EP2335234A1 - Verfahren zur kollisionsvermeidung - Google Patents
Verfahren zur kollisionsvermeidungInfo
- Publication number
- EP2335234A1 EP2335234A1 EP09748263A EP09748263A EP2335234A1 EP 2335234 A1 EP2335234 A1 EP 2335234A1 EP 09748263 A EP09748263 A EP 09748263A EP 09748263 A EP09748263 A EP 09748263A EP 2335234 A1 EP2335234 A1 EP 2335234A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- evaluation device
- road user
- evaluation
- signal
- 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
Links
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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
Definitions
- the invention relates to a method for collision avoidance between a vehicle and another road user, in particular a pedestrian.
- the document DE 101 33 283 A1 describes known systems for avoiding collisions in traffic, which are based on a distance measurement between approaching vehicles by means of ultrasound and trigger a warning signal when falling below a minimum distance. Such systems can be used as a parking aid. In addition, the systems for flowing traffic can evaluate a current driving speed of the vehicle. The said systems criticized the document DE 101 33 283 A1 in that they only provide assistance for collision avoidance between vehicles, but do not constitute protection for the group of "non-motorized" road users. On this basis, the document proposes to equip the non-motorized road users with a warning device which generates a warning signal when the road user is dangerously approaching a vehicle.
- the warning signal can here be an acoustic, optical or haptic warning signal or a voice output, with a voice output also explaining the details of the critical situation.
- This warning device can also be designed as a mobile phone.
- the warning device carried by the road user acquires signals which are transmitted by a so-called inter-vehicle communication system. Such signals are themselves intended to provide information to exchange between individual vehicles. These signals may be a vehicle identification or a position, a speed and a direction of travel of the vehicle. From the warning device, these signals are evaluated and, if necessary, a warning signal is triggered.
- the warning device has a transmitting unit, by means of which the warning signal is also transmitted to the approaching vehicle.
- the warning signal can be brought to the attention of the driver. It is also possible that a direct controlling intervention in the drive of the vehicle takes place, for example, an automatic reduction of the speed.
- the triggered action may be staggered depending on a danger potential currently being signaled to the vehicle by the warning device.
- DE 102 33 993 A1 relates in particular to a collision avoidance for an emergency vehicle or special vehicle.
- This collision avoidance is based on the basic idea that the rescue vehicle, which is also referred to as a "search object", processes both the position and the future route of the rescue vehicle as a signal.
- a signal can be derived, in particular, from a navigation system of the rescue vehicle, a position determination unit arranged in the rescue vehicle, a satellite-supported position detection or a movement of the rescue vehicle in a mobile telephone cell.
- the rescue vehicle itself or a server of a mobile telephone network then transmits both the position of the rescue vehicle and at least part of the future route of the rescue vehicle to vehicles in the vicinity of the rescue vehicle.
- a warning message that indicates to the driver that an ambulance is approaching.
- the rescue vehicle dispenses at least temporarily with acoustic signals and sirens.
- a signal can be transmitted to a traffic light from the rescue vehicle to ensure the rescue vehicle free travel.
- the method used is necessarily based on the transmission of at least part of the planned route of the search object, so that this application can only be applied to navigation objects of the type of rescue vehicle whose destination is a priori is known for the technical equipment used.
- WO 99/63502 criticizes that all road users move in traffic without informing the other road users about their experiences, the current situation and the destinations. Among the few exceptions include z. B. the direction indicator and the brake lights on motor vehicles. According to WO 99/63502, this deficiency should be remedied by providing the road users with short-range transmitters which transmit safety-relevant data in a form so that they can be received by receivers of other road users. The fact that the transmitter have only a limited range, should automatically be taken care that only road users in a limited radius of the transmitter are ever supplied with the data, whereby the data processing is kept to a manageable extent. WO 99/63502 also mentions the possibility of using a mobile telephone as the transmitter.
- the document also proposes to exchange existing information in a vehicle anyway, for example with regard to the direction of travel or a lane change intention, with another vehicle in which this information can be taken into account before the actual event to which it is to react occurs.
- the document also proposes to equip a pedestrian with a transmitter.
- the safety-related information exchanged between the carriers may be the respective position of a vehicle or the speed of the vehicle, preferably the amount and the direction. Further information about the operating state of a vehicle can be determined from data already available on the CAN bus.
- information may be derived from operator inputs of the vehicle, for example, from an operation of a turn signal, the light, the windscreen wiper for inferences on a wet Fahrbah n, a fog and the like.
- a receiver of the transmitted information may be connected to an evaluation device, which compares the information contained in the received data with the operating data of the associated vehicle and then decides whether the data received by a respective transmitter for the associated vehicle are relevant. If the relevant data in the vehicle is relevant, a warning is issued.
- an automated intervention in the drive train of a vehicle for example in the brake system.
- the disclosed system can also be used for a cyclist, which I informations in terms of its position and the direction of travel and speed sent to the evaluation device.
- No. 6,861, 959 B1 relates to the warning of a road user in front of a fixed or temporary obstacle or a road user representing a particular danger.
- DE 102 00 002 A1 discloses a position determination of vehicles or road users such as pedestrians, skiers, parachutists based on mobile phones. For this purpose, a determined position is transmitted by means of telecommunication devices to a computer.
- a virtual traffic world is determined with positions, speeds, directions, travel destinations, route progressions, distances to the surrounding real world of the traffic and to the road users, wherein the virtual traffic world is determined in real time or in real time. From the virtual world warnings or instructions are generated, which in turn are sent to a user or a device of the user.
- Such a system should detect dangers arising from the traffic movements and bring them to the attention of the user.
- the invention proposes to monitor in a system SBAC (Seat BeIt Alcohol Controller over position change) whether something is not running properly, for example a safety belt is not worn. Furthermore, should be monitored or registered remotely with such a system when a driver drives snaking lines, which can be interpreted as an indication that a heavily drunk driver represents a danger to others.
- SBAC Silicon BeIt Alcohol Controller over position change
- US 2006/0224300 A1 describes it as known, for example from JP 2004-157847 A, to use the position and the speed of a person carrying a mobile telephone in a traffic safety system. If the person enters an intersection or a pedestrian crossing, this can be transmitted to a navigation system of a motor vehicle, where a warning signal is then generated. A disadvantage is considered that such a warning signal is generated only when the pedestrian is already on the road. Analogously, the document turns to the prediction of a future potential danger situation. For this purpose, a system is provided in which a traffic distribution with a speed distribution of the road users as well as a movement direction distribution is determined with a filtering of the ascertained information.
- a speed of a road user is determined by the quotient of the distance between two determined positions and the time between the determination of the two positions. Furthermore, a maximum speed is determined for a road user for an evaluation history. In addition, a movement direction is determined from the determined position values.
- the traffic condition of the road user is subdivided into individual classes, where a road user is considered “dormant" if the current or maximum speed is less than 20 m / sec, is considered a pedestrian, if the maximum speed is between 20 and 200 m / sec is, while road users are considered as vehicles, if the maximum speed is always 20 m / min.
- a traffic density is determined from the position information of several road users. For example, different speed arrows can then be used in a vehicle on a navigation system for the movement of pedestrians, depending on how many pedestrians move more or less together. In this case, the driver of the motor vehicle has the option of selectively displaying only stationary road users, pedestrians or vehicles via the navigation system.
- DE 103 34 203 A1 also discloses a system for the prevention of traffic accidents.
- This system is based on a direct, situation-bound automatic intercommunication of road users without the interposition of a central office. From the exchanged historical driving-related data, a speed, direction and possibly a driving style of the road user is determined. Furthermore, so-called "causal expectation data" should be determined automatically from the exchanged data. In the case of driver inattention, certain information is to be automatically triggered or a specific automatic intervention strategy in the vehicle is calculated electronically. In the system, for example, via a mobile phone carried by this, also road users such as pedestrians, a bicycle or motorcyclist can be involved. In the system, upon detection of a critical situation, an automatic intervention of the vehicle may take place, for example emergency braking, which is possible even if the driver himself had classified such emergency braking as not yet necessary. Also possible is the automated control of security systems.
- the invention has for its object to propose a method for collision avoidance between a vehicle and another road user, for example, between a vehicle and a non-motorized road users such as a pedestrian or cyclist, which without any special requirements for the equipment of the other road user and the the other road users associated mobile phones a simple but effective collision avoidance allows.
- a mobile phone for collision avoidance between a vehicle and another road user, in particular a pedestrian, a mobile phone is used, which the additional road user anyway carries with him.
- This mobile phone may, under certain circumstances without necessary adjustments to the mobile phone itself, send out a signal indicating a position of the other road user.
- an evaluation device is used which does not singularly record a current position of the mobile telephone - and thus of the further traffic participant - and its speed. Rather, the position for an "evaluation history" is detected, which is two discrete, time-shifted position signals or more such discrete position signals up to a continuous position signal.
- the evaluation device determines an estimate for a future position of the further road user via the said evaluation history.
- a transmitter associated with the pedestrian or cyclist must know the transmitted information, here the location and the direction of travel, so that this information can be processed in an evaluation device, the determination of at least two is sufficient according to the invention Position signals for the other road users, which form the "evaluation history" in the simplest case.
- Position signals for the other road users which form the "evaluation history" in the simplest case.
- this can be the other Mobile subscriber assigned mobile phone conceivable easy to be designed because this does not have to determine a direction of travel, a speed, change parameters and the like and send.
- the evaluation device uses the evaluation history to determine an estimate for a future behavior of the other road user, in particular a future position.
- a speed vector can be determined for two position vectors y (t-1) and y (t 2 ) at times ti and t 2 , with which the further traffic-bounding device moves.
- the genan nte velocity vector allows - together with the position vectors - assuming a uniform continuation of the movement of the other road user - an extrapolation to a future position of the other road user.
- further information may be considered for the estimation of the future position. For example, a change in the direction of movement resulting from the evaluation history can be extrapolated, a change in the speed can be taken into account, or obstacles detected in the surroundings of the other road user can be taken into account, and the like.
- the result of the estimation for a future position of the further road user is supplied to an evaluation device according to the invention.
- an estimation for a future position of the vehicle is available in this evaluation device.
- the evaluation device evaluates a risk of collision - in the simplest case, this means that a sufficient spatial approximation of the estimated future position of the other road user and a future estimated position of the vehicle from a collision hazard can be assumed.
- said evaluation device can in principle be arranged in a stationary manner in the vehicle, in the mobile telephone of the other road user and / or in another location, for example. It is possible that the evaluation device is arranged in a mobile telephone center, which on the one hand the signal of the mobile phone of the other road user is supplied and which on the other hand a corresponding processed signal, for example, with the result of assessing the risk of collision, transmitted to the vehicle.
- the minimum distance is not fixed, but changed as needed:
- context information may already have been detected a priori in a mobile telephone.
- context information describes any information that does not come from the current evaluation history, that is, that which is indexed by the mobile telephone
- the context information includes additional information about the other road users, their environment and living conditions, the influence on the movement potential and
- the context information is information which the other road user or a third party has already entered in the mobile phone with regard to the other road user in terms of time or during initial startup of the mobile phone.
- such inputted context information may be the age of the other road user (and the owner of the mobile phone).
- For entering a child's age can then be concluded on an increased risk potential, as a child moves in the road less rationally and following sudden ideas can change the direction of movement, can jump on the street, can change the speed of movement in the short term and the like.
- a given average age may indicate a more rational movement in traffic with a lower risk potential.
- Danger potential can lead to the minimum distance being increased. It is also possible that the other road users in the mobile phone a own evaluation about the reactivity, the acceleration behavior, the rational movement in the traffic and the like enters. In addition, it is possible that the weight of the other road user is entered into the mobile phone and taken into account for the dimensioning of the minimum distance.
- the context information is "learned" from the mobile phone.
- a maximum speed can be taken into account, with which the further mobile phone has moved over a past period, for example during the last 30 days. If this maximum speed 24 km / h, it can be concluded that it is a sporty, too fast movements, changes of direction and accelerations capable of people, so that under certain circumstances, the minimum distance is greater than for another road user, for which the maximum Speed in the period was smaller. Accordingly, also a
- an agenda of the daily routine of the other road user is stored in the mobile phone. Already on the agenda can be concluded under circumstances, whether the other road user is stressed or not. If the road user is stressed to a greater extent, for example due to a high term density, then the minimum distance can be increased. In a further refinement of this basic idea, the temporal proximity to a program point of the agenda can also be taken into account and / or the distance of the further traffic participant from the place where an imminent program point will take place. If it is determined from such data that the road user must hurry in order to still be able to make the appointment, an increased minimum distance can also be used.
- the invention proposes that the minimum distance below which a collision avoiding action is triggered depends on an acceleration detected by an acceleration sensor of the mobile telephone.
- Modern mobile phones contain such acceleration sensors anyway for other purposes. For example, an operation of a mobile phone via tilting and / or shaking of the same can take place.
- this already existing acceleration sensor (or an acceleration sensor used exclusively for the following purpose) can be used to assess the risk of collision and to measure the minimum distance:
- the acceleration sensor at least one acceleration component, which provides information about whether the other road users changes its speed of movement and / or changes its direction of motion, this has an immediate impact on a risk of collision, which can be taken into account by changing the underlying minimum distance. Accelerates, for example, the other road users in the direction of
- the acceleration is an indicator of the agility of the other road user and / or its stress factor, so that, for example, from a non-uniform
- Movement with constantly changing accelerations can be closed to an increased risk of danger, so that the consideration of an increased minimum distance should take place.
- the use of a signal of an acceleration sensor of the mobile phone on the other hand has the advantage over a determination of an acceleration from a position signal on the other hand, that in the latter case, the acceleration signal due to the required dual time integration is already faulty.
- position signals based on a GPS signal of approximately 10 m are inaccurate, so that an acceleration signal derived from such a position signal is almost unusable.
- the use of deviating acceleration signals from the mobile phone's acceleration sensor is also quite possible.
- a reactivity for the other road users is determined by means of the evaluation device taking into account the evaluation history.
- the reactivity describes an "agility" or a reaction speed of the other road user.
- a responsiveness of an older road user, especially a pedestrian may be less than a responsiveness of a younger participant. From the evaluation history such a reactivity can be derived. For example, u. U. an elderly road user slower than a younger road user. Also puts the elderly road users on his way u. U. short breaks. It is also possible that the older road users change their direction more slowly or change their speed more slowly.
- the evaluation device determines a responsiveness for the driver of the vehicle.
- This can be a constant responsiveness that correlates, for example, with the age of the driver.
- the reactivity describes a temporary responsiveness of the driver. This may be derived from means for detecting so-called "microsleep", detecting the activity of the eyelids or the size of the pupil, a duration with which the driver is already operating the vehicle, and the like.
- an evaluation of future trajectories of the road user and of the vehicle is carried out by determining a distance of the future trajectories at comparable times.
- the future behavior of the road user and the vehicle is simulated.
- the simulated distance can be used as a good approximation for the evaluation of a collision.
- the minimum distance a priori can be fixed. It is also possible that the minimum distance is made dependent on operating and environmental parameters of the road user and the vehicle. For example, for a greater speed of the vehicle and / or road users, the minimum distance can be selected larger than for a smaller speed. Likewise, the minimum distance can be dependent, for example, on a roadway condition, so that the minimum distance is increased, in particular for a wet roadway or an indication of wheeling through of vehicle wheels, which is detected, for example, via an ABS system.
- the method according to the invention makes it possible to reliably assess a collision in advance, despite a relatively low process outlay.
- the minimum distance is dependent on a reaction variable of the road user and / or a reaction variable of the driver of the vehicle, u. U. in addition to a pendency of the minimum distance of a movement amount of the vehicle, so for example a Speed and / or acceleration as well as a direction of travel, a movement variable of the road user, ie in particular the speed and direction.
- the signal of the mobile telephone is evaluated in the evaluation device for at least two measuring points separated from each other in time.
- an identification identifier of a mobile telephone can additionally be taken into account in the evaluation device so that an evaluation of two measuring points separated in time for the same mobile telephone in the evaluation device can take place.
- the evaluation device taking into account the measuring points, determines a state of motion for the other road user. This may be a speed and / or an acceleration derived from a change in position as a function of the time represented by the measurement points. Furthermore, the measuring points also include a direction of movement of the other road user.
- the evaluation device takes into account a movement state of the vehicle.
- this movement state is the speed of the vehicle and the direction of travel, from which a future position can be determined for a current position known, for example, from a GPS system.
- a type of trajectory that is to say a graphic or functional description of the route of one of the road users for a future movement is determined.
- a trajectory for a future movement of the road user can take into account environmental data. If the vehicle moves, for example, in the area of a traffic light or an obstacle, then it can be deduced from corresponding environmental data whether the vehicle will accelerate or brake in the future, which may be taken into account in the determination of the trajectory. Likewise, from information about the road, for example via a navigation system, a priori be estimated whether the vehicle will drive in the future curve or turn at an intersection or go straight.
- the evaluation device for determining the trajectory for future movement of the vehicle takes into account operating data of the vehicle.
- a position of a pedal of the vehicle such as a brake pedal, a clutch pedal or an accelerator pedal, an operation of a turn signal to predict a change of direction, and the like may be considered.
- Another aspect of the invention devotes particular attention to the number of signals to be processed by the evaluation device: If the evaluation device receives signals from a plurality of mobile phones from a plurality of road users, the evaluation device can make a selection of relevant signals and thus relevant mobile phones and associated road users.
- a variety of criteria for such a selection or "filtering” are possible: For example, a pre-selection can be made according to a minimum speed of a signal-emitting mobile phone. It is also possible that an evaluation has already been carried out in a preceding evaluation step of the evaluation device, with the result that mobile telephones for which the risk of collision has disappeared have been detected.
- a collision-avoiding action may be, for example, a warning signal perceivable to the driver, in particular an acoustic warning signal, an optical warning signal, for example in the driver's display, or a noticeable warning signal, for example a vibration of the driver's seat, steering wheel or the like.
- the collision avoiding action has an automatic intervention in the operating state of the vehicle, in particular of the drive train.
- the brake shoes can be applied to the brake disk so that the reaction time is reduced when the driver actually brakes.
- a disengagement of the drive train is already prepared or initiated.
- Another intervention may be in the form of a reduction in the opening angle of a throttle valve, so that the speed of the vehicle is reduced.
- an immediate braking intervention or the operation of a brake assist system is also possible.
- a staggered prioritization of the collision-avoiding action can take place so that, for example, the optical, acoustic or haptic warning signal for the driver is generated for the distance of the trajectories below a first minimum distance, while for the distance of the trajectories below a smaller second minimum distance the intervention in the operating condition of the vehicle takes place.
- a corresponding prioritization can also be made after the remaining travel time up to the possible collision point.
- the safety of road traffic can be further increased if not only the evaluation device operates in the vehicle without the information obtained being exchanged with the environment.
- the collision avoiding action also includes sending a warning signal to at least one adjacent vehicle.
- the collision-avoiding action to trigger the transmission of a warning signal to the mobile phone of the further road user, in particular the pedestrian, at n ha, so that not only the vehicle and the driver are prepared for collision avoidance, but also the other road user is also warned and can initiate suitable changes in his movement behavior.
- the evaluation device evaluate the signal of the mobile telephone with different intensity depending on the position of the vehicle. In extreme cases, this may mean that the signal of the mobile telephone is not evaluated at all in subregions of the drive of the vehicle, for example during overland travel, in which a risk of collision with a pedestrian is unlikely, while increased computing power of the evaluation device is provided. If the vehicle is in the city area, ie in an area with a very high risk of collision. Corresponding gradations are possible in the area of a particularly dangerous crossing, in the area of schools and the like.
- a transmission of the signal of the mobile phone can also take place only when the road user moves and with this the mobile phone. This has the consequence that a resting mobile phone, which may not even be in the grip of its owner, but has been left behind, for example, in his vehicle, does not send additional signals that need to be processed.
- a signal of another mobile phone which is arranged in a stationary vehicle, is evaluated by the evaluation device. If such a dormant or parked vehicle is detected and another road user approaches such a dormant vehicle, the probability is high that the road user will not be visible to the driver of a likewise approaching vehicle, since the road user will be covered by the dormant vehicle can and can occur, for example, between two parked vehicles on the road. This risk of collision can be accommodated by taking into account a mobile phone assigned to the stationary or parked vehicle.
- Fig. 1 shows the trajectories of a vehicle and a road user with a
- FIG. 2 shows a schematic block diagram of a method according to the invention.
- FIG. 3 shows an exemplary traffic situation with an ad hoc network for carrying out the method according to the invention.
- FIG. 4 shows a schematic block diagram for carrying out the method according to the invention for the ad hoc network according to FIG. 3.
- FIG. 5 shows an exemplary traffic situation with a cellular network with a central calculation of a dangerous situation in a central, stationary evaluation device.
- FIG. 6 shows a schematic block diagram for carrying out the method according to the invention for the cellular network with a central evaluation device according to FIG. 5.
- FIG. 7 shows an exemplary traffic situation with cellular networks with an evaluation in an evaluation device arranged in a vehicle.
- FIG. 8 shows a schematic block diagram for carrying out the method according to the invention during evaluation in the evaluation device of FIG. 7 arranged in the vehicle.
- the present invention is used for collision avoidance between a vehicle 1, in particular a motor vehicle, and another road user 2, which is in particular a non-motorized road user.
- a vehicle 1 in particular a motor vehicle
- another road user 2 which is in particular a non-motorized road user.
- the further road user 2 is a pedestrian 3.
- the pedestrian 3 carries a mobile phone 4 with him.
- Fig. 1 shows a vehicle 1 and the pedestrian 3 with mobile phone 4 at a current time t 2 a traffic situation.
- the position of the vehicle 1 with the position vector x (t 2 ) is described, while the position of the pedestrian 3 and the mobile phone 4 with the position vector y (t 2 ) is described.
- the vehicle has been at a position X ⁇ 1 ), while at this time pedestrian 3 and mobile phone 4 have been located at a position y (t- ⁇ ).
- the vehicle 1 moves along an estimated trajectory 5, while pedestrians 3 and mobile 4 move along an estimated trajectory 6.
- the trajectories 5, 6 have a minimum distance 7 which corresponds to the magnitude of the difference of the position vectors y (t 3 ) -x (t 3 ). Assuming that the estimated trajectories 5, 6 reflect the actual trajectories, a distance 7 of 0 or below the dimensions of vehicle 1 and pedestrian 3 represents a collision between vehicle 1 and pedestrian 3.
- Fig. 2 shows a simplified block diagram for a possible inventive method.
- the mobile telephone 4 of the pedestrian 3 sends a signal 8 which may include individual measuring points 9, 10, namely the position vectors y 1) and y 2 (t 2 ).
- the signal 8 is received in an evaluation device 12 and in particular the measuring points 9, 10 are recorded and stored.
- the Measuring points 9, 10 are determined in a method step 13 movement quantities by the evaluation device 12. In the simplest case, a velocity y results with
- the movement amount 14 can be determined here as explained above as a kind of vector, wherein it is also possible that the movement quantity 14 indicates the amount of the pedestrian's speed 3 on the one hand and on the other hand its direction, possibly with additional reference to a possible future speed change and a change of direction.
- an estimated trajectory 6 is then determined from the motion quantity 14, in which the position y (t 2 ) is extrapolated to a future position, with a continuation corresponding to the movement quantity 14, possibly under acceleration, for the future movement or deceleration or change of direction, assuming.
- the estimated trajectory 6 then forms an input variable for a method step 16, which is carried out in the evaluation device 12.
- a determination of the estimated trajectory 5 for the vehicle 1 takes place in a method step 17.
- a consideration of a previous position vector x (t-1) can also take place which, for example, a speed and / or a direction of the vehicle 1 is derived.
- step 17 further information 18 for determining the trajectory 5 are taken into account.
- This may be information about the operating state of the motor vehicle, for example the operation of a turn signal indicating a future curvature of the trajectory 5, information of a map system from which future cornering is derivable, the route planning of the navigation system, which at an intersection Prediction allows the vehicle to drive straight or turn right and the like.
- the distance of the position vectors x (t), y (t) is then in for any future times t> t 2 in Dependence of the time t determined, wherein the distance 7 results from the amount of the difference of the position vectors x - y.
- the minimum of a multiplicity of such determined distances 7 for different times t> t 2 represents the future estimated minimum distance 7 of vehicle 1 and pedestrian 3.
- the minimum distance 7 is then transferred to a method step 19, in which it is checked whether a minimum distance 7 is smaller than a predetermined minimum distance.
- the minimum distance can be dependent on the evaluation device 12 supplied information 20. For example, a larger minimum distance can be considered if the information 20 can be found that the road is wet.
- Such information may be derived, for example, from the operation of a windshield wiper, or from an ABS control system or a slip control system. It is also possible that the information 20 provide information that the pedestrian 3 has a reduced responsiveness or the driver of the vehicle 1 is already tired, which may also speak for an increased minimum distance, which must be observed in order to reliably avoid a collision.
- a collision indicator 22 is fed to a method step 21, which in the simplest case is a binary signal "threatens collision” or “collision does not threaten". It is also possible for the collision indicator 22 to include the probability or magnitude of the risk of a collision, for example on a scale of 1 to 10.
- a collision avoiding action is then triggered, which may consist, for example, in an optical warning, an acoustic warning or a noticeable warning, in particular a vibration. It is also possible for the collision avoiding action triggered in method step 21 to be engaged in the drive train.
- step 23 it can follow that a signal is sent by the evaluation device 12 to the pedestrian via the mobile telephone 4 and / or to vehicles in the environment in order to also warn the pedestrian or other vehicles accordingly.
- Fig. 3 shows a possible traffic situation in which a vehicle 1 along a
- FIG. 3 shows only a relevant pedestrian 3 with the associated future trajectory 6 whose trajectory 6 is expected to cross the trajectory 5 of the vehicle 1. Pedestrians not recognized as relevant are identified by the reference numeral 3 '. The pedestrian 3 will obviously enter the roadway between the parked vehicles 24, 25, so that the pedestrian 3 for the driver of the vehicle 1 will be covered by the vehicle 24 as the vehicles 24, 25 approach closer to each other.
- FIG. 4 shows cursorily a method according to the invention in which an ad hoc radio link 26 is established between the vehicle 1 and the pedestrian 3 or its mobile telephone 4.
- a data transmission takes place between the mobile telephone 4 of the pedestrian 3 and the motor vehicle 1, in which case the evaluation device 12 is arranged in the motor vehicle 1.
- a transmission according to the data of the other pedestrians 3 'recognizable in FIG. 2 initially takes place.
- the evaluation device 12 separates the pedestrians 3 ', for which the risk of collision with the vehicle 1 is negligible.
- This type of "filtering” takes place on the basis of the data transmitted by the pedestrians 3 ', in particular the distance to the roadway, the speed and the direction of the movement of the pedestrians 3'. Also taking into account here is a responsiveness for the pedestrian 3 '.
- the evaluation device 12 identifies the at least one pedestrian 3 for which an actually relevant risk of collision exists. For this at least one pedestrian 3, a collision-preventing action is then initiated in a method step 29.
- FIG. 5 shows a somewhat different structure, for which the evaluation takes place in a central evaluation device 28, in particular in a mobile telephone center.
- a transmission of data from the pedestrian 3 (and others)
- step 31 the obtained
- the method step 33 the result of the previously explained evaluation, namely, for example, an identification of a location at which the trajectories of the pedestrian 3 and the vehicle 1 may intersect, or a collision indicator 28, transmitted to the base station 30.
- this information is then transmitted from the base station 30 to the mobile telephone receiver of the vehicle 1.
- a collision avoiding action is triggered.
- method step 36 data is transferred from the mobile telephone 4 of the pedestrian 3 to the base station 30.
- the information is transmitted from the base station 30 to the mobile device of the vehicle 1 transfer.
- method step 38 in the evaluation device 12, which is arranged in this case in the vehicle 1, the evaluation of which persons 3, 3 'are located in the vicinity of the vehicle 1 and for which persons 3 there is a sufficient risk of collision exists.
- a collision-avoiding action is triggered by the vehicle 1, namely by the evaluation device 12 thereof.
- Parameters that describe the responsiveness of the pedestrian 3 and / or the driver of the vehicle 1, can be manually entered into the mobile phone 4 of the pedestrian 3 or the evaluation device 12, 28.
- the reactivity may correlate with the age of the person, so that the age can be entered manually into the mobile phone 4 or the evaluation device 12, 28.
- an automatic determination of a reactivity takes place, for example by assessing the level of alertness of the driver of the vehicle 1, by assessing the duration that the driver is already at the wheel, and / or the movement behavior of the vehicle 1 or pedestrian 3.
- Such Reactivity can be taken into account in a dimensioning of the minimum distance in step 19.
- Both current cellular radio technologies such as GSM, GPRS, EDGE, UMTS and HSDPA can be used for the communication between vehicle 1 and mobile telephone 4, as well as future developments such as LTE and NGMN.
- You can also use ad-hoc wireless networks such as WLAN, Blue Tooth, Wi Max and others.
- Eg egg ne position determination can be done for example by means of GPS, and later via Galileo, which are based on a calculation of transit times of signals. Also are combinations of In particular, in order to achieve a higher accuracy or to carry out a check of the fixed data, if this should be necessary.
- D i e Date n we rd i n I P packets or other suitable data packets to the evaluation device 12, 28 transmitted.
- Contents of the packages are, for example, positions, speeds, accelerations, directions and changes of the aforementioned variables as well as indications in connection with the reactivity.
- the responsiveness or reaction dynamics of the driver of the vehicle 1 or the pedestrian 3 can be determined by the user, a third person or automatically.
- the physiological basic conditions and laws can be considered.
- medical information which are made available to the system, for example, by input.
- basic data such as weight, age, your own assessment of dynamics, information such as a "limp" and the like can be entered manually.
- the maximum speed achieved in the evaluation history can be used to evaluate the reactivity of a pedestrian.
- the speed of a pedestrian can be assumed, for example, in the range of 0.625 m / s to 12.5 m / s.
- This area can be divided into ten units, which form categorization units and are assigned a scale from 1 to 10.
- the number 1 corresponds to the lowest value
- the number 10 corresponds to the highest value of the maximum speed.
- the gradation between 1 and 10 can be linear or nonlinear.
- the possibility of a change of direction for the pedestrian can be assumed depending on the speed of the pedestrian. The slower a pedestrian moves, the faster a change in direction can be made. A directional change of up to 180 ° can be taken into account if the pedestrian moves slowly enough.
- the use of the method according to the invention for example, for the avoidance of suicides in the range of to reach.
- it represents the vehicle according to the invention while the endangered person is staying with his mobile phone in an area predestined for suicide, for example in the area of a bridge.
- areas of the train route can be assessed according to their potential danger - if an evaluation of the evaluation history shows that a person stays in a particularly hazardous area for a longer period of time, this can be taken as an indication of a high risk of collision.
- Aging on the basis of the invention is the fact that the other road user is a motor vehicle with a mobile telephone approaching an unrestricted railroad crossing.
- the estimation of the future trajectory is particularly simple since the direction is predetermined by the track and only a detection of acceleration, speed and / or position is required. LIST OF REFERENCE NUMBERS
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Abstract
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PCT/EP2009/062774 WO2010037823A1 (de) | 2008-10-01 | 2009-10-01 | Verfahren zur kollisionsvermeidung |
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EP2335234B1 (de) | 2014-05-21 |
WO2010037823A1 (de) | 2010-04-08 |
US8547249B2 (en) | 2013-10-01 |
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