WO2010040376A1 - Verfahren zur minderung von kollisionsrisiken - Google Patents
Verfahren zur minderung von kollisionsrisiken Download PDFInfo
- Publication number
- WO2010040376A1 WO2010040376A1 PCT/EP2008/063319 EP2008063319W WO2010040376A1 WO 2010040376 A1 WO2010040376 A1 WO 2010040376A1 EP 2008063319 W EP2008063319 W EP 2008063319W WO 2010040376 A1 WO2010040376 A1 WO 2010040376A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- collision
- risk profile
- risks
- risk
- Prior art date
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Classifications
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- 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
Definitions
- the invention relates to a method for reducing collision risks and a corresponding system for reducing collision consequences and a corresponding vehicle.
- Document CA2549870A1 discloses a collision avoidance system based on wireless mutual detection of road users by means of RFID chips. The presence and position of a road user, e.g. a pedestrian, a vehicle or an obstacle detected by an RFID receiver on the vehicle, if the vehicles or obstacles have corresponding RFID chips.
- a road user e.g. a pedestrian, a vehicle or an obstacle detected by an RFID receiver on the vehicle, if the vehicles or obstacles have corresponding RFID chips.
- certain road users can also be identified by their assigned IDs. The system sees different warnings for the driver of the vehicle depending on the degree of danger, e.g. from the detected distance to the road user and the type of danger.
- Collision avoidance system for rail traffic which provides for the localization of at least one train in the global coordinates (GPS) and a transmission of the coordinates of at least one train to another train or to a control center.
- GPS global coordinates
- RFID chips Radio Frequency IDentification
- RFID chips Radio Frequency IDentification
- These allow wireless information transmission, e.g. due to the request by a recipient device.
- the information transmission is particularly suitable for a secure and possibly encrypted identification of the respective detected RFID chip or its owner.
- the range of information transmission is limited to a few meters for most currently practiced applications. However, this can be extended from a technological point of view if necessary. Disclosure of the invention
- the vehicles and objects are considered mainly in terms of their position in space in global coordinates, speed and possibly according to their outer shape.
- the collision warning or emergency braking is initiated as a function of these parameters.
- the risks associated with a collision e.g. the threat of personal injury and property damage, but depend on much more than these parameters.
- the detection of an object such as a road user allows only a little information about what risks the collision with this road user for both Contains sides.
- the construction-specific arrangement of more or less hazardous or dangerous parts or areas of the vehicle over the life or death of the occupants of a vehicle or a road user in the event of a collision decide.
- a collision of the colliding vehicles, such as automobiles, by 50 cm or the relative angle of 10 ° may decide the survival of the occupants.
- the invention is based on the object, an advantageous
- the invention is based on the formation and / or wireless transmission of vehicle or object-specific data, which can be taken into account in the determination of impending collision risks.
- the transmitted data may contain information about the properties relevant to the collision risks of the structure located within the vehicle or object and / or be formed from these data.
- the structure of the vehicle or object is in particular the entirety of the matter covered by its outer surface.
- the risk profile is, in particular, data which contains information about the geometric distribution of the parameters within the vehicle or of an object and / or expresses a dependence of the occurring collision risks on the collision parameters or on the type of collision.
- the parameters can affect the structure within the
- External dimensions of the vehicle relate, for example, to the bodywork, fixed or moving parts of the vehicle, its load, occupants, etc.
- the parameters may include mass or density of certain parts or areas of the structure, dimensions of their nature, in particular the resistance of the respective areas against mechanical or other influence, eg material constants, Energy absorption ability, physical value of the sub-areas of the vehicle or the cargo, etc. be.
- a risk profile may be expressed, at least in part, in the form of a mathematical function and / or at least one argument for a mathematical function known to the receiver, the function allowing the calculation of at least one collision risk.
- the collision risks are characterized by collision consequences and / or the probability of occurrence of these collision sequences.
- the types of collision sequences may be, e.g. Personal injury, damage to the vehicle, loss or damage to the cargo.
- the measures for collision sequences may be the physical quantities, e.g. the momentum, force, acceleration, or measure of damage transmitted to an occupant, e.g. the physical value of the parts of the vehicle which are affected by the collision risk.
- the probability of occurrence of collision sequences can e.g. when
- Probability of breakage or deformation of certain parts of the vehicle e.g. a passenger compartment, the probability of survival of an occupant, probability of ignition of a cargo or fuel, capsizing of a ship, etc.
- the data of a risk profile may preferably be based on different types of collision risks and the respective measures for the collision sequences and their occurrence probabilities, e.g. Obtain property risks and personal risks.
- risk profiles for different possible collisions can be formed and transmitted or summarized the information about several possible actions and the resulting risks in a risk profile.
- the vehicle may in particular be a motor vehicle, an aerospace vehicle, a watercraft, for example an oil tanker or submarine.
- the driver of the vehicle can accordingly be a driver, captain or pilot.
- the vehicle can also be unmanned, eg automatically or remotely controlled.
- Object may be, in particular a road user, for example, a (different) vehicle, pedestrians, etc. but also a static obstacle, such as a roadway boundary, a building or part of the infrastructure.
- the object is defined in particular as a collision object with which the vehicle, in particular with an increased probability, can collide or collide.
- a risk profile for an oil tanker may be formed and transmitted wirelessly, which measure of a collision sequence, e.g. the leakage of petroleum and the probability of occurrence of this collision sequence as a function of at least one collision parameter, e.g. explicitly or implicitly expresses an acting force or distribution of forces on specific parts or surfaces of the oil tanker.
- the distribution of the acting forces can be expressed as parameters of certain forces acting on the respective areas of the respective structure.
- Risk profile are evaluated in particular in a computing unit of the vehicle or an infrastructure device. In doing so, risks for one or more possible collisions, or traffic situations leading to such collisions, can be determined. Preferably, a distinction is made between the risks according to their species, e.g. Property damage with respective occurrence probabilities and personal injury with respective occurrence probabilities. Thus, the collision consequences to be expected in a given collision can also be determined before the beginning of this collision.
- a risk profile which includes the information on the dependency of the collision risks of the collision parameters, after its transmission from the vehicle to an object or from an object to the vehicle under consideration, determination or acceptance of parameters of an impending collision, in the case be determined of such a collision occurring consequences and / or their probability of occurrence.
- a risk profile containing the information about the geometric distribution of the parameters of the vehicle or object, the dependence of the occurring collision sequences of the collision parameters and / or the type of collision can be determined taking into account other known boundary conditions and the physical laws ,
- the risks of a collision can be reduced by means of one or more automatically initiated measures, which depend on the evaluation of at least one profile.
- a warning may be issued referring to the total risk or at least one specific risk (personal injury, property damage) or warning in the event of a collision with certain areas of the vehicle and / or object.
- the collision risks that the vehicle has with an object in particular with known, determined, estimated or assumed crash parameters, such as e.g. Direction, crash point, causing speed will be determined.
- the expected collision risks that are caused by the object at the vehicle can be determined.
- the object can be dependent on the evaluation of the risk profile Behavior or change its properties, whereby the collision risks for him and / or vehicle can be changed.
- the driver of the other vehicle can be alerted to this with large identified risks, or the systems of the other vehicle can take the measures to mitigate the consequences of the impending collision automatically or semi-automatically.
- the reception and evaluation of the profile of the vehicle by the object can also be used to determine the collision risks on the object.
- the risk profile is formed on the basis of at least one of the following types of circumstances:
- the crash behavior can be based on measurements, theoretical facts, structural properties of the vehicle and / or empirically determined facts, such as crash tests or crash simulations include or be determined from these.
- the crash behavior can also be understood to mean the roll-over behavior of the vehicle, for example a motor vehicle with a certain type, direction and / or strength of the collision.
- the crash behavior can be expressed as a function of the forces or accelerations which act on the parts within the vehicle from the forces acting from outside on certain areas of the vehicle.
- the data of the crash behavior includes in particular information about the arrangement of the parts of the vehicle, for example, locally different Crashrelevante parameters, and / or probability of occurrence of certain collision sequences that occur when exposed to these parts includes.
- the crash behavior includes the information about the position and properties of the bumper or crumple zones of the vehicle, or the parts of the vehicle with increased strength, such as the externally unrecognizable parts of the chassis or struts cockpit cell.
- Under the seat occupancy is the information about the person or object classes that occupy at least one seat of the vehicle to understand. These parameters may e.g. the determined, known or assumed physical dimensions or weight of the people, type of a possibly existing baby or child seat include or be formed from these.
- the seat occupancy parameters include in particular the information about the seat pose, e.g. the head position and / or the information as to whether the occupant has safety-belt fastened. Also the occupancy of the seat by a certain person and / or object, e.g. a piece of luggage can be understood as a seat occupancy.
- a current physical or mental condition e.g. a health impairment or a so-called microsleep of the driver are understood.
- the corresponding parameters can be determined by the methods known per se. For example, is the automatic detection of a second sleep of the driver known.
- the characteristic properties of the load e.g. Mass, nature, value, distribution of the charge within the vehicle and / or the dependency of the risks on the forces acting on the cargo.
- the nature of the load includes measures of mobility, bulk capacity of these.
- the vehicle state may include the parameters of the current operating state, in particular the state of moving parts of the vehicle, which may significantly change its collision behavior.
- the engine speed or the state of the drive, for example, the clutch of a vehicle can be taken into account, which can have a significant impact on the risks of a collision especially for certain types of internal combustion engines and corresponding drives.
- the risk profile of an object is formed according to the same principle. Depending on the type of object, its risk profile may be composed of the same or similar data as the risk profile of the vehicle.
- the risk profile of a pedestrian can e.g. on the basis of its physical parameters, which have an immediate effect on the risks of collision, in particular in the event of a collision with a motor vehicle, e.g. at least one dimension of its rail bone, be formed.
- the risk profile may be e.g. is configured as a data structure created by the vehicle manufacturer or operator of the vehicle fleet, by a consortium of vehicle manufacturers, insurance companies or by an authority, relating to a specific vehicle or vehicle type, which contains at least information of one of the types described above and / or determined therefrom be.
- the data of a risk profile can be configured as a data structure.
- the risk profile or the corresponding data structure can be formed in such a way that the recovery of individual parameters, for example of a parameter that corresponds to the weight or type of charge, from the data structure is impossible.
- the risk profile preferably contains the information about the resulting, for example, cumulative and / or weighted correlation between the respective risks in relation to the damage of one or more species and the collision parameters.
- the individual parameters do not have to be contained in an explicit form in the risk profile, which also includes, for example, an evaluation this is uncritical by unauthorized recipients.
- the amount of data to be transmitted wirelessly can be significantly reduced, which is advantageous for the wireless transmission of the risk profile in a very short time and with low-cost technologies.
- the risk profile or the corresponding data structure can be completely and partially formed and / or carried by means of a computing unit of the vehicle from known and / or determined data. Alternatively or additionally, at least parts of the risk profile or the corresponding data structure can also be stored before driving with the vehicle, e.g. formed during the development, completion or commissioning of the vehicle and stored in particular in a computing unit of the vehicle.
- the risk profile to be transmitted is formed on the basis of the data which are valid at substantially the same time, preferably at the time immediately before the collision.
- the risk profile may contain the said types of information in any order and in one or more data packets, or as the data embedded in a transmission of the data of another type according to methods of information technology known per se, e.g. encrypted, transmitted.
- the transmission of the risk profile can take place at a predetermined time or depending on predetermined conditions.
- At least one parameter of the risk profile can be configured at least partially adjustable by the user of the vehicle.
- the adjustment can be made by means of a man-machine interface, e.g. a graphical user interface that maps at least parts of the vehicle, be designed, or depending on the automatic interpretation of other operator actions or inputs done.
- an occupant of the vehicle decide which types of risks, eg a very unlikely and serious collision sequence or a relatively probable but not very serious collision sequence, and from soft measure of the respective collision sequences or their occurrence probabilities, an automatic operation at least one measure, for example a braking operation, a triggering of an automatic warning, etc., should take place.
- an inventive advantage results in the determination of the risks of a possible collision, when the risk profile is formed from a combination of the parameters of the crash behavior of the vehicle and the current seat occupancy.
- the resulting risk of personal injury may thus vary depending on the determined transmitted forces and occupancy of a person, e.g. also the person with certain body dimensions, even before the collision occurs. It can also be determined whether and how the movement of the person resulting from the energy transmission, e.g. can be within the passenger compartment, which can lead to further collision consequences.
- an advantage according to the invention also results if the risk profile consists of a combination of the parameters of the crash behavior and the condition of the at least one occupant, e.g. also the information whether an occupant of a motor vehicle is strapped to the seat belts is formed.
- an inventive advantage also results if the risk profile is formed from a combination of the parameters of the crash behavior and the load of the vehicle.
- the risk profile is formed from a combination of the parameters of the crash behavior and the load of the vehicle.
- the formation of the risk profile from the combination of the crash behavior with the vehicle condition is also very advantageous.
- the collision risks change dramatically when a vehicle's safety system is permanently or temporarily unavailable at that particular time, or the reliability or viability of vehicle systems is altered by their age.
- Vehicle condition and vehicle load is e.g. advantageous, because it can be determined from this how the load of the vehicle, e.g. depending on the state of the systems of the vehicle, e.g. their operating state or activation state, in case of a collision will behave.
- Vehicle loading and the seat occupancy and / or state of at least one occupant is advantageous because of this combination, among other things, the possible effect of the load on the occupants in the event of collision can be determined.
- the formation of the risk profile from a combination of the vehicle condition and the seat occupancy and / or condition of the at least one occupant is advantageous.
- the personal risks e.g. at the object, depending on whether a specific seat of his vehicle is occupied and possibly with which class he occupies and how the state of the person is and in which mode a corresponding restraint system of the vehicle is determined.
- At least one system of the vehicle can be influenced, in particular controlled, as a function of at least one risk profile transmitted to the vehicle.
- a measure for mitigating collision risks can be controlled, e.g. as an adaptive control of a restraint system and / or chassis of the vehicle may be configured.
- Other systems of the vehicle can also be controlled as a function of a risk profile transmitted to the vehicle, in particular such that the risk of collision is thereby changed. It can be e.g. such is the control of the chassis of the vehicle, that reduces the transmitted to the occupants of the vehicle maximum forces or pulses, in particular minimized. It may be, e.g. also for influencing the man-machine interface of the vehicle e.g. to issue a message or instruction to the driver of the vehicle.
- the reduction of collision risks can either be a reduction in the collision sequences, in particular collision sequences of a specific type, and / or the probability of occurrence of collision sequences in the case of a probable, unavoidable or necessary collision.
- mitigating collision risks means avoiding the collisions that can lead to significant risks, or replacing them with lower-risk collisions.
- the determination of collision risk and / or measures to reduce collision risks in an object can be configured analogously or analogously.
- a risk profile can be designed as a three-dimensional structure.
- the calculation can be configured, for example, as a superposition of the three-dimensional structures.
- crumple zones of the at least one vehicle involved in a possible collision are changed as a function of the evaluation of at least two risk profiles.
- this may e.g. by raising the respective chassis, e.g. be designed by controlling an air suspension.
- the bumpers or crumple zones of vehicles of different types before an imminent collision are adapted to each other so that these, in particular taking into account further parameters of the risk profiles, lead to the reduction of collision consequences.
- an advantageous determination of an automatic or semi-automatic influencing of the trajectory and / or activation of further measures for minimizing the collision risks can take place, which are the collision risks occurring at the vehicle and at the object, in particular in the case of a specific imminent collision can minimize particularly effectively.
- the trajectory of the vehicle in response to the evaluation of at least one, in particular the vehicle transmitted risk profile controlled in particular optimized so that the risks, especially risks of certain types are minimized.
- the optimization of the trajectory can, for example, the reduction of expected personal injury, ignition of the charge, rolling over the vehicle or reducing the probability of these collision consequences.
- the control of the trajectory can thereby by the automatic Control of the chassis, for example, be configured by changing the corresponding control or regulation parameters of the chassis.
- the vehicle may be, e.g. also in the case when the vehicle has the possibility, either with another vehicle or with an obstacle, e.g. colliding bridge bridge boundary, consider whether the bridge lane boundary will withstand the stress with the expected collision parameters.
- the determination of collision risks can be used for several collision scenarios, i. possible collisions which may arise from a specific traffic situation, in particular taking into account different possible measures, take place.
- the measures e.g. Optimization of the trajectory can be determined such that at least one collision risk is reduced.
- the information for performing at least one measure for reducing collision risks which was determined depending on the evaluation of at least one risk profile, the vehicle and / or transmitted from the vehicle wirelessly.
- the determination of the measures to reduce collision risks for the object can also be made outside the object, e.g. be determined in the computing unit of the vehicle.
- the measures for reducing collision risks for the vehicle outside the vehicle, in particular taking into account its risk profile can be determined.
- the information may describe a recommended trajectory, eg in the form of control instructions for the chassis, or of recommended operating steps for the driver, geometric description of a SoII trajectory, for example by means of coordinates or in the form of recommended deviation from the actual trajectory.
- the vehicle and / or the object may be configured to receive this information wirelessly and to carry out measures for reducing collision risks taking into account this information.
- the method can be effectively applied even if the vehicle or the object can not evaluate a risk profile.
- a, in particular transmitted risk profile of the vehicle and / or object for synchronization and / or tuning of the control parameters of restraint systems of the at least one vehicle involved in an impending collision can be evaluated.
- a number of known restraint systems e.g. Airbags deploy their maximum protection only for a very short time.
- a vote in particular individual temporal control parameters of the restraint systems with the expected maximum of acting on an occupant forces the maximum effect of the restraint systems can deploy at an optimized time.
- Airbags e.g. Airbags, belt tensioners, rollover protection device of the
- Vehicle and / or object depending on the risks and / or local forces at certain points of the vehicle and / or object, which have been determined taking into account a wirelessly transmitted risk profile controlled.
- the ignition timing as well as the performance of airbags of the object may be optimized to minimize the force at particularly critical times of the collision, depending on the risk profile of the vehicle (or vice versa).
- the restraint systems that protect the vehicle or object from the outside, such as the outer airbags or possible future applications to protect the vehicle and / or the object at the optimized time and with, based on the risk profile of the accident opponent and / or Vehicle adapted, control parameters are operated.
- the synchronization and / or adaptation of the control parameters of the restraint systems of a vehicle or object can be configured based on the evaluation of the transmitted and / or the own risk profile, also on the basis of the time of transmission of a risk profile.
- the absolute or relative coordinates and / or speeds of the at least one vehicle can be transmitted wirelessly, whereby these are taken into account in the determination and / or minimization of the risks of an imminent collision in connection with at least one risk profile.
- Speeds e.g. in the same data structure with a risk profile.
- the most important, in particular valid at the same time data of an impending collision can be transmitted, which can be evaluated to determine the risk of collision.
- the coordinates, speed and other odometrical data of the vehicle e.g. even at several points in time, be taken into account in the evaluation of at least one risk profile.
- the method can be configured in such a way that the transmission of at least one part of at least one risk profile takes place at a predefined point in time and / or as a function of the detection of an increased risk of collision.
- the transmission of a risk profile to the vehicle and / or the vehicle can be designed at such a time, to which at least a substantial part of the parameters of an imminent collision or several possible impending collisions or collision scenarios essentially known or can be determined.
- the complex determination of the collision sequences can thus be carried out only once or for a limited number of possible collisions or collision scenarios and with the data current at the relevant time.
- Particularly preferred is the transmission and / or evaluation of the at least one risk profile from the vehicle to an object and / or from an object to a vehicle at a time, which is associated with a pre-crash situation.
- Pre-crash situations include situations that are characterized by a greatly increased probability of collision, including situations that lead to an unavoidable collision.
- the time so predetermined can be used for motor vehicles and aircraft, e.g. selected a few seconds before the determined or expected collision time or substantially at the time of the first touch and / or until a few seconds after the first touch.
- the vessels may be several minutes ahead of the predicted collision.
- various methods known per se can serve. It can also be a, e.g. Presumed by the driver of the vehicle pre-crash situation, or act by the driver triggered by the controls of the vehicle pre-crash mode of the vehicle.
- the transmission of the at least one risk profile and / or current coordinates and / or odometric data may be dependent on predetermined events, e.g. if there is a certain degree of likelihood that a collision will happen, or if the driver wishes such a data exchange, for example, to check the current collision risk.
- the current data at the optimum time can be transmitted.
- On a superfluous data exchange can thus also be dispensed with.
- Collision probability in particular a pre-crash situation can be configured by means of other known systems or methods.
- At least one risk profile can be processed graphically such that a spatial distribution of material and Personal risks, in particular for certain boundary conditions and / or in relation to a representation of the vehicle and / or object represents.
- a spatial distribution of material and Personal risks in particular for certain boundary conditions and / or in relation to a representation of the vehicle and / or object represents.
- At least one graphical presentation of a risk profile of the own vehicle and / or the object e.g. related to the risks involved in a given potential collision or statistical collision e.g. can be expected based on a certain speed range can be displayed to the driver of the vehicle. It can e.g. the collision risks that have been determined by offsetting at least two risk profiles are shown.
- the transmission of at least part of the risk profile and / or a reference to this can take place by means of an RFID chip.
- the wireless transmission of the at least one risk profile from and / or to the vehicle can take place by means of the wireless methods known per se, for example by means of radio signals, WLAN, mobile radio signals, by means of optical methods of data transmission, etc.
- the transmission can be effected, for example, by means of a modulation of the Information in anyway required signals or beams, done by methods known per se.
- the transmission of the risk profile can also be designed by means of the transmission of a reference to a pre-formed or stored risk profile of an object or another vehicle.
- a reference can be made to a risk profile stored in the vehicle or in an infrastructure device, for example of a specific vehicle type, a specific vehicle or type of risk profile.
- the method may include a step of mapping between a received reference such as an ID and the corresponding risk profile stored in a database, for example.
- the expected crash speed and / or force in particular the predefined value ranges of these variables, are taken into account.
- the detection steps involved in the transmission and / or evaluation of the risk profiles can be simplified and / or optimized for this area, depending on which force or speed range is involved, e.g. in the event of a collision in the high-speed range, the determination of particularly relevant collision sequences, e.g. with a higher precision or prioritized in time, while the transmission or evaluation of further collision risks, e.g. can be done later.
- the data of at least two risk profiles in at least one mobile or stationary infrastructure device can be combined and / or cleared.
- the transmission of at least one risk profile or a reference to a stored risk profile can take place from the vehicle or object to the infrastructure device and / or from the infrastructure device to the vehicle or object.
- the exchange of complete data of the risk profiles between the vehicle and object can be omitted.
- the assignment of a risk profile to a specific object can be based on the identification of the object, eg by its RFID chip, or by means of a transmission of a request of the vehicle for a risk profile of the object to the infrastructure device.
- the infrastructure device can transmit a result of the evaluation of the at least one risk profile, for example in relation to a specific traffic situation, for example a pre-crash situation, to the vehicle and / or to the object.
- the result of offsetting at least two risk profiles eg the control commands for controlling the at least one restraint system or chassis, the determined collision risks, the optimized recommended trajectories.
- the method can be configured such that the information for performing at least one measure for reducing collision risks in an infrastructure device is determined and transmitted to the vehicle and / or object.
- the determination of collision risks may be based on the at least one stored and / or transmitted to the infrastructure device risk profile.
- the determination of collision risks and / or measures to mitigate collision risks can be at least partially performed by means of a powerful computing unit of an infrastructure device, e.g. also be carried out by means of a crash simulation. Due to a temporal statistical distribution of collisions, one or a few powerful infrastructure devices, e.g. for a city, suffice.
- the determination of collision risks can be designed according to a closed-loop principle, in particular in such a way that the collision risks are repeatedly determined taking into account the measures determined at an earlier point in time.
- the measures determined at a later time e.g. depending on the comparison of the collision risks from the first and second determination.
- Such an optimization can also be configured as a, in particular digital, control loop.
- the collision risks can be determined taking into account the measures determined or assumed at the respective time for the reduction of collision risks, wherein in the next step an adaptation of these measures depending on the evaluation the risk profile taking into account the measures adopted.
- a coordination between the vehicle and the object with regard to the implementation of the measures for reducing collision risks can be carried out by at least two information transmissions.
- the reconciliation may include communicating the collision risk mitigation information that is struck or scheduled in the vehicle and / or object at a particular time, which changes as a function of the reconciliation, in particular to mitigate overall or certain collision risks become.
- the compatibility of the measures to be initiated in at least one vehicle and at least one object can thus be increased.
- it is also possible to dispense with the implementation of such measures which, in the case of their application, e.g. at an unfavorable time, counterproductive or ineffective.
- the mutually compatible measures can be even better coordinated.
- the transmission of this information can be done together with updated risk profiles.
- the invention further includes a system for mitigating collision risks, comprising an on-vehicle unit for wirelessly communicating data from at least one risk profile from the vehicle and / or the vehicle, the system being configured, in operation wirelessly transmit and / or receive a risk profile and / or reference to a particular risk profile stored in a unit of the vehicle or infrastructure device.
- the system includes a computing unit configured to form and / or evaluate at least one risk profile, wherein at least one collision risk of a possible collision is determined.
- the arithmetic unit configured to distinguish different types of collision risks within a vehicle and / or object when evaluating a profile.
- the system includes a device for detecting an increased risk of collision.
- the transmission of at least one risk profile can be carried out depending on a detected impending collision, in particular on the precalculated time of the collision and / or on receipt of a risk profile of the object.
- the invention comprises a system which is designed in such a way that the system can carry out the method for reducing collision risks.
- the system is in particular designed such that each variant of the inventive method described above can be carried out with the system.
- the invention comprises a vehicle, in particular a
- a motor vehicle, a watercraft or an aerospace vehicle comprising such a system.
- the invention comprises a stationary or mobile unit, in particular an infrastructure device, which is designed to wirelessly receive and / or send a risk profile and / or reference to a risk profile.
- the infrastructure device is designed to determine the information for performing at least one measure for reducing collision risks and to transmit wirelessly.
- FIG. 1 shows an example of a graphically processed risk profile of a vehicle.
- Fig. 2 shows an example of an operation of the invention
- the risk profile of the vehicle is formed in the computing unit of the vehicle.
- Collision risks determined by the collision parameters in the form of a function.
- the information about the geometric distribution of local location-dependent parameters of the structure is formed within the outer dimensions of the vehicle.
- the parameters of the crash behavior in particular the spatial distribution of the parameters of the structure within the vehicle, e.g. the installation positions of the parts with different strength, mass (possibly per area or volume unit), energy absorption capacity, value of the vehicle area, which are largely determined during the development of the vehicle on the basis of its structural properties, features, crash tests, etc., used.
- the parameters of the seat occupancy are based on the known or sensory determined current occupancy of seats of the vehicle known.
- this class may correspond to the parameters of the current occupancy of the passenger compartments.
- a classification of persons according to physical size, age etc. is taken into account.
- the parameters of the state of the occupants are considered both as a person-specific state and as the current sitting position of the respective occupant. These parameters are present or are determined or updated by sensors in the vehicle.
- the parameters of vehicle loading are considered, which are related to weight, viscosity and risks, e.g. Flammability, toxic properties of the cargo, as well as the distribution of the current vehicle load within the vehicle are characteristic.
- the risk profile can be formed from the parameters of the structure within the external dimensions of the vehicle and / or object, in particular as one or more functions expressing the dependence between the spatial position of the zones and the different measures for the respective collision-relevant properties of these zones become.
- the risk profile only the differences of these parameters, e.g. as a location-dependent distribution of the weighting of the parameters of the structure (for example the local density or the strength per density), or the distribution of the collision sequences in a spatial distribution of the acting forces.
- the total weight of the vehicle and / or object can also be transmitted in addition or e.g. be determined by other methods.
- the risk profile of the vehicle or object may vary with respect to
- the risk profile can also describe the arrangement of location-dependent parameters in relation to certain parts of the vehicle, which can be identified externally, for example, which may be advantageous for automatic assignment of the areas with the respective parameters from the outside.
- the risk profile includes a mathematical description of the dependence of the collision risks on the actions, in particular on the collision parameters, e.g. Force or momentum at different locations as one or more functions.
- a risk profile may include the data relating to one or more types of collisions.
- Such an inventive design of the risk profile offers a very high degree of universality and compatibility. For example, There is no need to update the computational units that store the risk profiles or detect collision risks, e.g. a new vehicle type or a new type of objects participate in the traffic takes place. This simplifies the dissemination of the procedure.
- the data structure to be transmitted wirelessly is very compact and does not allow any conclusions about the individual parameters in explicit form.
- At least one function may be performed by methods known per se, e.g. by means of characteristic nodes or characteristic points or polynomial coefficients, as a digital sequence of numbers.
- the occurrence probabilities corresponding to the collision risks may be e.g. be expressed as a probability distribution function that expresses a certain distribution of the probability of occurrence of different or different heavy collision sequences depending on the collision parameters.
- the risk profile represents a variable data structure.
- This may be, for example, a dynamic data structure.
- the data structure may be solid, already at the Manufacture of the vehicle certain parameters and from the frequently changing components are formed, which are updated by means of a computing unit of the vehicle in operation.
- the later calculation of the profiles does not require the calculation-intensive consideration of all individual conditions and their interactions.
- the risk profile can be updated by the computing unit of the vehicle in a very short time taking into account further current parameters which influence the collision risk of a possible collision.
- a risk profile for the entire vehicle from its previously determined or stored parts or largely immutable functions or their parameters and the variable parameters can be formed in a very short time.
- a current risk profile e.g. be formed after a change in the state of the load or seat occupancy by the computing unit of the vehicle in a short time.
- a risk profile may be formed in an analogous manner for an object taking into account the circumstances that determine the risks of collision.
- the pedestrian's risk profile can take into account the length and width of his tibia as well as the current state of tension of his muscles.
- Part of the data of a risk profile may be in one or more
- Computing units or databases outside the vehicle formed and / or stored and, if necessary, e.g. assigned via an appropriate ID and retrieved if necessary.
- this "central intelligence" approach according to the invention it is also possible to determine the collision risks in a computing unit outside the vehicle.
- this unit may be part of an infrastructure device, e.g. a mobile network or a television tower.
- a wireless transmission of a risk profile and / or a reference to a specific stored in a unit of the vehicle or an infrastructure device risk profile takes place by means of at least one RFID chip, which is provided on the vehicle. Even with a small transmitted amount of data, for example, the geometric position of the bumper or other crumple zones of the vehicle, installation position of the tank, etc. can be transmitted. Thus, a very fast and cost-effective transmission of at least part of the risk profile is realized.
- the risk profile or a corresponding ID associated with a known risk profile can be transmitted wirelessly, eg by a SIM card, which is carried for example in the vehicle and / or in the object.
- the risk profile preferably the current risk profile, can be used e.g. up to 2 seconds before the first contact between the vehicle and object, thereafter substantially at the time of the first touch, thereafter during the course of a collision, preferably with updated data respectively.
- the transmission of the data may be based on the transmission of the part of the
- Risk profile of the collision (type or class of collision)
- the inventive method requires the transmission of smaller amount of data and smaller computational resources to evaluate the risk profile.
- the risk profile of the vehicle and / or the object, in particular the wirelessly transmitted risk profile is taken into account for determining the at least one risk before the collision occurs.
- the determination of the risks can be based on at least one, in particular transmitted to the vehicle (received by the vehicle) risk profile.
- the determination of the collision risks is particularly advantageous
- the expected distribution of acting forces between the vehicle and the object and / or within the respective microstructure can be determined.
- the determination of collision risks based on the evaluation of one or more risk profiles e.g. be designed as a crash simulation, which refers in particular to an expected collision scenario.
- the collision risks in the event of a collision with a pedestrian e.g. based on the knowledge of the current local parameters of a bumper, hood, windshield of a motor vehicle and at least one current risk profile of the pedestrian, which includes the parameters and state of his body parts, taking into account the predicted crash speed, are determined for a possible collision.
- the determination of collision risks may involve several possible collisions, e.g. possible variants of an impending collision are.
- a possible variant of the collision can be determined, in which the smallest collision risks, e.g. smallest possible collision consequences or occurrence probabilities, smallest personal injury etc. are to be expected. This can also be done by several separate arithmetic operations and based on several transmitted to the vehicle risk profiles.
- the refinement of the risk profile according to the invention also makes it possible to take advantage of different detailed risk profiles.
- determination of the collision risks can also be at least partially compensated by offsetting the risk profile of the vehicle with the vehicle by other means, for example by environment sensors of the vehicle, ascertained collision-relevant properties of the object.
- the method can also be used if the object can not transmit a risk profile to the vehicle.
- the risk profile of the vehicle and the received risk profile of the object are graphed for the driver of the vehicle.
- the graphically presented risk profile shows the distribution of risks in a motor vehicle (1), which are occupied in addition to the driver's seat, the seat behind him and the passenger seat.
- the risk profile presentation shows the relationship between the risks of damage depending on the physical forces acting in the case of a specific or statistical collision using dotted areas.
- the graphically presented risk profile also includes the specific risks (3) and (4) associated with a baby seat in that lot of the vehicle, which are marked differently.
- the collision risks can be marked with differently hatched areas, colors, symbols, with a recommended safety distance as shown in the figure.
- the risk profile may also be formulated as a weighting of material and personal risks as a function of the forces in effect or the collision speed.
- the measures for reducing collision risks are determined taking into account at least one risk profile.
- the measures for reducing collision risks are selected, parameterized, synchronized such that the risks (collision sequences and / or their occurrence probabilities) of the possible collision are reduced.
- This can also be designed as optimization, parameterization or synchronization of the measures already taken or to be taken. It is, for example based on the determination of collision risks for several possible processes of an unavoidable collision, a sequence selected, for example, with minimal personal injury and implemented by means of at least semi-automatic control of the chassis of the vehicle.
- the change in the offset or the impact angle in a predicted or imminent collision between the vehicle and object may be limited to 20% of the vehicle width or 20 ° which can already lead to a very significant reduction in the consequences or risks.
- the time of actuation of the measures for reducing the collision sequences for the vehicle and object be chosen optimally.
- the synchronization of the actions on the vehicle and object e.g. depending on the type of collision, is provided.
- the expected temporal function of the force acting on the vehicle, object or its individual areas or collision acceleration for a possible collision can be determined.
- the actuation of the restraint systems e.g. The ignition timing and firing order of individual airbags can be optimized depending on the function of these forces or the acceleration curve.
- the deployment of the airbags while breaking the bridge deck boundary is automatically suppressed so that they can be actuated on the subsequent or expected impact of the vehicle on the ground or on a water surface.
- the initiated measures or actions can be controlled as a function of a weighting of individual collision sequences and their respective occurrence probabilities.
- the total resulting collision sequences can be reduced, in particular minimized.
- Different collision sequences and / or probabilities can also be taken into account according to a predetermined weighting formula.
- the measures for reducing collision risks for example as a flooding and / or displacing a liquid with compressed air from certain bulkheads of the vehicle, for example a ship, can be designed.
- FIG. 2 shows the actuation of the method according to the invention using the example of a motor vehicle (1) and the object (2), likewise a motor vehicle in the case of an unavoidable collision.
- the participating vehicles identify each other using RFID chips by communicating their risk profiles in exchange.
- the vehicle transmits its own risk profile depending on the receipt of the risk profile from the object.
- the current global coordinates and odometrical data of the vehicles are also wireless, e.g. also transmitted in exchange.
- the exchange of risk profiles may also be made via a satellite, television tower or infrastructural facility, e.g. take place at an intersection.
- the collision risks are caused by the vehicle (1), alternatively by the infrastructure device, e.g. by means of a related to the present situation crash simulation determined.
- the parameters (including time parameters) for controlling an automatic intervention in the chassis of the vehicle and in the chassis of the object are determined with which the personal risks can be minimized.
- the latter parameters are transmitted to the object directly or by means of an infrastructure device.
- the braking effect of the object (2) is automatically reduced so that it does not cause a fatal side crash for the driver of the vehicle (1).
- the vehicle (1) is aligned by engaging its steering so that it can absorb the residual energy of the inevitable collision with its crumple zones in the engine compartment.
- the result of the operation of the method is shown in FIG.
- the method also sees a vote of the to be taken
- the application of the method is also advantageous if no specific impending collision between the vehicle and object is pending or expected. For example, Based on the wirelessly transmitted risk profiles of one or more objects, such a determination of an optimized trajectory of the at least one vehicle and / or object can also take place such that the resulting risk is e.g. within a maneuver, within a ride is minimized.
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Abstract
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Priority Applications (2)
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PCT/EP2008/063319 WO2010040376A1 (de) | 2008-10-06 | 2008-10-06 | Verfahren zur minderung von kollisionsrisiken |
DE112008004027T DE112008004027A5 (de) | 2008-10-06 | 2008-10-06 | Verfahren zur Minderung von Kollisionsrisiken |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/EP2008/063319 WO2010040376A1 (de) | 2008-10-06 | 2008-10-06 | Verfahren zur minderung von kollisionsrisiken |
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WO2010040376A1 true WO2010040376A1 (de) | 2010-04-15 |
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PCT/EP2008/063319 WO2010040376A1 (de) | 2008-10-06 | 2008-10-06 | Verfahren zur minderung von kollisionsrisiken |
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DE (1) | DE112008004027A5 (de) |
WO (1) | WO2010040376A1 (de) |
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CN103578295A (zh) * | 2013-11-20 | 2014-02-12 | 东南大学 | 一种快速道路排队尾部追尾事故风险实时预测与预防方法 |
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DE102015218456A1 (de) | 2015-09-25 | 2017-03-30 | Robert Bosch Gmbh | Luftfahrzeug mit einer Kollisionsschutzvorrichtung und Verfahren zum Betrieb eines Luftfahrzeugs mit einer Kollisionsschutzvorrichtung |
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CN112224165A (zh) * | 2019-07-15 | 2021-01-15 | 德国邮政股份公司 | 对无人驾驶交通工具的至少一个冲击垫的触发 |
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DE102020118071A1 (de) | 2020-07-08 | 2022-01-13 | Sphaira Medical GmbH i.G. | Schutzvorrichtung zum Schützen vor Pathogenen und Verfahren |
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CN112224165A (zh) * | 2019-07-15 | 2021-01-15 | 德国邮政股份公司 | 对无人驾驶交通工具的至少一个冲击垫的触发 |
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DE102020118071A1 (de) | 2020-07-08 | 2022-01-13 | Sphaira Medical GmbH i.G. | Schutzvorrichtung zum Schützen vor Pathogenen und Verfahren |
USD995793S1 (en) | 2021-11-27 | 2023-08-15 | Sphaira Medical Gmbh | Trolley for medical care |
USD995792S1 (en) | 2021-11-27 | 2023-08-15 | Sphaira Medical Gmbh | Trolley for medical care |
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