EP2082388A1 - Method and apparatus for identifying concealed objects in road traffic - Google Patents
Method and apparatus for identifying concealed objects in road trafficInfo
- Publication number
- EP2082388A1 EP2082388A1 EP07821156A EP07821156A EP2082388A1 EP 2082388 A1 EP2082388 A1 EP 2082388A1 EP 07821156 A EP07821156 A EP 07821156A EP 07821156 A EP07821156 A EP 07821156A EP 2082388 A1 EP2082388 A1 EP 2082388A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- information
- environment
- vehicles
- risk
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/161—Decentralised systems, e.g. inter-vehicle communication
- G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
Definitions
- the invention relates to methods for detecting obscured objects in traffic with the features of the preamble of claim 1 and an apparatus for performing the method.
- the object of the invention is to provide a method that overcomes the previous limitations of the prior art with respect to the Um chargeds vented and recognizes in particular hidden objects in traffic.
- a first embodiment of the invention takes place in the method for detecting obscured objects in traffic in which on the one hand the environment of a vehicle and on the other hand movement quantities of the own vehicle are detected by sensors, these as information to surrounding vehicles by means of an interface 17 to the vehicle Vehicle communication 60) and are received by the surrounding vehicles, wherein the steps are passed through: a) the data of the sensors (10, 20, 30, 40) expand an environment model (50) b) the extended environment model (50 ) is updated in the own vehicle by means of a display (80) c) a situation analysis (70) of the environment and an evaluation of the situation in the own vehicle is carried out d) objects representing an accident risk are visualized in the display with a high priority e ) predefined steps to reduce the risk of accidents in your own company be activated f) via the communication system (60) to the vehicle to vehicle communication, the information about the initiated steps to reduce the risk of accidents are transmitted to the environment
- the transmission of the information by means of multicast and / or unicast and / or broadcast transmission takes place.
- a particularly advantageous Ausgetsaltung is characterized in that the received information is evaluated prioritized and sent the information to be transmitted prioritized after a relevance check.
- the embodiment of the method is particularly advantageous in that the received information is forwarded to a separate driver assistance system (14) and, in the case of detected vehicles in the environment having an activated driver assistance system, the transmitted information is supplied to the respective driver assistance system of the respective vehicle ,
- a stereo camera with a 12-bit dynamic range is used as the visual sensor, which carries out an object tracking and an object tracking. This results in a kind of production of the dataset to be evaluated when modifying the environment model.
- a particularly advantageous embodiment of the method according to the invention is characterized in that the transmitted information takes place in the form of position and dynamic information packets (29).
- the packet-oriented approach addresses all packet-oriented transmission protocols.
- the device comprising at least one memory, at least one computer unit (15) and at least one interface (17) for the data exchange, wherein the information from the neighboring vehicles via the communication system (60) and via the interface (17 ) are forwarded to the computer unit (15), the data of the own vehicle (1) by the sensors (10, 20, 30) determined, updated and forwarded via the sensor data processing (50) to an environment model (50), wherein under real-time conditions the own position, the environment and the position of the neighboring vehicles is determined via the position determination system (12) and fed to the computer via the interface (17) to the environment model (50), from the received information and the determined data a prediction of the trajectory of the own vehicle, the environment and the adjacent vehicles is carried out, which at risk S Signaling via an output unit (80) to the driver or by intervention by the vehicle safety and / or driver assistance systems (13,14) in the trajectory of the own vehicle or signaling the engagement of the trajectory of the vehicle (1) to the adjacent Vehicles are done.
- An embodiment of the invention is illustrated in the drawings and
- FIG. 1 shows a display representation according to the invention in the vehicle
- FIG. 2 block diagram according to the invention
- FIG. 3 shows an example of a data model
- the vehicle 1 are at least one communication, a position determination, vehicle safety, driver assistance system 11/12/13/14, and sensors 10, 20, 30 and a sensor data processing 40, and at least one computer unit 15 with memory via wired or mobile data bus lines performs a data exchange with the system elements and sensors, wherein on the computer unit a dynamically changeable environment model 50, the sensor data processing unit 40 and a situation analysis 70 is performed.
- the environment model 50, the sensor data processing unit 40 and the situation analysis are preferably constructed as modules.
- the modular concept is reflected again.
- the communication system 11 exchanges information over a cellular network such as GSM and the communication system 60 is used for the transmission and reception of information from vehicle to vehicle.
- GSM Global System for Mobile communications
- the communication system 60 is used for the transmission and reception of information from vehicle to vehicle.
- all communication functionality will be performed in a single communication system.
- an electronic display is used in the vehicle 80, which can be mounted stationary and / or variable visible to the driver in the passenger compartment.
- a method is used whose detection range is not limited by optical visibility.
- One such method is the vehicle-vehicle communication already mentioned.
- the communication system 60 is at least configured for vehicle-to-vehicle communication.
- a standardized, non-optical, radio-based information transmission method supporting system for the communication between at least two vehicles or participants is used as a communication system.
- the communication system 110 supports various mobile transmission methods that establish information distribution in the so-called point-to-point connection, whereas the communication system 60 performs a broadcast mode.
- the transmission of data packets from a point, or vehicle, to all vehicles or subscribers within a network is understood. It is used to transmit environment information via defined radio standards such as eg IEEE 802.11p and display it in your own vehicle. In dangerous situations, after execution of the method according to the invention, an additional warning or intervention in the vehicle behavior takes place.
- different mobile transmission methods such as WLAN, DSRC, GSM, GPRS, UMTS, are executed.
- Positioning systems 12 serve to determine the own position. Positioning systems are GPS transmitters and receivers as well as navigation systems. According to the invention, integrated position determination systems that combine both functionalities in one device can also be used. As vehicle safety systems 13, all braking systems available in the vehicle can be used with electronic control. Vehicle safety systems may include Electronic Break System (EBS) 131, Engine Management System (EMS) 132, Anti-lock Braking System (ABS) 133, Traction Control (ASR), Electronic Stability Program (ESP), Electronic Differential Lock (EDS), Transmission Control Unit (TCU), Electronic Brake Force Distribution (EBV) and / or Engine Drag Torque Control (MSR).
- EBS Electronic Break System
- EMS Engine Management System
- ABS Anti-lock Braking System
- ASR Traction Control
- ESP Electronic Stability Program
- EDS Electronic Differential Lock
- TCU Transmission Control Unit
- EVS Electronic Brake Force Distribution
- MSR Engine Drag Torque Control
- Driver assistance systems 14 are electronic ancillary devices in vehicles to assist the driver in certain driving situations. Here are often safety aspects, but also the increase in ride comfort in the foreground. These systems partly autonomously or autonomously intervene in drive, control (eg gas, brake) or signaling devices of the vehicle or warn the driver shortly before or during critical situations by means of suitable man-machine interfaces.
- control eg gas, brake
- signaling devices of the vehicle or warn the driver shortly before or during critical situations by means of suitable man-machine interfaces.
- driver assistance systems are, for example, parking assistance (sensor arrays for obstacle and distance detection), brake assist (BAS), cruise control, adaptive cruise control (ACC) 141, distance warning, turn assistant, traffic jam assistant, lane detection system, lane departure warning / lane assistant (lane departure warning, LDW )) 142, Lane Keeping Support), Lane Change Assistance, Lane Change Support, Intelligent Speed Adaptation (ISA), Adaptive Headlights, Tire Pressure Monitoring System, Driver Acquisition, Traffic Sign Recognition, Platooning, Automatic Emergency Braking (ANB), headlamp dipping and dipping assist, night vision system.
- FIG. 2 shows a multi-sensorial environmental detection with a networked environment model.
- the core of the method according to the invention are the steps of sensor data processing 40, formation and supplementation of the environment model 50 by means of the sensor data processing 40 and the vehicle-to-vehicle communication 60, and the delivery of the environment model to a situation analysis.
- the environment model 50 knows an interface to the vehicle safety system and driver assistance systems and at the same time allows validation of the environmental detection.
- lidar 10 based on scanning or fixed laser beams and radar 20 with characteristics for long-range radar and near-range radar and visual sensors in the form of cameras 30, both for the visible range and for the invisible range, which includes, for example, the heat radiation.
- a radar system measures the distance to and at the same time the speed of objects by evaluating the object backscatter.
- different possibilities like pulse radar, FMCW (frequency modulated continuous wave) and FSK ⁇ frequency shift keying) modulation, as well as combinations thereof are used.
- Adaptive Cruise Control (ACC) uses a far-range radar that can measure distances up to 150 meters and spot objects as punctiform.
- the short-range radar With short-range radar, several sensors (transmitter and receiver) are used at the same time, each having a significantly larger opening angle (up to +/- 60 °). By coupling evaluation of the received signals, it is also possible to locate several objects up to a distance of 30 meters. While the far-field radar operates at a frequency of 77 GHz, the short-range radar uses the frequency range around 24 GHz and 79 GHz, respectively. An important advantage of radar is the insensitivity of the radar wave propagation against 'weather influences such as rain, snow or fog.
- Non-scanning systems with multiple laser beams and photodiodes are used as the distance radar for distance (ACC), whereby the larger number of beams results in a better lateral resolution compared to the long-range radar.
- ACC distance radar for distance
- predominantly scanning lidar is used, which in principle allows a complete all-round view (360 ° opening angle). To compensate for pitching movements of the vehicle, it is recommended to use several scanning planes.
- Cameras offer a high-resolution picture of the driving environment, in contrast to the distance-measuring principles of radar and lidar. Since the contrast ratios in the road are often very large, according to the invention a highly dynamic cameras with, for example, a 12-bit dynamic range is used. While grayscale cameras can be used for track recognition, color cameras are provided for reliable amp detection. In order to associate the 2D information of a monocamera with distance information, according to the invention, stereo cameras with a horizontal base, such as the pair of human eyes, and the disparities between the two images are determined mainly on vertical edges for distance determination.
- movable cameras such as scanning attachments in lidar or radar
- additional control in the viewing direction e.g. based on the attention.
- thermal imaging cameras for pedestrian detection, since the temperature of the human body is a reliable detection feature.
- the block Sensor Data Processing 40 takes special account of the additional requirements of a multisensorial approach. Once sensor data is correlated, both the mutual location of the sensors and a common time base are related to each other.
- Stereo Cameras e.g. are operated synchronously to obtain both measurements at the same time.
- asynchronous systems are also used if the measurements are provided with a time stamp which is supplied by a common system clock (master clock).
- the environment model 50 all the results of the multisensorial driving environment detection and additionally received information from the environment are collected by the vehicle-to-vehicle communication via the communication system 60.
- Receiving and updating the information from the neighboring vehicles is done in such a way that the neighboring vehicles 2 and 3 their position and dynamic information packages 29 (PDP), as exemplified in Figure 3, on the in-vehicle and for the information exchange between at least two vehicles communicate continuously with the communication system for the vehicle to vehicle communication.
- PDP position and dynamic information packages 29
- the position and dynamic information packages 2 representing and distributing the respective vehicle contain information, e.g. the vehicle identifier 21, the GPS data with accurate lane keeping information 22, the individual vehicle parameters 23, e.g. the vehicle geometry with length 231, width 232, turning circle, the vehicle type (car / off-road vehicle / small truck / truck / etc.) 233, the previously known information of the vehicle dynamics 24 with max. Longitudinal acceleration and deceleration 241, max. Lateral acceleration 242, max. Vehicle speed 23, the current vehicle speed 245, the longitudinal acceleration, the lateral acceleration, the current yaw rate, the current steering angle.
- the position and dynamic information packs 29 contain information about the currently in the respective Vehicle active vehicle safety systems 25 and driver assistance systems 25, as well as information about the lane parameters 26, such as slope angle and estimated friction. Further fields are provided in the position and dynamic information packages 2 for optional information 27, such as the status of traffic lights or the position of recognized pedestrians.
- the position and dynamic information of all neighboring vehicles, with which the own vehicle communicates, are stored in a dynamically updated, internal memory of the computer unit 15, which can be configured as a database.
- the sending vehicle already has an active position and dynamics information packet in the database, i. it is already "recognized" by the receiving own vehicle, the data is updated with the latest position and dynamics information packets.
- the position and dynamics information packets 2 of a vehicle leaving the zone and no longer transmitting data after an active period are removed from the database.
- the updating and transmission of the own position and dynamic data of the own vehicle takes place in such a way that in the own vehicle the same data as described are recorded and calculated and the entire position and dynamic data packet are transmitted by the own communication system to the neighboring vehicles.
- the position data of the first positioning system which may be implemented as a GPS receiver, is used as basic information. These data are forwarded to the environment model 50.
- the environment model 50 comprises a multiplicity of previously known object types which are structured to describe the driving environment in a so-called object catalog.
- each object there are a number of attributes which are either measured and determined with the sensors, for example width, height, distance, speed, or in a very simple embodiment as a look-up table or in another embodiment in the already are recorded, such as number of lanes, assignment of traffic lights and speed limits.
- attributes which are either measured and determined with the sensors, for example width, height, distance, speed, or in a very simple embodiment as a look-up table or in another embodiment in the already are recorded, such as number of lanes, assignment of traffic lights and speed limits.
- the objects are distinguished between static objects, i. Objects that are part of the infrastructure, such as lanes, traffic signs or peripheral buildings and dynamic objects.
- static objects i. Objects that are part of the infrastructure, such as lanes, traffic signs or peripheral buildings and dynamic objects.
- the description of the movement of dynamic objects is made by subordinate dynamics models, which are formulated relative to object-specific coordinate systems.
- the situation analysis 70 defines and describes the relationships between the found objects, such as singers or lane drive in the function of the traffic jam assistant.
- the driver assistance system such as distance display, distance warning, adaptive cruise control, congestion assistant, emergency braking, different levels of abstraction in the situation analysis, such as distance to the vehicle in front, consideration of own speed, Einscherer situation, possible evasive maneuvers, formed according to the invention.
- the information from and communication with other vehicles and / or the infrastructure is used. The entire available information about the current situation is now stored in the extended environment model and is available to the situation analysis 70.
- the display in the vehicle 80 is either directly in the video image or as a virtual image from the perspective, we indicated in Fig. 1, the bird's eye view. It is intended that the recognition results, such as vehicles or lane markings, enter directly into the image. If there are no video recordings available or the coverage of other sensors is greater than the camera field of view, the detected objects are displayed in a virtual image.
- the method it is advantageously possible to determine the danger emanating from an object on the basis of a situation analysis. If it is then a very high risk, the object will be highlighted in the ad and measures to avoid an accident initiated.
- measures are e.g. the tightening of the straps, the priming of the brake system. It is also thought to give the driver acoustic, haptic and visual cues to the driver that a dangerous situation is developing.
- the initiated measures are in turn transmitted via the communication system 60 to the environment in order to notify the measures introduced to the vehicles located in the vicinity.
- the relevant information is forwarded to the driver assistance systems in the vehicles 2 and 3, which are located in the immediate vicinity, in order to extend their coverage area as well.
- the driver of the individual vehicle is not in his actions by the evaluation of the Um chargeds vente, which has only a limited local range limited. As a result, the presence of certain local conditions at a certain time the driver made accessible, which then measures can be taken in an advantageous manner to avoid accidents, for example.
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Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102006049101 | 2006-10-13 | ||
DE102007048809A DE102007048809A1 (en) | 2006-10-13 | 2007-10-10 | Method and device for detecting hidden objects in traffic |
PCT/EP2007/060788 WO2008043795A1 (en) | 2006-10-13 | 2007-10-10 | Method and apparatus for identifying concealed objects in road traffic |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2082388A1 true EP2082388A1 (en) | 2009-07-29 |
EP2082388B1 EP2082388B1 (en) | 2015-08-19 |
Family
ID=38834995
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07821156.2A Active EP2082388B1 (en) | 2006-10-13 | 2007-10-10 | Method and apparatus for identifying concealed objects in road traffic |
Country Status (4)
Country | Link |
---|---|
US (1) | US8179281B2 (en) |
EP (1) | EP2082388B1 (en) |
DE (1) | DE102007048809A1 (en) |
WO (1) | WO2008043795A1 (en) |
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