function . The driving strategy information includes target information. The target information relates to a target 20 arranged along one of the paths P1, P2 and/or at one end of one of the paths P1, P2.

A position 11 of the motor vehicle 10 is detected 120. The position 11 of the motor vehicle 10 can be done by means of GPS, by mobile radio communication, by another wireless communication and/or otherwise.

A driving function is determined 130 based on the driving strategy information and the position 11 of the motor vehicle 10. The position 11 of the motor vehicle 10 and the driving strategy information are compared, in particular with regard to the paths P1, P2 and/or decision points E1, E2, E3 , E4, E5, E6, E7, E8. For this purpose, a predetermined, optionally speed-dependent, threshold condition can be placed on the distance between the position 11 of the motor vehicle 10 and the geoposition of one of the paths P1, P2 and/or one of the decision points E1, E2, E3, E4, E5, E6, E7, E8 become. If the threshold condition is met, the driving function relating to path P1, P2 and/or decision point E1, E2, E3, E4, E5, E6, E7, E8 can be carried out.

The driving function is carried out 140. The driving function can include regulation and/or control of the motor vehicle 10, for example for transverse and/or longitudinal guidance. Alternatively or additionally, the driving function may include an output optionally with an input request to a driver of the motor vehicle 10. The driving function is carried out 140 depending on the driving function candidate and a state that can be determined by the vehicle and/or the user. The condition relates to the motor vehicle 10 and/or a user input.

One skilled in the art will recognize that the order of procedure 100 can be varied. It is possible to perform steps of method 100 simultaneously and/or in an order other than that shown. For example, the acquisition 110 of map data and the acquisition 120 of the position 11 of the motor vehicle 10 can be carried out in any order and/or simultaneously. In particular, the detection 120 of the position 11 of the motor vehicle 10 can take place at any time, i.e. continuously, while the method 100 is being carried out.

2 schematically shows a motor vehicle 10 according to one aspect of the disclosure on a route section at a toll station 20 with a plurality of paths P1, P2 and a plurality number of decision points E1, E2, E3, E4, E5, E6, E7, E8.

The schematically shown motor vehicle 10 is set up with reference to 1 to carry out the procedure 100 described. On the description of the 1 is referred to below.

As in 2 illustrated by a cross, the motor vehicle 10 is arranged at a position 11. The motor vehicle 10 drives towards a toll station 20. The toll station 20 includes a plurality of terminals 21, making the road around the toll station 20 a multi-lane road. Each of the terminals 21 can be traveled along one of the trajectories 13 shown. One of the trajectories 13 corresponds to a lane 12. Other trajectories 13 cross different lanes of the road. Two of the terminals 21 each include a barrier 22 and a traffic sign 24, for example a traffic light and/or a change sign. Two of the terminals 21 include an image capture device 23 in order to be able to pay the toll using images (video toll).

Each of the trajectories 13 includes a path P1, P2. Each of the paths P1, P2 includes a decision point E1, E2 arranged on the respective path P1, P2. At the decision points E1, E2, the map data may include the driving strategy information to perform a lane change from one of the paths P1, P2 to another of the paths P1, P2.

Each of the paths P1, P2 ends at a decision point E3, E4, which is arranged at an end point of the respective path P1, P2. The end point of one of the paths P1, P2 is an intermediate destination on a route traveled by the motor vehicle 10. At each of the decision points E3, E4, one of the paths P1, P2 branches into branches P1.1, P1.2, P2.1, P2.2. At the decision points E3, E4, the map data can include the driving strategy information about which branch P1.1, P1.2, P2.1, P2.2 is accessible. For example, the branches P2.1, P.2.2 cannot be traveled from the decision point E3, while the branches P1.1, P1.2 can be traveled from the decision point E3.

For the motor vehicle 10, which, for example, enters the toll station 20 on the path P1, it must be possible to decide at E1 whether to continue following the path P1 or to change to the path P2. In order to be able to make this decision, the driving strategy information at E1 includes the information that the video toll lanes along branches P2.1 and P2.2 can only be reached via path P2. This allows the motor vehicle 10 to make the following decision at E1: A) If the motor vehicle 10 has technical features for carrying out video tolling, it should switch to P2. B) If the motor vehicle 10 does not have any technical features for carrying out video tolling, P1 should be pursued further.

For example, the motor vehicle 10 is at E4 (not shown). At the decision point E4, the driving strategy information is the decision instruction that the motor vehicle 10 with a video toll system can decide between the branches P2.1 and P2.2; The branches P1.1 and P1.2 no longer have to be taken into account. For a motor vehicle 10 without a video toll system, the instruction is that E4 is the last possible decision point E4 at which a change to branch P1.2 must be made and/or a handover to the customer must take place.

At decision points E5, E6, the decision instruction is available as driving strategy information that motor vehicles 10 that are not able to stop at the toll station 20 on the branches P1, for example by detecting a closed barrier 20 and/or the traffic sign 24 on the vehicle side .1, P1.2 must be handed over to the driver. Otherwise the driver will be informed and put on standby.

At decision points E7, E8, the decision instruction is available as driving strategy information to drive through a section corresponding to the terminals 21 at a predetermined speed suitable for video tolling along the respective branch P2.1, P.2.2 and then, after driving through the toll station 20, again to transition to regular operations.

The driving strategy information therefore includes instructions for selecting lanes, paths P1, P2, and/or branches P1.1, P1.2, P2.1, P2.2, instructions for lane change points, information for observing changing signs and barriers, decision points E1, E2, E3, E4, E5, E6, E7, E8 for warning, and decision points E1, E2, E3, E4, E5, E6, E7, E8 for function deactivation and resumption before and/or after the toll station 20. The decision points E1 , E2, E3, E4, E5, E6, E7, E8 include instructions that are designed for the specific situation at the toll station 20 and the desired behavior of the motor vehicle 10.

The method 100 is not limited to toll stations 20 and can be transferred to other infrastructure elements such as border stations, customs stations, gas stations, parking lots, rest stops and others.

Reference symbol list

10

motor vehicle

11

position

12

Lanes

13

Trajectory

20

Toll station

21

Terminals

22

Cabinets

23

Image capture device

24

Traffic signs

100

Proceedings

110

Collecting card data

120

Capturing a position

130

Determining a driving function

140

Carrying out the driving function

E1

Decision point

E2

Decision point

E3

Decision point

E4

Decision point

E5

Decision point

E6

Decision point

E7

Decision point

E8

Decision point

P1, P2

path

P1.1, P1.2, P2.2, P2.1

branch

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102017214493 A1 [0004]
• EP 3214407 B1 [0005]
• US 2019353491 A1 [0006]

Claims (10)

Method (100) for operating an automated motor vehicle (10), the method (100) having the steps: - Acquiring (110) map data, the map data comprising driving strategy information; - Detecting (120) a position (11) of the motor vehicle (10); - Determining (130) a driving function based on the driving strategy information and the position (11) of the motor vehicle (10); and - Carrying out (140) the driving function. Procedure according to Claim 1 , wherein the map data includes a path (P1, P2), and the driving strategy information is assigned to the path (P1, P2). Procedure according to Claim 2 , wherein the driving strategy information comprises a decision point (E1, E2, E3, E4, E5, E6, E7, E8) arranged along the path (P1, P2), the decision point (E1, E2, E3, E4, E5, E6, E7, E8) a branch of a path (P1, P2) into two branches (P1.1, P1.2, P2.1, 2.2) and / or a feasible driving function is assigned. Procedure according to Claim 2 or 3 , wherein the driving strategy information comprises target information, wherein the target information relates to a target (20) arranged along the path (P1, P2) and/or at one end of the path (P1, P2). Procedure according to one of the Claims 2 until 4 , wherein the path (P1, P2) is assigned to a lane (12) and / or a trajectory (13). Method according to one of the preceding claims, wherein the driving strategy information comprises a driving function candidate. Procedure according to Claim 6 , wherein the driving function is carried out (140) depending on the driving function candidate and a state that can be determined on the vehicle side and/or the user side. Computer program and/or computer-readable medium, comprising commands which, when the program or commands are executed by a computer, cause the computer to carry out the method (100) and/or the steps of the method (100) according to one of Claims 1 until 7 to carry out Data processing device for an automated motor vehicle (10), the data processing device being set up to carry out the method (100) according to one of Claims 1 until 7 to carry out. Automated motor vehicle (10), comprising the data processing device according to Claim 9 .

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