DE102017210719A1 - SYSTEM AND METHOD FOR PREVENTING COLLISION WITH A VRU - Google Patents

Abstract

A method and system for preventing a collision of a vehicle with a VRU are provided. The method includes receiving data from a VRU device that includes a speed, position, and heading of a VRU. An unprotected area of the VRU is then calculated based on the data and data received from the VRU device indicating a speed, position, and heading of a vehicle. Intersections between the unprotected area and a planned vehicle path as well as a time until a collision based on the intersection points are calculated. A warning message is issued to a driver based on the time to a collision to provide a recommended driving maneuver to avoid the collision.

Description

BACKGROUND

Technical area

The present disclosure relates to a system and method for determining whether an unprotected road user (VRU) will be within a planned travel path of a vehicle, and more particularly to a system and method for more accurately preventing a collision between a vehicle and the vehicle VRU by determining a vulnerability area of the VRU and an overlap with a planned path of the vehicle.

Background of the invention

Based on recent research conducted by the National Highway Traffic Safety Administration (NHTSA), many thousands of injuries to unprotected road users result from vehicle collisions. For example, vehicle collisions have resulted in a large number of deaths and injuries to pedestrians, cyclists, road workers, etc., all of whom are considered VRUs. 1 illustrates various situations that cause injury to a pedestrian by a vehicle. For example, contains 1 Situations that include vertical courses (eg, the pedestrian's course crosses the course of the vehicle), same courses and a sudden turn with the vehicle etc. These examples are based on ongoing research conducted by the NHTSA.

As a result, wireless technology is being continually improved to enable communication between vehicles and surrounding infrastructures and to reduce these types of injuries. This type of communication transmits basic safety information between vehicles to provide warning messages to drivers about impending collisions. Vehicle-to-vehicle communications (V2V communications) involve dynamic wireless exchange of data between nearby vehicles, thus significantly improving driving safety. The V2V communication uses on-board dedicated short-range communication (DSRC) systems to transmit messages relating to vehicle speed, heading, position, route, and the like to other vehicles and similar messages of receiving vehicles in the area. These messages, known as Basic Safety Messages (BSM), can be derived using non-vehicle based technologies, such as Global Positioning Systems (GPS), to detect vehicle position and vehicle speed, or, using vehicle-based sensor data, to derive the data derived from a vehicle on-board computer system of the vehicle.

Further, research is being conducted to apply such V2V communication technology to vehicle-to-pedestrian communication using portable devices. Such communication allows both a pedestrian and a vehicle to receive messages regarding a planned vehicle path to avoid potential collisions along the way. Development is, however, still in progress for improving the accuracy of such communication, improving the accuracy of collision prediction and also extending beyond pedestrians and involving all unprotected road users (eg, VRUs moving at other speeds), and consequently overall traffic safety continue to improve.

The above information disclosed in this section is merely for enhancement of understanding of the background of the disclosure and therefore may include information that does not form the prior art that is already known to one of ordinary skill in the art in this country.

SUMMARY

The present disclosure relates to a system and method for preventing a collision of a vehicle with a VRU by more accurately determining an unprotected area of the VRU and overlapping a scheduled travel of the vehicle.

In one aspect of the disclosure, a method for preventing a collision of a vehicle with a VRU may include receiving data (eg, via DSRC) from a VRU device that includes a speed, position, and heading of the VRU and calculating an unprotected area of the VRU based on the data received from the VRU device and data indicating a speed, position, and heading of the vehicle. Intersections between the unprotected area and a planned vehicle path can be calculated, and a time to collision can be calculated based on the intersections. Further, a warning message may be issued to a driver based on the time to a collision.

According to another exemplary embodiment of the present disclosure, the method may further include determining whether the VRU and the vehicle are within a same elevation threshold using the VRU and vehicle data. Then, in response to determining that the VRU and the vehicle are within the same altitude threshold, it may be detected whether there is a heading difference between the VRU and the vehicle. The intersections may be calculated in response to detecting the heading difference to determine at which points potential collisions might occur.

In addition, the acquisition of the heading difference may include calculating a difference between the heading of the VRU and the heading of the vehicle and comparing the calculated difference with a maximum heading difference (eg, a heading threshold) to determine if the VRU is within the planned vehicle heading located. The position of the VRU and the position of the vehicle may be determined based on coordinates received from a GPS. The price of the VRU can be determined based on a last position and a current position of the VRU. In addition, the unprotected area of the VRU may be calculated using a VRU top speed and a VRU response time, and the vehicle's planned travel may be calculated using a yaw rate and vehicle speed.

Further, calculating the time to a collision may include calculating a time to collision of the VRU with the planned vehicle path and calculating a time to collision of the vehicle with the unprotected area. The method may also include comparing the time to a collision of the VRU with the planned vehicle path and the time to collision of the vehicle with the unprotected area and issuing a warning message to the driver when the time to collision of the VRU with the planned vehicle path within the time to a collision of the vehicle with the unprotected area. The issuance of the warning message to the driver may include a recommended driving maneuver to avoid the potential collision, and be in the form of a sound, a haptic seat, or a haptic steering, a picture, or the like.

In another aspect of the present disclosure, a system for preventing a collision of a vehicle with a VRU may include a processor and memory configured to store a process executable by the processor. The process, when executed by the processor, may be to receive data from a VRU device that includes a speed, position, and heading of the VRU and calculate an unprotected area of the VRU based on the data received from the VRU device and data indicative of a speed, position, and heading of the vehicle to be practicable. In addition, the process of calculating intersections between the unprotected area and a planned vehicle path, calculating a time to collision based on the intersections, and outputting a warning message to a driver based on the time to collision may be practicable.

Other aspects of the disclosure are discussed below.

list of figures

• 1 beispielhafte Kollisionsszenarien nach der verwandten Technik veranschaulicht;
• 2 ein System zum Verhindern einer Kollision eines Fahrzeugs mit einem ungeschützten Verkehrsteilnehmer (VRU) nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht;
• 3 die Bestimmung einer VRU-Position in Bezug auf ein Fahrzeug nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht;
• die 4A-4B die Bestimmung von zwei Berührungspunkten, um die VRU-Position in Bezug auf das Fahrzeug zu bestimmen, nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulichen; und
• 5 ein Ablaufplan ist, der ein Verfahren zum Verhindern einer Kollision eines Fahrzeugs mit einem VRU nach einer beispielhaften Ausführungsform der vorliegenden Offenbarung veranschaulicht.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which:

• 1 Illustrates exemplary collision scenarios of the related art;
• 2 a system for preventing collision of a vehicle with an unprotected road user (VRU) according to an exemplary embodiment of the present disclosure;
• 3 illustrates the determination of a VRU position with respect to a vehicle according to an exemplary embodiment of the present disclosure;
• the 4A-4B determining the determination of two touch points to determine the VRU position with respect to the vehicle, according to an exemplary embodiment of the present disclosure; and
• 5 FIG. 10 is a flowchart illustrating a method of preventing a collision of a vehicle with a VRU according to an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION

It will be understood that the term "vehicle" or "other vehicle" or similar term used herein includes motor vehicles in general, such as passenger cars containing off-road vehicles (SUVs), buses, trucks, various company cars, watercraft , containing a variety of boats and vessels, aircraft and the like, and includes hybrid vehicles, electric vehicles, combustion, plug-in hybrid electric vehicles, hydrogen-powered vehicles and vehicles with other alternative fuels (eg, fuels derived from raw materials other than petroleum).

While one exemplary embodiment is described using a plurality of units to perform the example process, it will be understood that the example processes may be performed by one module or a plurality of modules. In addition, it will be understood that the term controller refers to a hardware device that includes a memory and a processor. The memory is provided for storing the modules, and the processor is particularly intended for executing the modules for performing one or more processes which will be described below.

Furthermore, the control logic of the present disclosure may be executed as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, a controller / controller, or the like. Examples of computer readable media include, but are not limited to, read only memory (ROM), random access memory (RAM), compact disc read only memory (CD-ROM), magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable recording medium may also be distributed in network coupled computer systems so that the computer readable medium is stored and executed in a distributed fashion, e.g. through a telematics server or a Controller Area Network (CAN).

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the disclosure. As used herein, the singular forms "a / a" and "the" should also include the plural forms, unless the context clearly indicates otherwise. It will also be understood that the terms "pointing to" and / or "having" when used in this specification specify the presence of said features, integers, steps, operations, elements, and / or components, but not the presence or exclude the addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

Unless specifically stated or obvious from context, the term "about" as used herein is to be understood as within a range of normal tolerance in the art, for example, within 2 standard deviations of the mean. "Ca" may be considered within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0, 05% or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term "about."

The present disclosure provides a system and method that may be used to determine nearest points that an unprotected road user (VRU) could reach on a calculated planned path of a vehicle (eg, a particular area in which the vehicle is being driven and a future area ) are capable. The method and system are also capable of calculating a time interval that requires a VRU within an unprotected area to reach those closest points that contain points beyond the VRU's intended path. Further, the method and system for calculating a time when the vehicle will reach an overlap area based on a current vehicle state and comparing the time with a calculated time when the VRU will reach the overlap area. Consequently, the provided system and method for preventing the occurrence of a collision between a vehicle and a VRU (eg, a pedestrian, an obstacle, or the like) are capable despite an existing collision risk.

2 FIG. 12 illustrates an example architecture for vehicle-to-VRU communication between a vehicle and a VRU device according to an exemplary embodiment of the present disclosure. As in 2 shown, can be a vehicle control 105 a moving vehicle with a VRU device 110 a VRU communicate to news 115 (eg, BSMs) from the VRU that is near the vehicle. In particular, the vehicle and the VRU device may 110 each with a DSRC antenna for wireless transmission and reception of messages 115 and thus form the wireless communication network between the vehicle and the VRU. The messages may be transmitted periodically (eg every 100 ms) to continuously receive data regarding the VRU. In addition, the news 115 Various informational data (eg a position, a speed, a course, a route, etc. of the VRU) and included in the news 115 The information contained may be received by a global navigation satellite system (GNSS) 120. For example, the GNSS 120 Collect data and the data can then be transferred in the messages 115 be reproduced. In other words, those over the GNSS 120 received data for indicating the coordinates of the VRU in the message 115 be used.

Furthermore, the vehicle control 105 for receiving similar data regarding the traveling vehicle itself from the communication bus 125 of the vehicle, which may contain various components, such as a Global Positioning System (GPS). 125a , a controller area network bus (CAN bus) 125b and vehicle sensors 125c , The GPS 125a is used to receive data from GPS satellites. Thus, information such as vehicle speed, heading, position, and the like, can be represented by data generated by the GPS 125a be received. The data from the GPS 125a can also be used to specify the coordinates of the vehicle. The communication between the VRU and the vehicle may be used to prevent a collision therebetween. In other words, the information may be used in various calculations, which are discussed hereinafter, to determine if the VRU will be within a planned path of the vehicle. If it is determined that the VRU is within the planned path, a warning message may be issued to the driver. The warning message can be given by the vehicle control 105 on a display device 130 be spent within the vehicle. The warning message will be described in more detail hereinafter.

Once the message 115 from the VRU device 110 through the vehicle control 105 In addition, the position of the VRU with respect to the position of the vehicle can be determined. First, the VRU's Earth Centered Earth Fixed (ECEF) coordinates can be converted to East North Up coordinates (Xenu, Yenu).

$$\begin{array}{c}{Y}_{ENU}=-\left(X_{VRU}-X_{HV}\right)\text{sin}LA{T}_{HV}\text{cos}LON{G}_{HV}-\left(Y_{VRU}-Y_{HV}\right)\text{sin}LA{T}_{HV}\text{sin}Lon{g}_{HV}\\ +\left(Z_{VRU}-Z_{HV}\right)\text{cos}LA{T}_{HV}\end{array}$$

, wobei (X_HV, Y_HV, Z_HV) die ECEF-Koordinaten des Fahrzeugs, (X_VRU, Y_VRU, Z_VRU) die ECEF-Koordinaten des VRU (z.B. Fußgänger, Radfahrer) und (LAT_Hv, LONG_HV) die Breitengrad- und Längengrad-Koordinaten des Fahrzeugs sind.The coordinates are in 3 expressed that the vehicle 200 relative to the VRU 205 shows. In particular, the coordinates can be converted as shown below. $$X_{eNU}=-\left(X_{VRU}-X_{HV}\right)\text{sin}LON{G}_{HV}+\left(Y_{VRU}-Y_{HV}\right)\text{cos}LON{G}_{HV}$$

$$\begin{array}{c}{Y}_{eNU}=-\left(X_{VRU}-X_{HV}\right)\text{sin}LA{T}_{HV}\text{cos}LON{G}_{HV}-\left(Y_{VRU}-Y_{HV}\right)\text{sin}LA{T}_{HV}\text{sin}LOn{G}_{HV}\\ +\left(Z_{VRU}-Z_{HV}\right)\text{cos}LA{T}_{HV}\end{array}$$

where (X _HV , Y _HV , Z _HV ) are the ECEF coordinates of the vehicle, (X _VRU , Y _VRU , Z _VRU ) the ECEF coordinates of the VRU (eg pedestrian, cyclist) and (LAT _Hv , LONG _HV ) the Latitude and longitude coordinates of the vehicle.

Once the coordinates have been converted, a difference between the VRU altitude and the vehicle altitude may be compared to a predetermined altitude threshold (eg, a maximum altitude difference). The information regarding the VRU altitude can be found in the received messages 115 contain and the vehicle height can be using the vehicle communication bus 125 be derived. If the altitude difference is less than the altitude threshold, a course difference may be calculated to determine if the VRU is within the planned path of the vehicle. In particular, using a current position and a last position of the VRU, the heading of the VRU can be calculated using the following equation: $$\begin{array}{cc}m=\frac{Y_{VR{U}_n}-Y_{VR{U}_{n-1}}}{X_{VR{U}_n}-X_{VR{U}_{n-1}}}& H_{VRU}={\text{tan}}^{-1}\frac{1}{m}\end{array},$$

The course of the vehicle _HV can be made using the vehicle communication bus 125 received information is determined. The course of the vehicle is also in the graph of 3 shown. Based on the heading of the vehicle, a maximum course difference ΔH _max and a minimum course difference ΔH _{min may be set} as a hazard area. In other words, the difference between the VRU heading and the vehicle heading may be compared to a heading threshold (eg, the maximum and minimum heading differences). If the difference between the VRU heading and the vehicle heading is greater than the maximum heading difference and less than the minimum heading difference, then it may be determined that the VRU is not in the intended path of the vehicle (eg, beyond the hazard zone) , However, if the course difference is equal to or greater than the minimum course difference and equal to or greater than the maximum course difference (for example, ΔH _{min ≦} | h _VRU -h _HV | _≦ ΔH _max ), an unprotected area of the VRU may be calculated, as in FIG 3 shown and described hereinafter.

$$X_r=\left|\frac{r}{\sqrt{1+ta{n}^2{h}_{HV}}}\right|$$

$$Y_r={\left|\frac{r\text{tan}{h}_{HV}}{\sqrt{1+ta{n}^2{h}_{HV}}}\right|}_{.}$$

Furthermore, in order to prevent the collision between the vehicle and the VRU, the planned route of the vehicle mentioned above must be determined. 3 illustrates the vehicle 200 and the planned path using the coordinates for the center of curvature. In other words, the center of curvature is the center of the curvature of the planned path of the vehicle 200 , In particular, the radius of curvature (r) may be calculated using the yaw rate of the vehicle (ω _HV ) and the vehicle speed (V _HV ) as shown below by the vehicle controller 105 from the vehicle communication bus 125 be received. The center of the curvature (X _r , Y _r can be calculated using the following equation: $$r=\frac{V_{HV}}{{\omega }_{HV}}$$

$$X_r=\left|\frac{\mathrm{<figure-callout\; id="1"\; label="r"\; filenames="DE102017210719A1\_0027.png"\; state="\{\{state\}\}">r</figure-callout>}}{\sqrt{1+ta{n}^2{H}_{HV}}}\right|$$

$$Y_r={\left|\frac{r\text{tan}{\mathrm{<figure-callout\; id="1"\; label="H\; H\; V"\; filenames="DE102017210719A1\_0027.png"\; state="\{\{state\}\}">H\; </figure-callout>}}_{HV}}{\sqrt{1+ta{n}^2{H}_{HV}}}\right|}_{,}$$

, wobei v_Pmax die Höchstgeschwindigkeit des VRU und t_Pdr die Reaktionszeit des VRU ist. Die Geschwindigkeit des VRU kann basierend auf einer Art des VRU variieren. Beispielsweise kann die Geschwindigkeit geringer sein, wenn der VRU ein Fußgänger ist, und höher sein, wenn der VRU ein Radfahrer ist.As discussed above, an unprotected area of the VRU may also be calculated once it is determined that the VRU is within the path of the vehicle. The unprotected area may represent a circle around the VRU. Such an area may be determined so as to expand the possible areas in which the VRU may be located and increase the accuracy of determining a potential collision between the vehicle and the VRU. In other words, the area around the VRU gives a position of the greatest likelihood of the VRU at any time based on a last received message 115 from the VRU device 110 at. The radius (R) of the unprotected area can first be calculated using the following equation: $$R=v_{Pmax}\times t_{Pdr}$$

where v _{Pmax is} the _VRU 's maximum speed and t _{Pdr is VRU} 's response time. The speed of the VRU may vary based on a type of VRU. For example, the speed may be lower when the VRU is a pedestrian and higher when the VRU is a cyclist.

Using the calculated radius (R), the circle can then be calculated using the following equation and as in 4A be determined. $${\left(X-X_{VR{U}_{eNU}}\right)}^2+{\left(Y-Y_{VR{U}_{eNU}}\right)}^2=R^2$$

$$Y_M=Y_r+\frac{1}{2}\left(Y_{VR{U}_{ENU}}-Y_r\right).$$

Further, using the center of the curvature and the particular unprotected area, two touch points can be determined, thus calculating the edges of the unprotected area used to determine an intersection point between the VRU 205 and the vehicle 200 can be used. To determine the points of contact, a midpoint (M) may be determined as in 4B shown that is a point of the center of the curvature with the center of the circle around the VRU 205 connects around. The coordinates of the center point (M) can be determined as follows: $$X_M=X_r+\frac{1}{2}\left(X_{VR{U}_{eNU}}-X_r\right)$$

$$Y_M=Y_r+\frac{1}{2}\left(Y_{VR{U}_{eNU}}-Y_r\right),$$

As well as in 4B As shown, once the coordinates of the midpoint (X _M , Y _M ) are determined, a radius of a circle around the midpoint (M) may be determined as follows: $$r_M=\sqrt{{\left(X_M-X_r\right)}^2+{\left(Y_M-Y_r\right)}^2},$$

$$\begin{array}{cc}{Y}_{VR{U}_i}=Y_r+\frac{\left|r\right|}{D_{r,t_i}}\left(Y_{t_i}-Y_r\right)& {}_{\text{i}=\mathrm{1,2}}\end{array}$$

$$D_{r,t_i}=\sqrt{{\left(X_{t_i}-X_r\right)}^2+{\left(Y_{t_i}-Y_r\right)}^2}$$

, wobei (X_r, Y_r) die Mitte der Krümmung ist, (X_ti, Y_ti) die Koordinaten der Berührungspunkte sind und (X_VRUi, Y_VRUi) der Schnittpunkt der Tangenten mit dem geplanten Weg des Fahrzeugs ist.After determining the radius of the midpoint circle, the circle itself can be determined as in 4B shown. The points at which the center circle and the unprotected area (eg, the VRU circle) intersect are considered as the touch points (X _ti , Y _ti ). In other words, these points indicate potential collision points between the VRU and the vehicle. Consequently, an overlap with the planned path of the vehicle 200 can be calculated using the vertical lines between the two points of contact and the center of curvature. In particular, the intersection points can be determined as follows: $$X_{VR{U}_i}=X_r+\frac{\left|r\right|}{D_{r.t_i}}\left(X_{t_i}-X_r\right)$$

$$\begin{array}{cc}{Y}_{VR{U}_i}=Y_r+\frac{\left|r\right|}{D_{r.t_i}}\left(Y_{t_i}-Y_r\right)& {}_{\text{i}=1.2}\end{array}$$

$$D_{r.t_i}=\sqrt{{\left(X_{t_i}-X_r\right)}^2+{\left(Y_{t_i}-Y_r\right)}^2}$$

where (X _r , Y _r ) is the center of the curvature, (X _ti , Y _ti ) are the coordinates of the points of contact and (X _VRUi , Y _VRUi ) is the intersection of the tangents with the planned path of the vehicle.

$$Y_{VR{U}_0}=Y_r+\frac{\left|R\right|}{D_{r,VRU}}\left(Y_{VR{U}_{ENU}}-Y_r\right)$$

, wobei $D_{r,VRU}=\sqrt{{\left(X_{VR{U}_{ENU}}-X_r\right)}^2+{\left(Y_{VR{U}_{ENU}}-Y_r\right)}^2}$

ist.The above calculation determines the intersection points on the planned vehicle path based on the touch points. Consequently, these points may be considered as thresholds or as a range of potential overlaps along the planned path. The calculation of an unprotected area thus enables the determination of a wide possible collision area, thus improving the avoidance of the collision, as the possible VRU locations are increased. In addition, the overlap between the actual location of the VRU 205 and the planned path of the vehicle 200 be determined. In particular, an intersection of the vertical line between the VRU location and the center of the curve can be calculated as follows: $$X_{VR{U}_0}=X_r+\frac{\left|R\right|}{D_{r.VRU}}\left(X_{VR{U}_{eNU}}-X_r\right)$$

$$Y_{VR{U}_0}=Y_r+\frac{\left|R\right|}{D_{r.VRU}}\left(Y_{VR{U}_{eNU}}-Y_r\right)$$

, in which $D_{r.VRU}=\sqrt{{\left(X_{VR{U}_{eNU}}-X_r\right)}^2+{\left(Y_{VR{U}_{eNU}}-Y_r\right)}^2}$

is.

Once the intersection points have been calculated, a potential time of reaching such points is taken into account. In particular, the above determinations may be used to determine both the time to collision of the vehicle with the intersections between the touch points and the planned vehicle path (TTC ₁ and TTC ₂ ) and the time to collision of the VRU with the intersection between the VRU location and the center of curvature (TTC _VRU ) to calculate.

First, the vehicle control 105 configured to determine a particular lane on which the vehicle is driven. A distance between the nearest point on the unprotected area (eg the circle around the VRU) and a lane on which the vehicle is parked 200 can then be calculated using the following equation: $$d=\sqrt{{\left(X_{VR{U}_0}-X_{VR{U}_{eNU}}\right)}^2+{\left(Y_{VR{U}_0}-Y_{VR{U}_{eNU}}\right)}^2}-\frac{FaHrspurbreite}{2}-R$$

$$Trennungsabs\text{ tan }{d}_2=\left|2r\right|{\text{sin}}^{-1}\frac{\sqrt{{\left(X_{VR{U}_2}\right)}^2+{\left(Y_{VR{U}_2}\right)}^2}}{\left|2r\right|}$$

Next, a distance between the location of the vehicle and each intersection between the touch points and the planned path of the vehicle (eg, (X _VRU1 , Y _VRU1 ) and (X _VRU2 , Y _VRU2 )) may be calculated using the following equations: $$TrennunGsabs\text{<figure-callout id="1" label="tan d" filenames="DE102017210719A1\_0027.png" state="{{state}}">tan </figure-callout>}{d}_{}{}_1=\left|2r\right|{\text{sin}}^{-1}\frac{\sqrt{{\left(X_{VR{U}_1}\right)}^2+{\left(Y_{VR{U}_1}\right)}^2}}{\left|2r\right|}$$

$$TrennunGsabs\text{tan}{d}_2=\left|2r\right|{\text{sin}}^{-1}\frac{\sqrt{{\left(X_{VR{U}_2}\right)}^2+{\left(Y_{VR{U}_2}\right)}^2}}{\left|2r\right|}$$

$$TT{C}_2=\frac{Trennungsabs\text{ tan }{d}_2}{Fahrzeu{g}_{Geschwindigkeit}}$$

, wobei die Fahrzeuggeschwindigkeit durch verschiedene Sensoren 125c gemessen werden kann, die innerhalb des Fahrzeugs montiert sind. Beispielsweise kann ein Geschwindigkeitssensor zum Übertragen der Fahrzeuggeschwindigkeit zu der Fahrzeugsteuerung 105 konfiguriert sein.The time required for the vehicle to reach the intersections on the planned route based on the touch points ((X _Pd1 , Y _Pd1 ) and (X _Pd2 , Y _Pd2 )) may then be calculated as follows: $$\mathrm{<figure-callout\; id="1"\; label="T\; T\; C"\; filenames="DE102017210719A1\_0027.png"\; state="\{\{state\}\}">T\; </figure-callout>}T{C}_{}{}_1=\frac{TrennunGsabs\text{tan}{d}_1}{FaHrzeu{G}_{GescHwindiGkeit}}$$

$$TT{C}_2=\frac{TrennunGsabs\text{tan}{d}_2}{FaHrzeu{G}_{GescHwindiGkeit}}$$

where the vehicle speed through different sensors 125c can be measured, which are mounted inside the vehicle. For example, a speed sensor for transmitting the vehicle speed to the vehicle controller 105 be configured.

In addition, the possible time at which the VRU can reach the intersection between the VRU location and the center of curvature (X _VRU0 , Y _VRU0 ) can be calculated as follows: $$TT{C}_{VRU}=\frac{d+2kR}{VR{U}_{GescHwindiGkeit}}\mathrm{,\; 0}\le \mathrm{<figure-callout\; id="1"\; label="k\; \le "\; filenames="DE102017210719A1\_0027.png"\; state="\{\{state\}\}">k\; </figure-callout>}\le 1$$

The use of an unprotected area of the VRU as opposed to just one position offset or location of a VRU allows the calculation of possible times up to a collision for all random values of the VRU position distribution within the unprotected area. Consequently, the accuracy of providing a driver with a warning of a potential collision is significantly increased.

For example, the driver of the vehicle may be alerted when it is determined using the above calculations that the VRU may be along the planned path of the vehicle. In particular, a warning message may be issued if for any value of k TTC ₁ ≤ TTC _VRU ≤ TTC ₂ . When the vehicle control 105 determines that the above ratio is met, a warning message on the display device 130 (For example, a device group, a visual field display device, etc.) mounted inside the vehicle are outputted. The alert message may be in the form of various outputs such as tone, haptic seat or haptic steering, images, etc. The alert may also be a particular maneuver to provide the driver with a recommendation that avoids the potential collision. For example, a recommendation regarding a steering instruction or a deceleration instruction may be issued.

According to another aspect of the present disclosure 5 12 is a flowchart illustrating a method of preventing a collision of a vehicle with a VRU according to an exemplary embodiment of the present disclosure. The method to be described hereinafter may be performed by the vehicle controller 105 running inside the vehicle 200 is mounted.

In particular, the vehicle control 105 for receiving messages from a VRU device (S600) via DSRC, thus information from the messages, the position, the speed, the heading of the VRU 205 included, extract (S605), be configured. Next, the vehicle control 105 for receiving the position, the speed and the course of the vehicle 200 from the vehicle communication bus 125 (S610). The received data regarding both the VRU and the vehicle may be provided in ECEF coordinates. Consequently, the vehicle control 105 to convert the ECEF coordinates into ENU coordinates (S615). In order then to determine the position of the VRU with respect to the position of the vehicle, the vehicle control can 105 be configured to determine if the VRU and the vehicle are within the same altitude threshold (S620). In other words, a difference between the VRU altitude and the vehicle altitude may be compared to a maximum altitude difference (eg, altitude threshold). If the height difference is equal to or greater than the maximum height difference, the process may return to S600 and vehicle control 105 can continue the news 115 from the VRU device 110 to recieve.

If the height difference is less than the maximum height difference, the vehicle control may 105 on the other hand, to determine whether a heading difference between the VRU and the vehicle is within a heading threshold (S625). In particular, a price difference between the price of the VRU and the price of the vehicle can be compared with a maximum price difference and a minimum price difference. If the calculated course difference is greater than the maximum course difference and less than the minimum course difference, the vehicle controller may 105 configured to determine that the VRU is not within the path of the vehicle. In other words, it is determined that the VRU is beyond the planned path of the vehicle, and hence no warning message is issued to the driver, and the process may return to S600.

However, if the calculated heading difference is equal to or greater than the minimum heading difference and less than or equal to the maximum heading difference, the vehicle controller may 105 be configured to calculate an unprotected area of the VRU (S630). The unprotected area of the VRU may be calculated as described hereinabove. Once the unprotected area of the VRU has been calculated, the vehicle control can 105 further configured to calculate possible overlaps of the unprotected area and a planned path of the vehicle (S635). The calculations of such overlaps are similar to those described hereinabove.

Furthermore, the vehicle control 105 using the calculated overlaps to determine the time to collision of the VRU with the planned vehicle _path (TTC _VRU ) and the time to collision of the vehicle with the unprotected area of the VRU (TTC ₁ and TTC ₂ ) ( S640). Based on the calculated possible collision times, the vehicle control 105 be configured to compare the collision times (S645) to determine whether to issue a warning message to the driver. If it is calculated that the time is up to a collision of the VRU with the planned vehicle path between the times of a collision of the vehicle with the points of the unprotected area (eg TTC ₁ ≤ TTC _VRU ≤ TTC ₂ ), the vehicle control 105 in particular, configured to generate a warning message to the driver of the vehicle (S650). However, if the calculated time is not within this particular range, the process may return to S600. Consequently, the driver of the vehicle can be warned in advance of a potential collision with a pedestrian, cyclist or other vulnerable road users in order to avoid the collision. As a result, driving safety is greatly improved and the number of injuries caused by collisions of a vehicle with a VRU is reduced.

As described above, the method and system for preventing a collision are capable of providing the following advantages. First, by calculating an unprotected area of the VRU, it is more accurately determined if a VRU will cross a planned vehicle path. Second, the driver is provided with a recommended vehicle maneuver to avoid a collision with a VRU based on determining an overlap between the planned vehicle path and the unprotected area of the VRU. Consequently, driving safety is greatly improved by preventing a potential collision with VRUs such as pedestrians, cyclists, etc. without requiring additional sensors or hardware, thus preventing an increase in the overall cost.

While the above disclosure has been described above by specific contents, such as concrete components and the like, exemplary embodiments and drawings, the same are merely provided to assist in fully understanding the present disclosure. Therefore, the present disclosure is not limited to the exemplary embodiment. Various modifications and changes may be made to this description by one of skill in the art to which the disclosure belongs. Therefore, the spirit of the present disclosure should not be limited to the above-described exemplary embodiments, and the following claims, as well as any technical concepts that are modified in the same or equivalent terms should be interpreted to be within the scope and spirit of the disclosure ,

Claims (20)

A method of preventing a collision of a vehicle with an unprotected road user (VRU), comprising: Receiving data from a VRU device including a speed, position, and heading of a VRU at a controller of a vehicle; Calculating, by the controller, an unprotected area of the VRU based on the data received from the VRU device and data indicating a speed, position, and heading of the vehicle; Calculating intersections between the unprotected area and the planned vehicle path by the controller; Calculating a time to collision based on the intersections by the controller; and Issuing a warning message to a driver based on the time until a collision by the controller. Method according to Claim 1 , further comprising: determining by the controller whether the VRU and the vehicle are within the same altitude threshold using the VRU data and vehicle data; Detecting, by the controller, whether there is a heading difference between the VRU and the vehicle in response to determining that the VRU and the vehicle are within the same altitude threshold; and calculating the intersections in response to the controller detecting the heading difference. Method according to Claim 2 wherein the detection of the heading difference includes: calculating by the controller a difference between the heading of the VRU and the heading of the vehicle; and Comparing the calculated difference with a heading threshold by the controller to determine if the VRU is within the planned vehicle path. Method according to Claim 1 wherein the position of the VRU and the position of the vehicle are determined based on coordinates received from a global positioning system (GPS). Method according to Claim 2 , where the price of the VRU is determined based on a last position and a current position of the VRU. Method according to Claim 2 wherein the unprotected area of the VRU is calculated using a maximum VRU speed and a VRU response time. Method according to Claim 1 wherein the planned path of the vehicle is calculated using a yaw rate and a speed of the vehicle. Method according to Claim 7 wherein the calculation of the time to a collision includes: calculating by the controller a time to collision of the VRU with the planned vehicle path; and calculating a time until the collision of the vehicle with the unprotected area by the controller. Method according to Claim 8 , further comprising: comparing the time to a collision of the VRU with the planned vehicle path and the time to a collision of the vehicle with the unprotected area by the controller; and outputting the warning message to the driver by the controller when the time to collision of the VRU with the planned vehicle path is within the time to collision of the vehicle with the unprotected area. Method according to Claim 9 wherein the issuing of the warning message to the driver includes a recommended driving maneuver to avoid the collision, and is in the form of any element selected from the group consisting of: a sound, a haptic seat or a haptic steering and images , Method according to Claim 1 wherein the information received from the VRU is received via a dedicated short-range communication. A system for preventing a collision of a vehicle with an unprotected road user (VRU), comprising: a processor; a memory configured to store a process executable by the processor, the process being practicable when executed by the processor: Receiving data from a VRU device that includes a speed, position, and heading of a VRU; Calculating an unprotected area of the VRU based on the data received from the VRU device and data indicating a speed, position, and heading of a vehicle; Calculating intersections between the unprotected area and a planned vehicle path; Calculating a time to collision based on the intersections; and Issuing a warning message to a driver based on the time to a collision. System after Claim 12 wherein the process, when executed by the processor, is further operable to: determine whether the VRU and the vehicle are within an equal altitude threshold using the VRU data and the vehicle data; Detecting whether there is a heading difference between the VRU and the vehicle in response to determining that the VRU and the vehicle are within the same altitude threshold; and calculating the intersections in terms of detecting the course difference. Method according to Claim 13 wherein the process of detecting the heading difference, when executed by the processor, is further operable to: calculate a difference between the heading of the VRU and the heading of the vehicle; and Comparing the calculated difference with a heading threshold to determine if the VRU is within the planned vehicle path. System after Claim 12 wherein the position of the VRU and the position of the vehicle are determined based on coordinates received from a global positioning system (GPS). System after Claim 13 wherein the unprotected area of the VRU is calculated using a maximum VRU speed and a VRU response time. System after Claim 12 wherein the planned path of the vehicle is calculated using a yaw rate and a speed of the vehicle. System after Claim 17 wherein the process of calculating the time to collision, when executed by the processor, is further operable to: calculate a time to collision of the VRU with the planned vehicle path; and calculating a time until a collision of the vehicle with the unprotected area. System after Claim 18 wherein the process, when executed by the processor, is further operable to: compare the time to a collision of the VRU with the planned vehicle path and the time to collision of the vehicle with the unprotected area; and outputting the warning message to the driver when the time to collision of the VRU with the planned vehicle path is within the time to collision of the vehicle with the unprotected area. A non-transitory computer-readable medium containing program instructions executed by a controller for preventing a collision of a vehicle with an unprotected road user (VRU), the computer-readable medium comprising: Receiving data from a VRU device that includes a speed, position, and heading of a VRU; Calculating an unprotected area of the VRU based on the data received from the VRU device and data indicating a speed, position, and heading of a vehicle; Calculating an intersection between the unprotected area and a planned vehicle path; Calculating a time to collision based on the intersection; and Issuing a warning message to a driver based on the time to a collision.

Images