EP4302197A1 - Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule - Google Patents

Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule

Info

Publication number
EP4302197A1
EP4302197A1 EP22715966.2A EP22715966A EP4302197A1 EP 4302197 A1 EP4302197 A1 EP 4302197A1 EP 22715966 A EP22715966 A EP 22715966A EP 4302197 A1 EP4302197 A1 EP 4302197A1
Authority
EP
European Patent Office
Prior art keywords
user
scenario
driver assistance
vehicle
assistance system
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.)
Pending
Application number
EP22715966.2A
Other languages
German (de)
English (en)
Inventor
Tobias DÜSER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by AVL List GmbH filed Critical AVL List GmbH
Publication of EP4302197A1 publication Critical patent/EP4302197A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/36—Preventing errors by testing or debugging software
    • G06F11/3664—Environments for testing or debugging software
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/36—Preventing errors by testing or debugging software
    • G06F11/3668—Software testing
    • G06F11/3672—Test management
    • G06F11/3684—Test management for test design, e.g. generating new test cases
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/06—Steering behaviour; Rolling behaviour
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/36—Preventing errors by testing or debugging software
    • G06F11/3668—Software testing
    • G06F11/3672—Test management
    • G06F11/3688—Test management for test execution, e.g. scheduling of test suites
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/36—Preventing errors by testing or debugging software
    • G06F11/3668—Software testing
    • G06F11/3696—Methods or tools to render software testable
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
    • G06N20/00—Machine learning
    • G—PHYSICS
    • G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
    • G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
    • G09B9/00—Simulators for teaching or training purposes
    • G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
    • G—PHYSICS
    • G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
    • G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
    • G09B9/00—Simulators for teaching or training purposes
    • G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
    • G09B9/04—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles
    • G09B9/05—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles the view from a vehicle being simulated

Definitions

  • the invention relates to a computer-implemented method for generating scenario data for testing a driver assistance system of a vehicle. Furthermore, the invention relates to a corresponding system.
  • driver assistance systems Advanced Driver Assistance Systems - ADAS
  • autonomous Driving - AD autonomous driving
  • Driver assistance systems make an important contribution to increasing active traffic safety and serve to increase driving comfort.
  • ABS anti-lock braking system
  • ESP electronic stability program
  • Driver assistance systems that are already being used to increase active road safety include a parking assistant, an adaptive cruise control system, also known as adaptive cruise control (ACC), which adaptively regulates a desired speed selected by the driver based on the distance from the vehicle in front.
  • ACC stop-and-go systems which in addition to the ACC causes the vehicle to continue driving automatically in traffic jams or when vehicles are stationary
  • lane keeping or lane assist systems which automatically keep the vehicle in its lane and pre-crash systems which, in the event of a collision, prepare or initiate braking, for example, in order to take the kinetic energy out of the vehicle, and initiate other measures if a collision is unavoidable.
  • driver assistance systems both increase safety in traffic by warning the driver in critical situations and initiate an independent one Intervention to avoid or reduce accidents, for example by activating an emergency braking function.
  • driving comfort is increased by functions such as automatic parking, automatic lane keeping and automatic distance control.
  • the safety and comfort gain of a driver assistance system is only perceived positively by the vehicle occupants if the support from the driver assistance system is safe, reliable and - as far as possible - comfortable.
  • each driver assistance system depending on its function, must manage scenarios that occur in traffic with maximum safety for the vehicle and without endangering other vehicles or other road users.
  • the respective degree of automation of vehicles is divided into so-called automation levels 1 to 5 (see, for example, the SAE J3016 standard).
  • the present invention relates in particular to vehicles with driver assistance systems of automation level 3 to 5, which is generally considered to be autonomous driving.
  • the challenges for testing such systems are manifold. In particular, a balance must be found between the test effort and the test coverage.
  • the main task when testing ADAS/AD functions is to demonstrate that the function of the driver assistance system is guaranteed in all conceivable situations, especially in critical driving situations. Such critical driving situations have a certain degree of danger, since no reaction or an incorrect reaction of the respective driver assistance system can lead to an accident.
  • driver assistance systems therefore requires a large number of driving situations, which can arise in different scenarios, to be taken into account.
  • the range of possible scenarios is generally spanned by many dimensions (e.g. different road properties, behavior of other road users, weather conditions, etc.). From this almost infinite and multidimensional parameter space, it is particularly relevant for testing the driver assistance systems, such parameter constellations for to extract critical scenarios that can lead to unusual or dangerous driving situations.
  • a first aspect of the invention relates to a computer-implemented method for generating scenario data for testing a driver assistance system of a vehicle, having the following work steps:
  • Simulation of a virtual traffic situation which has a plurality of virtual road users, wherein at least a first road user of the plurality of road users can be controlled by a first user and wherein those road users who cannot be controlled by users are automated, in particular by artificial intelligence or logic-based, to be controlled,
  • the extracted scenario data are preferably output. This is preferably done via a user interface or a data interface.
  • a user within the meaning of the invention is a natural person, i. H. a human.
  • a driver assistance system within the meaning of the invention is preferably set up to support a driver when driving or to at least partially guide a vehicle, in particular a driver assistance system of automation level 3 to 5, or more particularly an autonomous driving function.
  • Traffic user within the meaning of the invention is preferably any object that participates in traffic.
  • a road user is a person, an animal or a vehicle.
  • extraction preferably means delimiting or isolating.
  • scenarios are delimited or isolated from the scenario data.
  • data areas in the scenario data are preferably selected.
  • Scenario data within the meaning of the invention are preferably characterized by the position and movement of road users and the position of static objects in relation to a scenario.
  • a scenario within the meaning of the invention is preferably formed from a chronological sequence of, in particular static, scenes.
  • the scenes give example, the spatial arrangement of the at least one other object relative to the ego object, z. B. the constellation of road users.
  • a scenario preferably considers dynamic and static content.
  • a model for the systematic description of scenarios is preferably used here, more preferably the model of the PEGASUS project (https://www.pegasusschreib.de) with the following six independent levels: 1st street (geometry,%) ; 2. Street furniture and rules (traffic signs,...); 3. Temporary changes and events (road construction,...); 4. Moving objects (traffic-related objects such as: vehicles, pedestrians,... that move relative to the vehicle to be tested); 5.
  • a scenario can contain, in particular, a driving situation in which a driver assistance system at least partially controls the vehicle, which is called the ego vehicle and is equipped with the driver assistance system, e.g. B. performs at least one vehicle function of the ego vehicle autonomously.
  • a traffic situation within the meaning of the invention preferably describes the totality of all circumstances in traffic with road users in a defined spatial area and/or in a defined period of time or point in time. These circumstances are preferably taken into account by road users for the selection of suitable behavior patterns at a specific point in time.
  • a traffic situation preferably includes all relevant conditions, possibilities and determinants of actions.
  • a traffic situation can, but does not have to, be represented from the point of view of a road user or object.
  • the simulated measured variables within the meaning of the invention are preferably selected from the following group: speed, in particular an initial speed, of a road user; a direction of movement, in particular a trajectory, of a road user; lighting conditions; Weather; road surface; Temperature; number and position of static and/or dynamic objects; a speed and a direction of movement, in particular a trajectory, of the dynamic objects; condition of signaling installations, in particular light signaling installations; traffic signs; number of lanes; Acceleration or deceleration of road users or objects.
  • a predefined constellation of measured variables within the meaning of the invention is preferably a constellation of values of one or more measured variables, in particular over time.
  • label means preferably provided with a categorizing designation.
  • An increased probability of an accident can be triggered in particular by a driving manoeuvre, for example an evasive reaction or strong gradient changes when steering, braking, accelerating (eg a vehicle gives way due to a strong steering movement).
  • An increased accident probability can, in particular, also with regard to the other road users (who are guided based on logic or AI) and in a critical driving situation have to leave their driving order or their actual trajectory (by a evasive maneuvers).
  • An increased probability of an accident can also arise, in particular, from external factors which affect the first road user or the other road users, for example if a driver is blinded.
  • a quality within the meaning of the invention preferably characterizes the simulated scenario.
  • a grade is preferably understood to mean a quality or nature and/or a relevance of the simulated scenario in relation to the dangerousness of a driving situation for a specific driver assistance system.
  • Relevance within the meaning of the invention is preferably understood to mean the frequency with which a scenario occurs in road traffic. For example, a backlit scenario is more relevant than a scenario in which an airplane lands on the street.
  • the relevance preferably also depends on the region for which the road traffic is relevant. For example, there are scenarios that are relevant in Germany but not in China.
  • An area surrounding the vehicle within the meaning of the invention is preferably formed at least by the road users and other objects relevant to the vehicle guidance by the driver assistance system.
  • the surroundings of the vehicle include scenery and dynamic elements.
  • the scenery preferably includes all stationary elements.
  • the invention is based on the approach of using real people to generate scenarios, but no test drives in real traffic are required.
  • At least one real driver moves a vehicle in a virtual environment or a virtual environment.
  • the invention makes the generation of scenarios accessible to a crowdsourcing approach.
  • One or more users can now navigate a road user of their choice through virtual traffic situations on a simulator. Due to the almost endless possibility of options when navigating the road user(s) and other random mechanisms when simulating the virtual traffic situation, an almost endless number of different scenarios can arise, just like in real traffic.
  • the invention uses predefined criteria to determine whether known or new scenarios occur. For this purpose, the simulation process and in particular the simulation data generated by it are continuously analyzed and monitored.
  • people's natural play instinct can be exploited. In this way, the method according to the invention or even a corresponding system can be made available to users.
  • the users can then drive around in the simulated traffic "for fun".
  • the users could also be given tasks, for example that they should get from a location A to a location B as quickly as possible while observing traffic regulations, or that they have to collect certain objects.
  • the user could be distracted when navigating through the simulated traffic, e.g. B. in which he has to make certain voice inputs or the like.
  • the physics in the simulation correspond to reality in order to generate scenario data that is as realistic as possible. This applies in particular to the physical properties of road users and those of the environment. It is not possible to drive through objects or the like. More preferably, multiple users navigate multiple road users in the simulated traffic.
  • the scenario data generated in this way are already labeled, in particular objects of the virtual traffic situation are labeled.
  • Information about the properties of objects is available in the simulation, so that the information can be assigned to the objects.
  • the scenario data are described during extraction in such a way that they can be used to simulate scenarios, preferably using OpenSCENARIO® or are output as OSI data. This means that the scenario data can be used directly to simulate scenarios.
  • the user is encouraged to be active by various actions in the simulated virtual traffic environment.
  • Such an activity can be, for example, the simulated behavior of another road user.
  • these other Road users behave in such a way that the user has to react.
  • this also has the following work steps:
  • Determining a quality of the extracted scenario data as a function of a predefined criterion the quality preferably being characterized by the dangerousness of an underlying scenario.
  • the quality indicates the quality of an underlying scenario.
  • the extracted scenario data are preferably output when the quality reaches a termination condition.
  • the quality is also preferably output to the user via a first or second user interface, in particular a display.
  • a termination condition can preferably be a calculated duration up to a collision time or a collision probability.
  • the quality is higher the more dangerous the scenario that has arisen is, in particular the shorter the calculated duration up to a collision time.
  • a reward in particular a fictitious one, is credited to the first user as a function of the quality of a scenario which has occurred. This gives the user motivation to create critical scenarios.
  • a traffic flow model in particular PTV-Vissim® or Eclipse SUMO, in particular version 1.8.0, is used to simulate the virtual traffic situation.
  • a particularly realistic traffic situation can be generated by using a traffic flow model.
  • a second aspect of the invention relates to a computer-implemented method for testing a driver assistance system of a vehicle, having the following work steps: Providing scenario data which characterize a scenario in which the vehicle is located and which has a plurality of other road users, the scenario data being generated using a method for generating scenario data according to the first aspect of the invention;
  • the driver assistance system is simulated. This means that only the software or the actual code of the driver assistance system is taken into account or implemented when simulating the virtual traffic situation, according to the “software-in-the-loop” concept. In this way, a driver assistance system can be tested in a pure simulation.
  • a driver assistance system when the driver assistance system is operated, data relating to the vehicle's surroundings are fed into the driver assistance system and/or the driver assistance system, in particular its sensors, are stimulated on the basis of the vehicle's surroundings.
  • This allows the driver assistance system, in particular its software or the entire hardware, to be tested on a test bench.
  • a hardware-in-the-loop method can be used for this.
  • a third aspect of the invention relates to a system for generating scenario data for testing a driver assistance system of a vehicle, having:
  • Means for simulating a virtual traffic situation which has a plurality of virtual road users, wherein at least a first road user of the plurality of road users can be controlled by a first user and wherein those road users who cannot be controlled by users are automated, in particular by artificial intelligence or logic-based, with simulation data being generated when simulating; a first, in particular at least optical, user interface for outputting, on the basis of the virtual traffic situation, a virtual environment of at least one first road user to the first user; and a second user interface for acquiring inputs from the first user for controlling the at least one first road user in a virtual environment surrounding the first road user, the means for simulating being further set up to use the acquired inputs from the first user and the resulting interaction of the at least to consider a first road user with his virtual environment when simulating the virtual traffic situation;
  • Means within the meaning of the invention can be hardware and/or software and in particular one, preferably with a memory and/or bus system data or signal connected, in particular digital, processing, in particular microprocessor units (CPU) and/or one or more Have programs or program modules.
  • the CPU can be designed to process commands that are implemented as a program stored in a memory system, to detect input signals from a data bus and/or to emit output signals to a data bus.
  • a storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid state and/or other non-volatile media.
  • the program may be designed to embody or perform the methods described herein is capable of, so that the CPU can execute the steps of such methods and then in particular can generate scenarios.
  • a fourth aspect of the invention relates to a system for testing a driver assistance system of a vehicle, comprising: a data memory for providing scenario data which characterize a scenario in which the vehicle is located and which has a plurality of other road users, the scenario data using a method according to any one of claims 1 to 8;
  • FIG. 1 shows a diagram of the probability of occurrence of scenarios as a function of their criticality
  • FIG. 2 shows a block diagram of an exemplary embodiment of a method for generating scenarios
  • FIG. 3a shows a first example of a simulated virtual traffic situation
  • FIG. 3b shows a second example of a simulated virtual traffic situation
  • FIG. 4 shows an exemplary embodiment of a system for generating scenario data for testing a driver assistance system of a vehicle
  • FIG. 5 shows a block diagram of an exemplary embodiment of a method for testing a driver assistance system of a vehicle
  • FIG. 6 shows an example of a simulated scenario
  • FIG. 7 shows an exemplary embodiment of a system for testing a driver assistance system of a vehicle.
  • Figure 1 shows the probability of occurrence of scenarios depending on the criticality of scenarios.
  • the probability of occurrence is the probability of scenarios occurring in real road traffic.
  • the first work step 101 In a first work step 101, simulation data are generated.
  • the first work step 101 preferably has three sub-processes.
  • a virtual traffic situation 3 is simulated, which has a plurality of virtual road users 1 , 4 , 5 a , 5 b , 5 c , 5 d , 6 .
  • this virtual traffic situation 3 at least one first road user 1 of the plurality of road users 1, 4, 5a, 5b, 5c, 5d, 6 can preferably be controlled by a first user 2 (cf. FIG. 4) and those road users 4, 5a, 5b , 5c, 5d, 6, which cannot be controlled by users, are controlled automatically.
  • a large number of road users can preferably be located in the simulated virtual traffic situation 3 and are controlled by users, ie people.
  • the simulation is based on data obtained in a real test drive.
  • the parameters of individual objects e.g. B. their speed can be changed by road users or be taken over as they were recorded during the real test drive.
  • the traffic situation 3 is created purely on the basis of mathematical algorithms. Both approaches can preferably also be mixed.
  • Such a simulated traffic situation 3 is shown, for example, in FIG. 3a.
  • a pedestrian 6 crosses a street.
  • a vehicle 1 which is controlled by the first user, approaches the pedestrian 6 in the lane facing the pedestrian 6 .
  • other vehicles 5b, 5c, 5d are parked, through which the pedestrian 6 is not or only poorly visible to a driver of the vehicle 1 controlled by the user.
  • Another vehicle 5a is driving in the second lane for oncoming traffic at the level of pedestrian 6.
  • a motorcyclist 4 is approaching behind the other vehicle 5a and is preparing to overtake the other vehicle 5a. Whether this motorcyclist 4 is visible to the driver of the vehicle controlled by the first user cannot be deduced from FIG. 3a.
  • the other vehicles 5a, 5b, 5c, 5d, the pedestrian 6 and the motorcyclist 4 form a virtual environment of the vehicle 1 controlled by the first user 2 in the traffic situation 3.
  • FIG. 3b shows the same virtual traffic situation 3 as FIG. 3a, in which the vehicle controlled by the first user 1 is in the same initial scenario as in FIG. 3a. As indicated by the movement arrow, which emanates from the vehicle 1 controlled by the first user, the first user continues to control this vehicle 1 with undiminished speed.
  • the virtual traffic situation 3 is output to the first user 2 via a first user interface 12 .
  • Possible user interfaces are shown as examples in Fig. 4 and preferably include optical user interfaces, in particular screens, audio user interfaces, in particular speakers, and/or a user interface for stimulating the sense of balance of the first user 2.
  • a third process 101 -3 of the first work step 101 inputs by the first user 2 for controlling the at least one road user in a virtual environment of the first road user 1 are recorded via a second user interface 13 .
  • the second user interfaces 13 are also shown in FIG. 4 . It is preferably the steering wheel, a gear shift, a handbrake, a brake pedal, a clutch and/or an accelerator pedal and other possible control instruments that are available to a driver in a vehicle. Depending on which type of road user 1, 4, 5a, 5b, 5c, 5d, 6 the user 2 controls, however, other input means can also be present as the user interface 13, for example a type of joystick.
  • the first road user 1 in FIGS. 3a and 3b is the black vehicle.
  • the recorded inputs of the first user 2 and the resulting interaction of the vehicle 1, i. H. of the first road user, with its virtual environment are simulating the traffic situation 3 shown in FIGS. 3a and 3b.
  • the interaction in the traffic situations 3 shown in FIGS. 3a and 3b is, for example, how the first user 2 reacts to the initial scenario.
  • the other road users in particular the other oncoming vehicle 5a and the motorcyclist 4 and the pedestrian 6, will also react.
  • the motorcyclist 4 will brake when he notices that the vehicle 1 controlled by the first user 2 is not reducing its speed.
  • the work step of generating 101 simulation data is therefore a continuous process which, as indicated in FIG. 2, runs constantly in a loop and generates simulation data in the process.
  • scenario data is used, for example, to test a driver assistance system, it can be reconstructed which objects the driver assistance system correctly detected and which it incorrectly detected.
  • labels are, for example, tree, pedestrian, car, truck, etc.
  • 3 actions are set in the driving situations, which encourage the first user to be active.
  • this could be one in the Driving situation 3 of FIGS. 3a and 3b can be a vehicle which follows the vehicle 1 controlled by the first user 2 and urges it to accelerate.
  • a surprising movement trajectory of the pedestrian 6, for example when he starts to run, can also be such an action.
  • the simulation data generated are checked for the occurrence of scenarios which arise from the interaction of the at least one first road user 1, the black vehicle in FIGS. 3a and 3b, with the virtual environment.
  • already known scenarios which have already occurred earlier or are predefined as templates, can be checked, as well as scenarios that have not yet been predefined.
  • Both types of scenarios are preferably defined by predefined constellations of simulated measurement variables, which can be determined from the virtual traffic situation 3 .
  • These predefined constellations either form the templates for scenarios or correspond to elementary maneuvers from which the occurrence of a scenario can be inferred. This could be, for example, a strong braking deceleration of the vehicle 1 in FIGS. 3a and 3b, which is used as a trigger condition for the occurrence of a scenario that has not yet been predefined.
  • scenario data relating to the scenario are extracted in a third work step 103 .
  • extraction means in particular delimiting or isolating a data area in the simulation data that is related to the determined scenario.
  • the scenario data are preferably described during extraction in such a way that they are suitable for simulating scenarios. These can preferably be used with OpenSCENARIO® or OpenDrive®. More preferably, these are output as OSI data or OSI streams.
  • a quality of the resulting scenario is preferably determined as a function of a predefined criterion, with the quality preferably being characterized by the dangerousness of one of the scenarios.
  • the quality is preferably all the higher, the more dangerous the resulting scenario is.
  • a degree of danger is preferably determined by so-called time-to-X metrics, such as those described in the publication “Metrics for assessing the criticality of traffic situations and scenarios”; P. Junietz et al., 11 . Workshop Driver Assistance Systems and Automated Driving”, FAS 2017.
  • duration up to a point in time at which a collision occurs time to collision
  • time to kickdown time to steer
  • time to react distance of closest encounter
  • Time to Closest Encounter Worst Time to Collision.
  • the level of danger is characterized by a probability of an accident.
  • a reward in particular a fictitious one, is credited to the first user 2 as a function of the quality of the scenario that has occurred.
  • FIG. 4 shows a system 10 for generating scenarios for testing a driver assistance system of a vehicle.
  • This system 10 preferably has means 11 for simulating a virtual traffic situation 3, which has a plurality of virtual road users.
  • the system In order to make road users 1 controllable by a first user 2 , the system also has at least one first user interface 12 and at least one second user interface 13 .
  • the at least one first user interface 12 is used to output a virtual environment of at least one first road user 1 to the first user 2 .
  • the virtual environment of the at least one first road user 1 is determined on the basis of the simulated virtual traffic situation 3 . It is essentially a representation of the virtual traffic situation 3 in the initial scenario from the point of view of the first road user 1, which the first user 2 controls.
  • these user interfaces 12 are visual user interfaces such as screens and audio interfaces such as Loudspeakers and possibly devices with which the sense of balance of the respective user 2 can be influenced.
  • the second user interface or user interfaces 13 are set up to record inputs from the respective user 2 . As shown in FIG. 4, these are preferably different operating elements. As already explained above, these can be dependent on the respective road user 1 controlled by the user 2 . If the road user 1 controlled by the first user 2 is a vehicle, the user interfaces 12, 13 are preferably arranged in the area of a so-called seat box 19, which forms a simulator together with the user interfaces 12, 13, as shown in FIG.
  • the system 10 preferably has means 14 for checking the generated simulation data for the occurrence of scenarios. Furthermore, the system 10 preferably has means 15 for extracting scenario data relating to the scenario and a data memory 16 for recording the scenario data. Further preferably, the system 10 preferably has means for determining a quality of the extracted scenario data as a function of a predefined criterion. Furthermore, the system 10 preferably has a further interface 18 which is preferably set up as a user interface in order to output the quality to the user 2 and/or as a data interface in order to output the scenario data for further processing.
  • the means 11, 14, 15, 16, 17, 18 are preferably part of a data processing device, which is preferably formed by a computer.
  • FIG. 5 shows a flow chart of an exemplary embodiment of a method 200 for testing a driver assistance system 7 of a vehicle 8, as illustrated in FIG.
  • scenario data which characterize a scenario in which the vehicle 8) is located and which preferably has a plurality of other road users 4', 5a', 5b', 5c', 5d', 6', in a first step 201 simulated.
  • scenario data are also preferably based on simulations, from which they were extracted according to the method 100 described above.
  • a scenario is simulated in a second step 202 on the basis of the scenario data.
  • the vehicle 8 with the driver assistance system 7 to be tested is located in this scenario.
  • the scenario preferably has a plurality of other road users or objects.
  • a virtual environment of the vehicle 8 is generated with the driver assistance system 7 and output.
  • a third work step 203 the virtual environment is output to driver assistance system 7 via an interface 23 .
  • driver assistance system 7 is operated in the virtual environment of vehicle 8 in a fourth work step 204 .
  • driver assistance system 7 The driving behavior of driver assistance system 7 in the scenario or environment can then be analyzed and evaluated.
  • the driver assistance system 7 can be optimized on the basis of such an analysis or evaluation.
  • the driver assistance system 7 of a vehicle 8 has a radar system which detects the objects located in the area surrounding the vehicle 8, in particular the road users 4', 5a', 5b', 5c', 5d', 6' detected.
  • driver assistance system 7 is integrated into passenger vehicle 8 .
  • the driver assistance system to be tested could also be integrated into the motorcycle 4'.
  • the motorcyclist could be warned at an early stage by sensors in the driver assistance system and therefore not pull out.
  • the driver assistance system of the motorcycle 4' reacts and the black car can continue driving without a collision occurring.
  • a system 20 for testing a driver assistance system 7, which is suitable for executing the method 200 described with reference to FIGS. 5 and 6, is shown in FIG.
  • Such a system 20 has a data memory 21 for providing scenario data which characterize a scenario in which the vehicle 8 is located.
  • Means 22 are set up to simulate a virtual environment of the vehicle on the basis of the scenario data. Furthermore, the means 22 are set up to also render this environment.
  • an interface 23 is set up to output the virtual environment of a driver assistance system 7 .
  • Such an interface can be a screen if the driver assistance system 7 has an optical camera.
  • the sensor of the driver assistance system is a radar sensor, which emits a signal S. This signal S is detected by radar antennas 23 .
  • the means 22 for simulating calculate a response signal S′, which in turn is output to the radar of the driver assistance system.
  • a response signal S′ which in turn is output to the radar of the driver assistance system.
  • the function of the driver assistance system 7 can be tested.
  • the simulated virtual environment as shown in FIG. 7, can be tested by emulating signals to the sensor of the driver assistance system 7 .
  • a signal can also be generated that is fed directly into the data processing unit 7 of the driver assistance system, or else a signal S′ that is only processed by the software of the driver assistance system 7 .
  • the data memory 21 and the means for simulating 22 are preferably part of a data processing device.

Landscapes

  • Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Geometry (AREA)
  • Quality & Reliability (AREA)
  • Evolutionary Computation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mathematical Optimization (AREA)
  • Computational Mathematics (AREA)
  • Pure & Applied Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Educational Technology (AREA)
  • Educational Administration (AREA)
  • Mathematical Analysis (AREA)
  • Business, Economics & Management (AREA)
  • Software Systems (AREA)
  • Data Mining & Analysis (AREA)
  • Computing Systems (AREA)
  • Mathematical Physics (AREA)
  • Medical Informatics (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Artificial Intelligence (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention porte sur un système (10) pour produire des données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule et sur un procédé correspondant, le système comprenant : des moyens (11) pour simuler une situation de circulation virtuelle (3), au moins un premier usager de la route (1) pouvant être commandé par un premier utilisateur (2) et des données de simulation étant produites pendant la simulation ; une première interface utilisateur (12) pour délivrer en sortie un environnement virtuel dudit au moins un premier usager de la route (1) au premier utilisateur (2) sur la base de la situation de circulation virtuelle (3) ; une seconde interface utilisateur (13) pour capturer des entrées provenant du premier utilisateur (2) afin de commander ledit au moins un premier usager de la route (1) dans un environnement virtuel du premier usager de la route (1) ; des moyens (14) pour vérifier les données de simulation produites pour un scénario d'occurrence ; des moyens (15) pour extraire des données de scénario concernant le scénario ; et une mémoire de données (16) pour enregistrer les données de scénario pour l'essai du système d'aide à la conduite.
EP22715966.2A 2021-03-01 2022-02-28 Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule Pending EP4302197A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50138/2021A AT524821A1 (de) 2021-03-01 2021-03-01 Verfahren und System zum Erzeugen von Szenariendaten zum Testen eines Fahrerassistenzsystems eines Fahrzeugs
PCT/AT2022/060055 WO2022183227A1 (fr) 2021-03-01 2022-02-28 Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule

Publications (1)

Publication Number Publication Date
EP4302197A1 true EP4302197A1 (fr) 2024-01-10

Family

ID=81307071

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22715966.2A Pending EP4302197A1 (fr) 2021-03-01 2022-02-28 Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule

Country Status (6)

Country Link
EP (1) EP4302197A1 (fr)
JP (1) JP2024507997A (fr)
KR (1) KR20230148366A (fr)
CN (1) CN117222988A (fr)
AT (1) AT524821A1 (fr)
WO (1) WO2022183227A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116465647B (zh) * 2023-04-18 2024-03-26 日照朝力信息科技有限公司 一种基于虚拟现实技术的汽车性能测试方法及***

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160210382A1 (en) * 2015-01-21 2016-07-21 Ford Global Technologies, Llc Autonomous driving refined in virtual environments
US10552573B2 (en) * 2016-03-18 2020-02-04 Toyota Jidosha Kabushiki Kaisha Vehicle simulation device for crowd-sourced vehicle simulation data
DE102017213217A1 (de) * 2017-08-01 2019-02-07 Ford Global Technologies, Llc Testfahrtszenario-Datenbanksystem für realitätsnahe virtuelle Testfahrtszenarien
DE102018200011A1 (de) * 2018-01-02 2019-07-04 Ford Global Technologies, Llc Testsystem und Verfahren zum Testen einer Steuerung eines zumindest teilweise autonom fahrenden Fahrzeugs in einer virtuellen Umgebung
DE102019105389A1 (de) * 2019-02-09 2020-08-13 Elmos Semiconductor Aktiengesellschaft Sicherheitsvorrichtung für ein selbstlernendes Messsystem im Fahrzeug zur Erkennung und Klassifizierung von Objekten im Umfeld des Fahrzeugs mit Hilfe eines Deep-Learning Verfahrens
DE102019206049A1 (de) * 2019-04-26 2020-10-29 Robert Bosch Gmbh Erkennung und Behebung von Rauschen in Labels von Lern-Daten für trainierbare Module
EP3745382A1 (fr) * 2019-05-27 2020-12-02 Zenuity Ab Procédé et serveur pour prendre en charge la génération de scénarios de test d'une fonctionnalité de système de conduite autonome ou d'aide au conducteur avancée

Also Published As

Publication number Publication date
WO2022183227A1 (fr) 2022-09-09
AT524821A1 (de) 2022-09-15
CN117222988A (zh) 2023-12-12
JP2024507997A (ja) 2024-02-21
KR20230148366A (ko) 2023-10-24

Similar Documents

Publication Publication Date Title
DE102006044086B4 (de) System und Verfahren zur Simulation von Verkehrssituationen, insbesondere unfallkritischen Gefahrensituationen, sowie ein Fahrsimulator
DE102017112634B4 (de) Kraftfahrzeug mit Fahrmodus und Simulationsmodus
EP3438901A1 (fr) Système de base de données de scénario de conduite d'essai pour scénarios de conduite d'essais virtuels proches de la réalité
DE102007053501A1 (de) Verfahren zur Entwicklung und/oder zum Testen wenigstens eines Sicherheits- und/oder Fahrerassistenzsystems für ein Kraftfahrzeug und Simulationsumgebung
EP3942379B1 (fr) Procédé pour l'entraînement d'au moins un algorithme pour un appareil de commande d'un véhicule automobile, produit de programme informatique, véhicule automobile ainsi que système
DE102018200011A1 (de) Testsystem und Verfahren zum Testen einer Steuerung eines zumindest teilweise autonom fahrenden Fahrzeugs in einer virtuellen Umgebung
AT523834B1 (de) Verfahren und System zum Testen eines Fahrerassistenzsystems
EP4302196A1 (fr) Procédé pour tester un système d'aide à la conduite d'un véhicule
DE112017007596T5 (de) Strategieerzeugungsvorrichtung und Fahrzeug
EP4226248A1 (fr) Dispositif et système pour tester un système d'aide à la conduite pour un véhicule
EP4302197A1 (fr) Procédé et système de production de données de scénario pour l'essai d'un système d'aide à la conduite d'un véhicule
DE10309934A1 (de) Fahrsimulator und Verfahren zum Simulieren des Fahrzeugstands eines Fahrzeuges
DE102020130748A1 (de) Verfahren, System sowie ein Computerprogramm zum Erzeugen einer virtuellen Umgebung eines Fahrzeugs
DE102021110812A1 (de) Verfahren, System und Computerprogramm zum Entwickeln, Absichern, Trainieren und/oder Betreiben eines Fahrzeugsystems
EP3622451A1 (fr) Détermination de la maturité d'un système technique et en particulier d'un véhicule circulant de manière autonome
WO2022251890A1 (fr) Procédé et système pour tester un système d'aide à la conduite d'un véhicule
DE102019004076A1 (de) Verfahren zum Unterstützen eines Fahrers eines Fahrzeuges
EP4105811A1 (fr) Procédé mis en uvre par ordinateur destiné à l'essai et/ou à l'homologation basé sur des scénarios des fonctions de conduite au moins partiellement autonomes à mettre à l'essai au moyen des indicateurs clés de performance (icp)
DE102021202083A1 (de) Computerimplementiertes Verfahren zum Trainieren wenigstens eines Algorithmus für eine Steuereinheit eines Kraftfahrzeugs, Computerprogrammprodukt, Steuereinheit sowie Kraftfahrzeug
AT525369B1 (de) Testumfeld für urbane Mensch-Maschine Interaktion
AT526259A1 (de) Verfahren zum Trainieren eines künstlichen neuronalen Netzes eines Fahrermodells
WO2023275401A1 (fr) Simulation d'usagers de la route avec des émotions
WO2023193996A1 (fr) Test d'une fonction de commande de conduite automatique au moyen de données de circulation semi-réelles
DE102022114913A1 (de) Computerimplementiertes Verfahren zur Verwendung von gespeicherten Spezifikationsanteilen
EP4086773A1 (fr) Procédé mis en uvre par ordinateur permettant de fournir automatiquement un avis de processus pour processus d'essai

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230929

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20240516