DE102022206981A1 - Method for driving support for a networked motor vehicle - Google Patents

Abstract

According to the invention, a method for driving support of a networked, in particular at least partially automated, motor vehicle is described by an infrastructure system, wherein to carry out the driving support by means of a communication connection between the infrastructure system and the motor vehicle, data from the motor vehicle to the infrastructure system and / or data from the infrastructure system are transmitted to the motor vehicle, comprising the steps: - Determining a current data transmission quality and / or estimating a future data transmission quality of the communication connection between the infrastructure system and the motor vehicle; - Depending on the data transmission quality, selecting at least one measure for adapting the driving support.

Description

The invention relates to a method for driving support of a networked, in particular at least partially automated, motor vehicle through an infrastructure system. The invention further relates to an infrastructure system for driving support of networked, in particular at least partially automated, motor vehicles. The invention further relates to an at least partially automated, networked motor vehicle. The invention further relates to a computer program.

State of the art

As in other areas of technology, networking is playing an increasingly important role in vehicle applications. More and more vehicles have the ability to connect to other road users, infrastructure components (e.g. so-called roadside units) or to backend services in a cloud.

In particular, the networking of vehicles with infrastructure systems has recently become increasingly important. Such infrastructure systems can support at least partially automated vehicles in their driving tasks, e.g. B. Sensors on the side of the road or data servers provide additional information that the vehicle's on-board sensors cannot generate or can only generate to a limited extent. This support can extend to direct intervention in driving functions, for example if: B. autonomous vehicles are no longer able to continue driving autonomously or only to a limited extent due to their limited view of the surroundings. This networking of vehicle and infrastructure systems via so-called V2X communication can significantly improve both traffic safety and traffic efficiency.

From the DE 10 2018 210 060 A1 A method and a device for monitoring traffic routes, which are traveled in particular by highly automated or autonomously driven motor vehicles, are known. The provided traffic infrastructure is monitored and it is recognized whether there is currently a disruption to the traffic infrastructure. When a disruption is detected, appropriate measures are initiated to ensure the safety of the traffic routes, which also include triggering an emergency protocol and/or slowing down the speed of motor vehicles on the affected traffic routes.

The DE 10 2017 203 022 A1 discloses a method and a system for the safe and efficient provision of at least one (partially) autonomous driving mode of a motor vehicle through communication between the motor vehicle and a backend server. A control unit can be designed to create a request for retrieving authorization to carry out the at least one (partially) autonomous driving mode and to send it, for example, via a mobile radio system.

The DE 10 2019 209 154 A1 reveals an infrastructure-based environment detection during autonomous driving. Sensor data is recorded by a plurality of infrastructure-side sensors in an area surrounding the motor vehicle and fused sensor data is generated based on the recorded sensor data. Environment model data of the sensor data is generated stationary through evaluation on the infrastructure side, with objects located in the surrounding area being localized and identified, and this data ultimately being transmitted to the motor vehicle.

Disclosure of the invention

When supporting a driving task of a networked automated motor vehicle through an infrastructure system, it is important that the information from the infrastructure arrives at the networked motor vehicle with a high level of reliability and a low delay (latency). If data transmission in one of the two directions is not possible with low latency and/or high reliability, it is necessary that the vehicle and/or the infrastructure system are informed about this at an early stage and can take appropriate countermeasures.

It can be seen as an object of the invention to provide a reliable method for driving support of networked and in particular of at least partially automated motor vehicles, which selects countermeasures that are suitable for ensuring the safety of the driving support when the data transmission quality does not meet certain requirements .

It can be seen as a further object of the invention to provide an infrastructure system for driving support of networked and in particular at least partially automated motor vehicles, which has a high level of reliability and availability.

These tasks are solved by the respective subjects of the independent claims. The subclaims describe advantageous embodiments of the invention.

• - Bestimmen einer aktuellen Datenübertragungsqualität und/oder Schätzen einer zukünftigen Datenübertragungsqualität der Kommunikationsverbindung zwischen dem Infrastruktursystem und dem Kraftfahrzeug;
• - Abhängig von der Datenübertragungsqualität, Auswählen mindestens einer Maßnahme zur Anpassung der Fahrunterstützung.

According to a first aspect of the invention, a method for driving support of a ver networked, in particular at least partially automated, motor vehicle through an infrastructure system, wherein in order to carry out the driving support, data is transmitted from the motor vehicle to the infrastructure system and/or data from the infrastructure system to the motor vehicle by means of a communication connection between the infrastructure system and the motor vehicle, comprising the steps:

• - Determining a current data transmission quality and/or estimating a future data transmission quality of the communication connection between the infrastructure system and the motor vehicle;
• - Depending on the data transmission quality, selecting at least one measure to adapt the driving support.

Here, a communication connection between the infrastructure system and the motor vehicle is understood to mean, in particular, a data connection by means of which the infrastructure system can transmit data to the motor vehicle and/or by means of which the motor vehicle can transmit data to the infrastructure system.

For at least partially automated, networked motor vehicles, it is not always possible to estimate how good the quality of the desired driving support from an infrastructure system (e.g. an infrastructure-assisted lane merge) will be, in particular whether the necessary data transmission will be error-free or not. From a safety perspective, such a motor vehicle must always be able to deal with an error (and then switch to a safe state with emergency braking, for example), but safety and in particular driving comfort can be improved through a prior data transmission quality assessment and measures derived from this .

In a preferred embodiment of the invention, the measure for adapting the driving support includes restricting a spatial area in which the driving support is provided such that a smaller spatial area has to be monitored by the infrastructure system. The infrastructure system usually includes at least one environmental sensor that has a specific field of view in which objects can be recognized and their properties can be determined. If the spatial area that must be monitored by the infrastructure system is reduced, all objects only have to be reliably detected in the reduced area by the environmental sensor and the associated information must be sent to the motor vehicle, which in turn puts less strain on the communication connection.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes limiting the speed of the networked motor vehicle by the infrastructure system and / or the motor vehicle itself. In this way, emergency braking can advantageously be avoided in the event of an emergency shutdown and the motor vehicle can be braked more comfortably be placed in a safe state.

In a particularly preferred embodiment of the invention, the speed of the networked motor vehicle is limited depending on whether a value representing the current data transmission quality falls below a certain threshold value. For example, different threshold values can be specified, with each threshold value being linked to a specific maximum speed of the motor vehicle. A value representing the current data transmission quality can be determined, for example, on the basis of at least one of the following parameters: a latency of the data transmitted via the communication link between the infrastructure system and the motor vehicle and/or a data rate of the data transmitted via the communication link between the infrastructure system and the motor vehicle and/or a packet error rate of the data transmitted via the communication link between the infrastructure system and the motor vehicle and/or a signal-to-noise ratio of the communication link between the infrastructure system and the motor vehicle and/or a bit error rate of the data transmitted via the communication link between the infrastructure system and the motor vehicle Data transmitted by motor vehicle. These measured variables can be extracted from the received data in a known manner and, in particular, represent a direct measure of a current data transmission quality of the communication connection. For example, several of these quality parameters can be measured and a data transmission quality can be determined from, for example, a weighted combination of the quality parameters. Alternatively or additionally, at least one quality parameter can be used directly as a measure of the data transmission quality.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes limiting further properties of the driving support which have a stricter requirement for the data transmission quality, in particular infrastructure Suspended lane changes and/or vehicle guidance in intersection areas. This limitation can be specified by the infrastructure system and/or the motor vehicle itself.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes a change to another communication channel within a transmission technology currently used for data transmission and/or a change to another transmission technology, with the motor vehicle and the infrastructure system in particular simultaneously using the communication channel and/or or change the transmission technology or where the motor vehicle and the infrastructure system are in particular designed to receive both transmission technologies used at the same time.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes increasing a transmission power and/or a transmission rate of the data transmission by the infrastructure system and/or the motor vehicle itself. In this way, reduced transmission quality can advantageously be counteracted.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes determining expected data transmission qualities for data transmission from the networked motor vehicle to the infrastructure system for several different spatial areas by means of the infrastructure system, and tracking the at least networked motor vehicle through the environment model of the Infrastructure system when traveling through the spatial areas depends on the expected data transmission qualities. The information is advantageously used that no messages from the networked motor vehicle arrive at the infrastructure system at certain times, since otherwise a tracking algorithm used, for example, could assume recurring messages and could otherwise assume that the object no longer exists if no message is received.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes adapting a planned route of the networked motor vehicle in such a way that an improvement in the data transmission quality on the adapted route is achieved. For this purpose, for example, a manual, partially or fully automated lane change can be initiated if it is estimated or known that there is better data transmission quality in another lane, so that, for example, no driving support is offered by the infrastructure system from a lane on which no driving support is offered due to poor data transmission quality can be changed to a lane where driving support can be offered by the infrastructure system.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes that the networked motor vehicle limits its vehicle speed depending on a predicted area with reduced data transmission quality and/or initiates the handover of driving responsibility to a human driver at an early stage.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes that the networked motor vehicle only requests driving support from the infrastructure system when a data transmission quality is sufficient for the safe execution of the driving support. In this way, reliable driving support is advantageously achieved by the infrastructure system without emergency shutdowns or emergency braking occurring, thereby increasing the comfort of the passengers of the motor vehicle.

In a further preferred embodiment of the invention, the measure for adapting the driving support includes restricting the use of other services that use the same communication connection, such as data transmission for driving support between the motor vehicle and the infrastructure system. For example, if data from streaming/gaming/web services is transmitted on the same communication channel, this can be temporarily limited on the vehicle side. This increases the available bandwidth for data transmission on the communication channel used, which can improve the data transmission quality.

In a further preferred embodiment of the invention, the motor vehicle travels along a route from a starting point to a destination point, with a plurality of infrastructure systems to support driving being provided in an area to be traveled through. A data transmission quality is estimated for each of the infrastructure systems and the route is chosen such that a maximum number of infrastructure systems along the route have a high data transmission quality.

In a further preferred embodiment of the invention, determining a current data transmission quality and/or estimating one Future data transmission quality of the communication connection between the infrastructure system and the motor vehicle is carried out by an external computing unit, which is in particular included in a cloud system. In this way, the necessary computing power can be stored efficiently in the cloud system and does not have to be provided by the motor vehicle and/or the infrastructure system.

In other words, according to the present invention, a method is proposed to initiate suitable reactions or countermeasures in the event of transmission problems between a networked and in particular at least partially automated motor vehicle and an infrastructure system. This can advantageously reduce emergency braking due to disconnections and increase the proportion of highly or fully automated driving. Communication regarding service availability on certain sections of the route or individual lanes is proposed, whereby the planned route can be adjusted and/or limitations can be made, for example with regard to the vehicle speed or services offered, and/or a change in transmission technology can be made. Such a query should be implemented via a radio module (in the vehicle), a base station and a communication module (cloud-based).

The phrase “at least partially automated leadership” includes one or more of the following cases: assisted leadership, partially automated leadership, highly automated leadership, fully automated leadership.

Assisted driving means that a driver of the motor vehicle permanently carries out either the lateral or longitudinal guidance of the motor vehicle. The other driving task (i.e. controlling the longitudinal or lateral guidance of the motor vehicle) is carried out automatically. This means that when the motor vehicle is being driven with assistance, either the transverse or longitudinal guidance is controlled automatically.

Semi-automated driving means that in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) and/or for a certain period of time, a longitudinal and a Lateral guidance of the motor vehicle can be controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. However, the driver must permanently monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The driver must be ready to take full control of the vehicle at any time.

Highly automated driving means that for a certain period of time in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) longitudinal and lateral guidance of the motor vehicle be controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to constantly monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. If necessary, a request to take over control of the longitudinal and lateral guidance is automatically issued to the driver, in particular with a sufficient time reserve. The driver must therefore potentially be able to take over control of the longitudinal and lateral guidance. Limits of automatic control of the transverse and longitudinal guidance are automatically recognized. With highly automated guidance, it is not possible to automatically bring about a minimal risk situation in every initial situation.

Fully automated guidance means that in a specific situation (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) longitudinal and lateral guidance of the motor vehicle is controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. Before the automatic control of the transverse and longitudinal guidance is ended, the driver is automatically requested to take over the driving task (controlling the transverse and longitudinal guidance of the motor vehicle), in particular with a sufficient time reserve. If the driver does not take over the driving task, the system automatically returns to a risk-minimized state. Limits of automatic control of the transverse and longitudinal guidance are automatically recognized. In all situations it is possible to automatically return the system to a system state that minimizes risk.

Driverless steering means that regardless of a specific use case (for example: driving on a highway, driving within a parking lot, overtaking an object, driving within a lane defined by lane markings) a Longitudinal and transverse guidance of the motor vehicle are controlled automatically. A driver of the motor vehicle does not have to manually control the longitudinal and lateral guidance of the motor vehicle. The driver does not have to monitor the automatic control of the longitudinal and lateral guidance in order to be able to intervene manually if necessary. The longitudinal and lateral guidance of the motor vehicle is therefore automatically controlled for all types of roads, speed ranges and environmental conditions. The driver's complete driving task is therefore taken over automatically. The driver is therefore no longer required. The motor vehicle can therefore drive from any starting position to any destination position even without a driver. Potential problems are solved automatically, without the driver's help.

Remote control of the motor vehicle means that transverse and longitudinal guidance of the motor vehicle is controlled remotely. This means, for example, that remote control signals for remotely controlling the transverse and longitudinal guidance are sent to the motor vehicle. The remote control is carried out, for example, by means of a remote control device.

• - eine Recheneinheit zur Generierung von Fahrunterstützungsdaten zur Durchführung einer Fahrunterstützung für ein zumindest teilautomatisiert geführtes vernetztes Kraftfahrzeug;
• - ein Kommunikationsmodul, das eingerichtet ist, die Fahrunterstützungsdaten an zumindest ein vernetztes Kraftfahrzeug zu schicken und/oder Daten von zumindest einem vernetzten Kraftfahrzeug zu empfangen,

umfasst, wobei das Infrastruktursystem eingerichtet ist, ein erfindungsgemäßes Verfahren auszuführen.According to a second aspect of the invention, an infrastructure system for driving support of networked, in particular at least partially automated, motor vehicles is proposed, which

• - a computing unit for generating driving support data for providing driving support for an at least partially automated networked motor vehicle;
• - a communication module that is set up to send the driving support data to at least one networked motor vehicle and / or to receive data from at least one networked motor vehicle,

includes, wherein the infrastructure system is set up to carry out a method according to the invention.

According to a third aspect of the invention, an at least partially automated, networked motor vehicle is proposed, which comprises a communication module which is set up to receive driving support data from an infrastructure system according to the invention and/or to send data to the infrastructure system, as well as a control unit which is designed to control an at least partially automated journey of the motor vehicle based on the received driving support data.

According to a fourth aspect of the invention, a computer program is proposed which carries out steps of a method according to the invention when it runs on a computer.

Short description of the characters

• 1 shows a flowchart of a method according to an exemplary embodiment of the invention.
• 2 shows an example of a spatially resolved map of data transmission quality of an infrastructure system generated according to an exemplary embodiment of the invention.
• 3 shows lane-dependent driving support of a networked motor vehicle through an infrastructure system depending on data transmission quality.
• 4 shows a decision tree for determining a limitation of the speed of a networked motor vehicle by the infrastructure system and/or the motor vehicle depending on whether a value representing the current data transmission quality falls below certain threshold values.
• 5 shows an example of a representation of a navigation map on which various infrastructure systems for driving support of automated, networked motor vehicles are shown.
• 6 shows an automated lane change depending on the data transmission quality of an infrastructure system.
• 7 shows schematically an at least partially automated, networked motor vehicle according to an exemplary embodiment of the invention, which is set up to communicate with a cloud and a cloud.

Embodiments of the invention will be described in detail with reference to the accompanying figures.

Preferred embodiments of the invention

In the following description of the exemplary embodiments of the invention, the same elements are referred to with the same reference numerals, with a repeated description of these elements being omitted if necessary. The figures represent the subject matter of the invention only schematically.

In 1 an exemplary embodiment of a method according to the invention for driving support of a networked motor vehicle through an infrastructure system is shown as a flowchart 100. To carry out the driving support, according to step 110 using a communication link connection between the infrastructure system and the motor vehicle, data is transmitted from the motor vehicle to the infrastructure system and/or data is transmitted from the infrastructure system to the motor vehicle. In step 120, a current data transmission quality of the communication connection between the infrastructure system and the motor vehicle is determined. In step 130, depending on the specific data transmission quality, at least one measure to adapt the driving support is initiated, for example the maximum speed of the vehicle is limited.

As in 2 shown, for example, a spatially resolved representation of the data transmission quality of a communication connection 15 between an infrastructure system 2 and a motor vehicle can be generated. The data transmission quality of the transmission from the infrastructure system 2 to the motor vehicle is particularly important, since the support data for the motor vehicle is transmitted in this direction. In the in 2 In the illustration shown as an example, an area 50 monitored by the infrastructure system 2 is divided into a large number of grid cells 310, which can, for example, be square with an edge length of 1 meter. Other geometries and dimensions are conceivable and can, for example, be selected depending on the situation or the environment. Through a position-dependent determination of the data transmission quality, each grid cell 310 can be assigned a specific value for the data transmission quality, which represents the average data transmission quality in this grid cell. In the example shown, the grid cells 312, 313 have poor data transmission quality, while, for example, the grid cell 314 has good data transmission quality. Additionally, for certain cells where no data was obtained, the values can be interpolated using neighboring cells. This creates a so-called “heat map” 300, which is used according to a possible embodiment of the invention to provide a suitable measure for adapting driving support provided by the infrastructure system 2 for a networked motor vehicle, in particular at least partially automated, which moves through the area 50 moved to initiate.

Based on the “heat map” 300 generated in this way, for example, as a measure for adapting driving support provided by the infrastructure system 2, a service area from the infrastructure system 2 as in 3 shown, can be determined depending on the lane. In the example shown, no driving support is provided by the infrastructure system 2 for the left lane 52 due to several locations 312 with poor data transmission quality. The middle lane 54 is divided into an area 64 in which no driving support is provided by the infrastructure system 2 and an area 65 in which driving support is provided without restrictions by the infrastructure system 2, with unrestricted, for example, a maximum supported speed of, for example, 130 km/h can mean. For the merging lane 58 and the right lane 56, driving support is provided by the infrastructure system 2 despite areas with comparatively poor data transmission quality in the area 313 of the “heat map”, since infrastructure support can be more important when merging than in the express lane and this lane can therefore be prioritized . However, due to the poor data transmission quality in area 313, the maximum speed on lanes 56 and 58 can also be limited to, for example, 80 km/h.

In 4 an algorithm for determining the properties of a respective spatial area for the provision of a driving support service by an infrastructure system 2 is shown as a flowchart 400. The algorithm can be calculated for a specific spatial position or a specific sub-area of the area 50 monitored by the infrastructure system 2 or with more general average or minimum values, with low values representing poor data transmission quality in this example. Previously defined thresholds are required for certain speed limits. First, in step 410, the algorithm checks whether the measured or predicted data transmission quality is better than a first lower threshold. If not, no driving support is offered for the corresponding area according to step 420. If so, a basic driving support service may be offered according to step 430 and the next higher threshold value for data transmission quality may be checked in step 440. If this second threshold value is not reached, according to step 450, minimal driving assistance can be offered with a maximum speed for the motor vehicle of, for example, 60 km/h. If the second threshold is exceeded, extended driving support can be offered according to step 460. It is now checked in step 470 whether the data transmission quality exceeds a third threshold value. If not, according to step 480 the maximum speed is limited to, for example, 110 km/h. If the data transmission quality exceeds the third threshold value, the extended driving support can be carried out according to step 490 with a maximum vehicle speed of, for example, up to 130 km/h. There are further embodiments with others Different speed limits or threshold values are conceivable.

As in 5 shown, the data transmission qualities of several infrastructure systems 2, 2` can be determined and made available to a navigation system. 5 shows an example of a navigation map 500. On the navigation map, a distinction is made between infrastructure systems 2 with high data transmission quality and infrastructure systems 2 with low data transmission quality. A highly automated, networked motor vehicle 1 that wants to drive from a starting point 510 to a destination point 520 and would like to receive driving support from various infrastructure systems 2 along the route can now plan a route in such a way that a maximum number of infrastructure systems 2 travel along the route has a high data transmission quality. In the example shown, the motor vehicle 1 can accept a minimally longer route and minimally longer travel time, since the motor vehicle can drive automatically for longer with infrastructure support and the driver can therefore devote longer to other activities. According to 5 The motor vehicle could therefore prefer route 540 to route 530, since the data transmission qualities of the infrastructure systems 2 connected to route 540 are higher and the driving support is therefore more reliable, which means that a longer, highly automated journey time can be assumed. The motor vehicle 1 can in particular also query its own map as to which sections of the route can be driven in a highly automated manner without infrastructure support and at which points infrastructure support is necessary.

In 6 a lane change of a networked motor vehicle 1 is shown as a measure to adapt the driving support. The motor vehicle 1 moves within an area 50 monitored by an infrastructure system 2 by means of stationary environmental sensors 12. The different lanes 52, 54, 56, 58 have, as in connection with 2 and 3 described, due to different, location-dependent data transmission qualities, different availability of driving support through the infrastructure system 2. The motor vehicle 1 moves in the left lane 52, in which no driving support is offered by the infrastructure system 2 due to poor data transmission quality. The networked motor vehicle 1 now plans a trajectory 40 to carry out an automated lane change in the area 65 of the middle lane 54, where driving support from the infrastructure system 2 is available without restrictions. The lane change can be carried out at least partially automatically if the vehicle is designed to do so, or can be carried out by a driver to whom a corresponding message is shown, for example, on a display.

In 7 a networked motor vehicle 1 is shown, which takes part in a method according to the invention. Initially, information from a positioning sensor 27 (eg GPS) and optionally additionally from a navigation system 21 are known. This allows an MPP (Most Probable Path) to be determined in a computing module 28, i.e. the future route of the motor vehicle 1. Using this path, an inquiry about the predicted data transmission quality 29 can be made via a radio module 25 of the motor vehicle 1, a base station 90 and a communication module 85 be placed on a cloud system 80. This request can concern one or both communication directions, i.e. the direction from motor vehicle 1 to an infrastructure system 2 (not shown here) and/or the direction from infrastructure system 2 to motor vehicle 1. However, the availability, reliability and safety of driving support can have a greater influence on the communication direction from the infrastructure system to the motor vehicle 1. In the cloud system 80, an estimation calculation for a data transmission quality on the transmitted path is calculated using a computing unit 87. For this purpose, additional information can be retrieved from cloud storage 89. This data transmission quality determined in this way is sent back to the motor vehicle 1. In the motor vehicle 1, this estimate can then be taken into account, for example, in a planner module as a control unit 23 for vehicle guidance, or a note to the driver can be displayed in the navigation system 21. A process in which an infrastructure system makes a request about data transmission quality to the cloud system is comparable 7 out of. However, the process is simpler because the infrastructure system does not move and only has to request the data for itself.

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 102018210060 A1 [0004]
• DE 102017203022 A1 [0005]
• DE 102019209154 A1 [0006]

Claims (17)

Method for driving support of a networked, in particular at least partially automated, motor vehicle (1) through an infrastructure system (2), wherein data from the motor vehicle (1) is transmitted to carry out the driving support by means of a communication connection between the infrastructure system (2) and the motor vehicle (1). the infrastructure system (2) and/or data are transmitted from the infrastructure system (2) to the motor vehicle (1), comprising the steps: - Determining a current data transmission quality and/or estimating a future data transmission quality of the communication connection between the infrastructure system (2) and the motor vehicle (1); - Depending on the data transmission quality, selecting at least one measure to adapt the driving support. Procedure according to Claim 1 , wherein the measure for adapting the driving support includes restricting a spatial area (50) in which the driving support is provided in such a way that a smaller spatial area has to be monitored and sent out by the infrastructure system (2). Procedure according to one of the Claims 1 or 2 , wherein the measure for adapting the driving support includes limiting the speed of the networked motor vehicle (1) by the infrastructure system (2) and / or the motor vehicle (1). Procedure according to Claim 3 , whereby the speed of the networked motor vehicle (1) is limited depending on whether a value representing the current data transmission quality falls below a certain threshold value. Procedure according to one of the Claims 1 until 4 , wherein the measure for adapting the driving support includes limiting further properties of the driving support, which have a stricter requirement for the data transmission quality, in particular infrastructure-assisted lane changes and / or vehicle guidance in intersection areas. Procedure according to one of the Claims 1 until 5 , wherein the measure for adapting the driving support includes a change to another communication channel within a transmission technology currently used for data transmission and / or a change to another transmission technology, wherein the motor vehicle (1) and the infrastructure system (2) in particular simultaneously use the communication channel and /or change the transmission technology or the motor vehicle and the infrastructure system are in particular designed to use both transmission technologies used at the same time. Procedure according to one of the Claims 1 until 6 , wherein the measure for adapting the driving support includes increasing a transmission power and/or a transmission rate of the data transmission through the infrastructure system (2) and/or the motor vehicle (1). Procedure according to one of the Claims 1 until 7 , wherein the measure for adapting the driving support includes determining expected data transmission qualities for data transmission from the networked motor vehicle to the infrastructure system for several different spatial areas (312, 313, 314) by means of the infrastructure system (2), and tracking the networked motor vehicle by the infrastructure system when traveling through the spatial areas depending on the expected data transmission qualities. Procedure according to one of the Claims 1 until 8th , wherein the measure for adapting the driving support includes that a planned route (530, 540) of the networked motor vehicle (1) is adapted in such a way that an improvement in the data transmission quality on the adapted route is achieved. Procedure according to one of the Claims 1 until 9 , wherein the measure for adapting the driving support includes that the at least networked motor vehicle (1) limits its vehicle speed depending on a predicted area with reduced data transmission quality and / or initiates the handover of driving responsibility to a human driver at an early stage. Procedure according to one of the Claims 1 until 10 , wherein the measure for adapting the driving support includes that the at least networked motor vehicle (1) only requests driving support from the infrastructure system (2) when a data transmission quality is sufficient for the safe execution of the driving support. Procedure according to one of the Claims 1 until 11 , wherein the measure for adapting the driving support includes restricting the use of other services that use the same data transmission channel, such as the data transmission for driving support between the motor vehicle (1) and the infrastructure system (2). Procedure according to one of the Claims 1 until 12 , wherein the motor vehicle travels along a route (540) from a starting point (510) to a destination point (520), a plurality of infrastructure systems (2, 2`) being provided for driving support in an area to be traveled through, for each of the Infrastructure systems (2, 2`) a data transmission quality is estimated and the route (540) is selected such that a maximum number of infrastructure systems (2, 2`) along the route have a high data transmission quality. Procedure according to one of the Claims 1 until 13 , wherein determining a current data transmission quality and / or estimating a future data transmission quality of the communication connection between the infrastructure system and the motor vehicle is carried out by an external computing unit (87), which is in particular included in a cloud system (80). Infrastructure system (2) for driving support of networked, in particular at least partially automated, motor vehicles (1), comprising - a computing unit for generating driving support data for providing driving support for a networked motor vehicle (1); - a communication module (15) which is set up to send the driving support data to at least one networked motor vehicle (1) and/or to receive data from at least one networked motor vehicle (1), the infrastructure system being set up to provide a method according to one of Claims 1 until 14 to carry out. Networked, at least partially automated motor vehicle (1), comprising - a communication module (25) which is set up to receive driving support data from an infrastructure system Claim 15 to receive and / or send data to the infrastructure system, - a control unit (23) which is designed to control an at least partially automated journey of the motor vehicle based on the received driving support data. Computer program that contains steps of the method according to one of the Claims 1 until 14 when running on a computer.

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