WO2021175515A1 - Fahrerassistenzsystem - Google Patents
Fahrerassistenzsystem Download PDFInfo
- Publication number
- WO2021175515A1 WO2021175515A1 PCT/EP2021/051757 EP2021051757W WO2021175515A1 WO 2021175515 A1 WO2021175515 A1 WO 2021175515A1 EP 2021051757 W EP2021051757 W EP 2021051757W WO 2021175515 A1 WO2021175515 A1 WO 2021175515A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- motor vehicle
- lane
- driver assistance
- maximum
- assistance system
- Prior art date
Links
- 238000000034 method Methods 0.000 claims description 10
- 230000001419 dependent effect Effects 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 102100025674 Angiopoietin-related protein 4 Human genes 0.000 description 1
- 101000693076 Homo sapiens Angiopoietin-related protein 4 Proteins 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005303 weighing Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/10—Path keeping
- B60W30/12—Lane keeping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
- G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
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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
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/403—Image sensing, e.g. optical camera
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/408—Radar; Laser, e.g. lidar
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
- B60W2554/4049—Relationship among other objects, e.g. converging dynamic objects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
Definitions
- the invention relates to a driver assistance system and a method.
- automated driving can be understood to mean driving with automated longitudinal or lateral guidance or autonomous driving with automated longitudinal and lateral guidance.
- automated driving includes automated driving with any degree of automation. Exemplary degrees of automation are assisted, partially automated, highly automated or fully automated driving.
- Degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication “Research compact”, edition 11/2012).
- assisted driving the driver continuously performs the longitudinal or lateral guidance, while the system takes on the other function within certain limits.
- TAF partially automated driving
- the system takes over the longitudinal and lateral guidance for a certain period of time and / or in specific situations, whereby the driver has to constantly monitor the system as with assisted driving.
- FIAF highly automated driving
- the system takes over the longitudinal and lateral guidance for a certain period of time without the driver having to constantly monitor the system; however, the driver must be able to take control of the vehicle within a certain period of time.
- VAF fully automated driving
- the system can automatically cope with driving in all situations for a specific application; a driver is no longer required for this application.
- the above four degrees of automation according to the definition of the BASt correspond to the SAE levels 1 to 4 of the standard SAE J3016 (SAE - Society of Automotive Engineering).
- highly automated driving (HAF) according to BASt corresponds to Level 3 of the SAE J3016 standard.
- SAE J3016 provides SAE level 5 as the highest degree of automation, which is not included in the definition of BASt.
- SAE level 5 corresponds to driverless driving, in which the system can automatically cope with all situations like a human driver during the entire journey; a driver is generally no longer required.
- Driver assistance systems are dependent on recognizing whether an object is in the same lane as a motor vehicle in the direction of travel. In this case, the driver assistance system would react to the object and, for example, warn the driver of the motor vehicle or automatically reduce a danger emanating from the object.
- a known problem is the misallocation of objects to lanes. If, for example, an object is incorrectly assigned to a different lane than the motor vehicle, a dangerous situation can arise. It is the object of the invention to prevent hazards from misallocated objects.
- a first aspect of the invention relates to a driver assistance system for a motor vehicle.
- the driver assistance system is set up to receive or determine maximum assumptions about a course of a lane.
- the lane is in particular a lane, that is, the area that is available to a vehicle for travel in one direction.
- the lane is a one-way lane with several lanes.
- the lane is a lane that comprises several lanes or one-way lanes.
- - especially in the context of a lane change maneuver - the lane is the lane on which the motor vehicle is located and the lane to which the motor vehicle wants to change.
- the maximum assumptions include, in particular, assumptions about a maximum curvature of a lane, a maximum curvature of a lane as a function of the maximum speed allowed in this lane, a maximum change in a curvature of a lane, and / or a maximum change in a curvature of a lane as a function of the speed limit in this lane.
- the driver assistance system is set up to determine a maximum left lane edge and a maximum right lane edge for a lane in which the motor vehicle is located as a function of the maximum assumptions.
- the invention is based on the knowledge that roads and / or lanes are designed taking into account certain maximum assumptions in order to enable safe road traffic on them. Thus, taking these maximum assumptions into account, a “worst case” course of a road or lane to the left and to the right can be determined.
- the maximum left lane edge and the maximum right lane edge can thus be determined independently of the actual course of the road or lane. This is particularly advantageous since a road or lane course determined, for example, by sensors or a map of the surroundings may have been incorrectly determined, for example by faulty sensors (e.g. a camera blinded by the sun) or by an outdated map of the surroundings.
- the driver assistance system is set up to recognize at least one object that is located between the maximum left lane edge and the maximum right lane edge, and the at least one object to be taken into account in driver assistance.
- the driver assistance system is set up to recognize at least one further object that is not located between the maximum left lane edge and the maximum right lane edge, and not to take the at least one further object into account in the driver assistance in order to avoid unnecessary braking.
- the at least one object and the at least one further object are classified objects, for example. Alternatively, it is, for example, an unclassified flinder.
- the driver assistance system is set up to take the at least one object into account in the driver assistance by informing the driver of the motor vehicle about the at least one object and / or adapting the speed of the motor vehicle as a function of the at least one object.
- the driver assistance system is set up to determine a validated horizon in the direction of travel in front of the motor vehicle.
- the validated horizon limits an area in the direction of travel in front of the motor vehicle in which the sensor information and / or map information with high integrity and performance that the
- Driver assistance systems are available, are correct. This can be achieved, for example, by the area up to the validated horizon being recorded and processed by several redundant sensors. Alternatively, map information can also be checked for plausibility with at least one sensor information item.
- the validated horizon generally delimits an area around the motor vehicle that is covered by the sensors of the motor vehicle with high integrity and performance. Depending on the alignment of the sensors on the motor vehicle, this area can also be next to or behind the motor vehicle.
- the driver assistance system is set up to determine the maximum left-hand lane edge and the maximum right-hand lane edge in such a way that these adjoin the validated horizon in the direction of travel.
- the invention is based on the knowledge that the area between the vehicle and the validated horizon is known with a high level of integrity. For this reason, the “worst case” assessment of the lane edges is not necessary in this area.
- the validated horizon is essentially the leading edge of the motor vehicle. This is the case when no area in front of the vehicle can be detected with high integrity.
- the driver assistance system is set up to use sensors to recognize the lane in which the motor vehicle is located for a route in the direction of travel in front of the motor vehicle, and to determine the validated horizon in the direction of travel in front of the motor vehicle in such a way that the validated one is Horizon connects to this route in front of the motor vehicle.
- the driver assistance system is set up to record first sensor information by means of a first camera attached in the direction of travel and / or a laser scanner.
- the driver assistance system is set up to receive a map of the surroundings around the motor vehicle and, by checking the plausibility of the map of the surroundings and the first sensor information information, to recognize the lane in which the motor vehicle is located for a route in the direction of travel in front of the motor vehicle.
- the map of the surroundings can, for example, be stored in the motor vehicle and / or received by a backend external to the vehicle.
- the driver assistance system is set up to record second sensor information by means of a second camera attached essentially orthogonally to the direction of travel and / or a laser scanner, and by plausibility checking of the first sensor information and the second sensor information, the lane in which the motor vehicle is located for a route to be seen in the direction of travel in front of the motor vehicle.
- the driver assistance system is set up to determine the lane in which the motor vehicle is located for a route in the direction of travel by checking the plausibility of the image information from a second camera installed essentially to the left orthogonally to the direction of travel and the image information from a second camera installed essentially to the right orthogonally to the direction of travel before the
- the driver assistance system is set up to record third sensor information by means of a third camera mounted opposite to the direction of travel and / or a laser scanner, and by checking the plausibility of the first Sensor information and the third sensor information to detect the lane in which the motor vehicle is located for a route in the direction of travel in front of the motor vehicle.
- the invention is based on the knowledge that, particularly in the case of large curve radii, a camera mounted counter to the direction of travel can also help to detect a lane in front of the motor vehicle.
- the driver assistance system is set up, the geometry, i.e. in particular the alignment of the motor vehicle in the lane in which the
- Motor vehicle is to determine, and to determine the maximum left lane edge and the maximum right lane edge additionally depending on the orientation of the motor vehicle in the lane in which the motor vehicle is located.
- the invention is based on the knowledge that by taking into account the geometry and, in particular, the alignment of the motor vehicle in the lane, the area between the maximum left lane edge and the maximum right lane edge can be reduced, which leads to a reduction in incorrectly recognized objects.
- the driver assistance system is set up to receive a map of the surroundings around the motor vehicle, to determine whether the at least one object according to the map of the surroundings is in the same lane as the motor vehicle, and the at least one object depending on whether it is on the same lane as the motor vehicle is to be taken into account in the driver assistance.
- the driver assistance system is set up to take into account the at least one object in a first way in the driver assistance, if it is in the same lane as the motor vehicle, and to take into account the at least one object in a second type different from the first type in the driver assistance if it is not in the same lane as the motor vehicle.
- the speed of the motor vehicle can be reduced with a first gradient if the at least one object is in the same lane as the motor vehicle. If that at least one object is not in the same lane as that
- the speed of the motor vehicle can be reduced with a second gradient, wherein the second gradient is less steep than the first gradient.
- the invention is based on the knowledge that the detection of whether the at least one object is in the same lane as the motor vehicle can be faulty. However, this recognition is not always wrong. Practice has shown that this detection is correct even in most cases. In both cases described, the at least one object is located between the maximum left edge of the lane and the maximum right edge of the lane and thus represents a risk of collision in the worst case.
- the risk of collision is higher than in the event that the at least one object is not in the same lane as the motor vehicle.
- the delay for the case that the at least one object is in the same lane as the motor vehicle can be selected such that a collision of the motor vehicle with the at least one object is prevented.
- the delay for the event that the at least one object is not in the same lane as the motor vehicle can be selected in such a way that a collision of the motor vehicle with the at least one object is not prevented, but the effects of a possible collision are prevented limited so that no serious damage occurs.
- the driver assistance system is set up to accept or determine various maximum assumptions about a course of a lane as a function of various degrees of severity of the collision, as a function of these maximum assumptions for each of the
- a maximum left lane edge and a maximum right lane edge for a lane in which the motor vehicle is located to recognize at least one object that is located between these pairs of maximum left lane edges and the maximum right lane edges, and at least that to take an object into account in the driver assistance system depending on the severity of the collision.
- the invention is based on the knowledge that a very severe collision must be prevented with a higher probability than a less severe collision. It therefore makes sense if in a narrow band between the maximum left lane edge and the maximum right lane Lane edge collisions are excluded, and collisions over a certain severity of damage are also excluded in a broader area.
- a second aspect of the invention relates to a method for assisting a driver of a motor vehicle.
- One step of the method is to determine maximum assumptions about the course of a lane.
- a further step of the method is the determination of a maximum left lane edge and a maximum right lane edge for a lane in which the motor vehicle is located, depending on the maximum assumptions.
- a further step of the method is the detection of at least one object that is located between the maximum left lane edge and the maximum right lane edge. If it is unclear whether the at least one object is located between the maximum left lane edge and the maximum right lane edge, for example because it is at least partially covered, it can be assumed to be on the safe side that the at least one object is between the maximum left lane edge and the maximum right lane edge is located and does not move.
- Another step of the method is the consideration of the at least one object in the driver assistance.
- FIG. 1 shows a traffic situation to illustrate the prior art
- FIG. 2 shows a traffic situation to illustrate the invention.
- FIG. 1 shows an exemplary traffic situation to illustrate the prior art.
- Motor vehicle EGO is in a lane.
- a conventional driver assistance system has wrongly determined that the lane describes a right turn with the left edge of the lane RL1 and the right edge of the lane RR1. In fact, however, the lane is a straight line with the left lane edge RL2 and the right lane edge RR2.
- the object 0 In the actual lane, there is an object 0 in the direction of travel in front of the motor vehicle. However, due to the incorrect lane determination by the conventional driver assistance system, the object 0 is not taken into account by the driver assistance system, for example by adjusting the speed of the motor vehicle.
- FIG. 2 shows a traffic situation to illustrate the invention.
- a motor vehicle EGO with a driver assistance system according to the invention can be seen.
- the driver assistance system is set up to receive or determine maximum assumptions about a course of a lane.
- the maximum assumptions include, for example, assumptions about a maximum curvature of a lane, a maximum curvature of a lane as a function of the maximum speed permitted in this lane, a maximum change in a curvature of a lane, and / or a maximum change in a curvature of a lane as a function of the this lane includes the maximum speed allowed.
- the driver assistance system is set up to determine a maximum left lane edge RLmax and a maximum right lane edge RRmax for a lane in which the motor vehicle (EGO) is located as a function of the maximum assumptions.
- the driver assistance system is set up to determine a validated horizon H in the direction of travel in front of the motor vehicle KFZ, and to determine the maximum left lane edge RLmax and the maximum right lane edge RRmax in such a way that these adjoin the validated horizon H in the direction of travel.
- the driver assistance system is set up to use sensors to detect the lane in which the motor vehicle is located for a distance S in the direction of travel in front of the motor vehicle and to determine the validated horizon H in the direction of travel in front of the motor vehicle in such a way that the validated horizon H connects to this route S in front of the motor vehicle KFZ.
- the driver assistance system is set up to record first sensor information by means of a first camera mounted in the direction of travel, to receive a map of the area around the motor vehicle, and by plausibility check of the map of the area and the first sensor information, the lane in which the motor vehicle is located for a distance S in the direction of travel to recognize in front of the motor vehicle.
- the driver assistance system is set up to recognize at least one object 0, which is located between the maximum left lane edge RLmax and the maximum right lane edge RRmax, and to take into account the at least one object 0 in the driver assistance, for example by the driver of the motor vehicle KFZ the at least one object 0 is informed, and / or the speed of the motor vehicle KFZ is adapted as a function of the at least one object 0 by the driver assistance system.
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Multimedia (AREA)
- Theoretical Computer Science (AREA)
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2022550762A JP2023516583A (ja) | 2020-03-03 | 2021-01-26 | ドライバー支援システム |
CN202180017918.5A CN115210775A (zh) | 2020-03-03 | 2021-01-26 | 驾驶员辅助*** |
US17/801,314 US20230106695A1 (en) | 2020-03-03 | 2021-01-26 | Driver Assistance System |
KR1020227026750A KR20220116565A (ko) | 2020-03-03 | 2021-01-26 | 운전자 보조 시스템 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102020105711.3 | 2020-03-03 | ||
DE102020105711.3A DE102020105711A1 (de) | 2020-03-03 | 2020-03-03 | Fahrerassistenzsystem |
Publications (1)
Publication Number | Publication Date |
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WO2021175515A1 true WO2021175515A1 (de) | 2021-09-10 |
Family
ID=74494879
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2021/051757 WO2021175515A1 (de) | 2020-03-03 | 2021-01-26 | Fahrerassistenzsystem |
Country Status (6)
Country | Link |
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US (1) | US20230106695A1 (de) |
JP (1) | JP2023516583A (de) |
KR (1) | KR20220116565A (de) |
CN (1) | CN115210775A (de) |
DE (1) | DE102020105711A1 (de) |
WO (1) | WO2021175515A1 (de) |
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US20120010808A1 (en) * | 2007-09-27 | 2012-01-12 | Hitachi, Ltd. | Driving Support System |
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DE102013012325A1 (de) * | 2013-07-25 | 2015-01-29 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Fahrerassistenzsystem und Betriebsverfahren dafür |
DE102015202099A1 (de) | 2015-02-06 | 2016-08-11 | Bayerische Motoren Werke Aktiengesellschaft | Verarbeiten von Sensordaten für ein Fahrerassistenzsystem |
DE102015209467A1 (de) | 2015-05-22 | 2016-11-24 | Continental Teves Ag & Co. Ohg | Verfahren zur Schätzung von Fahrstreifen |
EP3995782A1 (de) * | 2016-01-05 | 2022-05-11 | Mobileye Vision Technologies Ltd. | Systeme und verfahren zur schätzung zukünftiger pfade |
JP7090597B2 (ja) * | 2016-09-28 | 2022-06-24 | トムトム グローバル コンテント ベスローテン フエンノートシャップ | 位置特定基準データを生成及び使用する方法及びシステム |
GB2559758B (en) * | 2017-02-16 | 2021-10-27 | Jaguar Land Rover Ltd | Apparatus and method for displaying information |
US11358608B2 (en) * | 2017-05-06 | 2022-06-14 | The Texas A&M University System | Method and system for vehicular communication and safety monitoring of driving environment to provide early warnings in real-time |
US11001256B2 (en) * | 2018-09-19 | 2021-05-11 | Zoox, Inc. | Collision prediction and avoidance for vehicles |
DK201970148A1 (en) * | 2018-12-10 | 2020-07-06 | Aptiv Tech Ltd | Motion graph construction and lane level route planning |
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2020
- 2020-03-03 DE DE102020105711.3A patent/DE102020105711A1/de active Pending
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2021
- 2021-01-26 US US17/801,314 patent/US20230106695A1/en active Pending
- 2021-01-26 WO PCT/EP2021/051757 patent/WO2021175515A1/de active Application Filing
- 2021-01-26 JP JP2022550762A patent/JP2023516583A/ja active Pending
- 2021-01-26 KR KR1020227026750A patent/KR20220116565A/ko unknown
- 2021-01-26 CN CN202180017918.5A patent/CN115210775A/zh active Pending
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US6057754A (en) * | 1997-08-11 | 2000-05-02 | Fuji Jukogyo Kabushiki Kaisha | Drive assist system for motor vehicle |
US20120010808A1 (en) * | 2007-09-27 | 2012-01-12 | Hitachi, Ltd. | Driving Support System |
Also Published As
Publication number | Publication date |
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KR20220116565A (ko) | 2022-08-23 |
US20230106695A1 (en) | 2023-04-06 |
JP2023516583A (ja) | 2023-04-20 |
CN115210775A (zh) | 2022-10-18 |
DE102020105711A1 (de) | 2021-09-09 |
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