EP3198579A1 - Procédé et dispositif de création d'un modèle de mouvement d'un usager de la route - Google Patents

Procédé et dispositif de création d'un modèle de mouvement d'un usager de la route

Info

Publication number
EP3198579A1
EP3198579A1 EP15752951.2A EP15752951A EP3198579A1 EP 3198579 A1 EP3198579 A1 EP 3198579A1 EP 15752951 A EP15752951 A EP 15752951A EP 3198579 A1 EP3198579 A1 EP 3198579A1
Authority
EP
European Patent Office
Prior art keywords
road user
motion
vehicle
model
road
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.)
Withdrawn
Application number
EP15752951.2A
Other languages
German (de)
English (en)
Inventor
Roland Galbas
Folko Flehmig
Christian Braeuchle
Alberto Ranninger Hernandez
Miguel Angel Granda Trigo
Felipe Fernandez Hernandez
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3198579A1 publication Critical patent/EP3198579A1/fr
Withdrawn legal-status Critical Current

Links

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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/005—Traffic control systems for road vehicles including pedestrian guidance indicator

Definitions

  • the present invention relates to a method for creating a movement model of a road user, to a corresponding device and to a corresponding computer program.
  • a movement of a road user in particular a
  • Pedestrian can be detected and mapped in a motion vector.
  • the motion vector represents accelerations and yaw rates that act on the road user at a sensor position.
  • Multiple motion vectors within a time period can be averaged to smooth numerical values of the motion vectors.
  • the smoothed value can be used to optimize a model of motion.
  • the model can be further developed from an average model to
  • a movement model can be understood as meaning a parameterized or computational mapping of at least one movement.
  • a road user may be a pedestrian
  • a motion vector maps a current movement in numerical values.
  • the movement value can be, for example, an acceleration or
  • the read-in motion vectors may be used to obtain the characteristic motion value.
  • Means may be applying a smoothing processing rule to the numerical values of at least two motion vectors. Additionally or alternatively, in the step of using, a determination of frequency and amplitude of typical periodic progressions in the motion vectors can be made, which can also be used to determine the motion model.
  • the steps of reading and using can be performed again to obtain a further movement value for a further period of time.
  • the movement model can do so
  • the procedure may include a step of determining a future one
  • Containment area of the road user using a current position information of the road user, the current motion vector and the movement model.
  • Motion model can be used to calculate a probable location by a current position and a current one
  • Motion vector can be used as input variables of the motion model.
  • the method may include a step of providing the future one
  • the providing step may be done using an interface to a communications network.
  • Motion vector can be provided via a central server. By providing, the further road user can use their own future location area, one's own
  • Movement model and / or its own motion vector determine an accident hazard. A warning of the risk of an accident can be issued. In a vehicle can be intervened directly in a vehicle control to reduce the risk of accidents or avert.
  • a spatial acceleration and a spatial rate of turn of the road user can be read. Acceleration and / or the rate of rotation can be depicted in three dimensions. Due to the spatiality of the motion vector can be a high
  • Model accuracy can be achieved.
  • an imbalance of the detecting sensor can be compensated by the spatial motion vector.
  • the mean acceleration may be a threshold at which one movement progresses to the other. For example, from a medium acceleration, a transition from walking to walking can take place.
  • the approach presented here also provides a device which is designed to implement the steps of a variant of a method presented here
  • a device can be understood as meaning an electrical device which processes sensor signals and outputs control and / or data signals in dependence thereon.
  • the device may have an interface, which may be formed in hardware and / or software.
  • the interfaces can be part of a so-called system ASIC, for example, which contains a wide variety of functions of the device.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.
  • a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for the implementation, implementation and / or Triggering the steps of the method according to one of the above
  • Fig. 1 is a block diagram of an apparatus for creating a
  • Fig. 2 is a representation of several road users in one
  • Embodiment of the present invention is monitored
  • FIG. 3 is an illustration of a traffic space monitoring system according to an embodiment of the present invention.
  • Fig. 4 is a reference diagram of the components of a system for
  • FIG. 6 is a flowchart of a method for creating a
  • FIG. 7 shows an illustration of a method sequence of a method for monitoring a traffic space according to an embodiment of the present invention.
  • the device 100 comprises a device 104 for reading, a device 106 for use and a device 108 for determining.
  • the means 104 for reading is adapted to a current motion vector 110 of the
  • the means 106 for use is designed to use motion vectors 110 read in over a period of time in order to obtain a characteristic movement value 112 of the
  • the means 108 for determining is designed to expose the movement model 102
  • Means 106 may be configured to include read-in motion vectors 110 or to determine typical periodic traces in the motion vectors 110 and to analyze the typical periodic waveforms in terms of frequency and amplitude.
  • FIG. 2 shows a representation of a plurality of road users 200, 202 in a traffic area 204, which is monitored by a method for monitoring according to an exemplary embodiment of the present invention.
  • a first road user 200 is represented here by a vehicle 200.
  • a second road user 202 is represented here by a child 202. Both road users 200, 202 move within the traffic space 204. In this case, the vehicle 200 is traveling on a
  • the traffic area 204 here comprises exemplary infrastructure objects 206, 208, which are used in one exemplary embodiment of the method presented here to transmit information about an imminent danger to at least one of the road users 200, 202 to the road users 200, 202.
  • the vehicle 200 includes a radio-based detection system 210.
  • a radio-based detection system 210 For this purpose, several antennas 212 are installed in the vehicle 200, which can emit and receive electromagnetic signals 214. Since the antennas 212 are spatially distributed over the vehicle 200, may
  • Delay differences of a signal 214 received on a plurality of the antennas 212, a position of a signal source 216 of the signal 214 relative to the vehicle 200 is calculated.
  • the detection system 210 is not limited to objects that are arranged within a direct line of sight to the vehicle 200. Due to the detection via radio waves 214 can also be used.
  • the child 202 is equipped with a device 216, which is designed as a signal source 216.
  • a radio-frequency reflector 216 tuned to a frequency of the signal 214 is sewn into the clothing of the child 202.
  • the radio reflector 216 may be embodied as a detachable clip attached to the clothing of the child 202.
  • a cellular phone 216 of the child 202 may serve as the signal source 216.
  • the signal 214 is received by at least one antenna of the cellular phone 216, processed internally, and sent back to the antennas 212 of the vehicle 200 via the antenna.
  • the vehicle 200 further includes a global satellite navigation system 218.
  • a position of the vehicle 200 in the traffic space 204 can be determined with high accuracy.
  • the vehicle 200 has inertial sensors 220.
  • the position of the vehicle 200 can be fixed using dead reckoning even if the Satellite navigation system 218 provides only limited positional accuracy. Since the position of the vehicle 200 within the traffic space 204 is known through the use of the satellite navigation system 218 and the inertial sensors 220, using the relative position of the child 202, an absolute position of the child 202 in the traffic space 204 can be determined. Thus, for example, in a digital map of the
  • the child 202 absolute position is located. This can be used to determine if the child 202 is running off the sidewalk towards the street or if the child 202 is running within a safe play area. In other words, a future position of the child 202 may be determined. This future position is aligned with hazardous areas of the traffic area 204 to detect a hazard to the child 202 and / or the vehicle 200. Here, the dangerous area is defined by a future position or lane of the vehicle 200. If the child 202 would continue to run and thereby the
  • the detection system 210 operates in a frequency range that allows a large range for capturing signal sources 216.
  • this frequency range is low frequency. If the signal source 216 is active, for example, a mobile phone, the signal source 216 sends, in addition to the signal 214, further information 222 in a different frequency range, which has a shorter range.
  • this frequency range is high-frequency.
  • Information 222 may be, for example, a position information 110 and / or a motion vector 112 of the signal source 216.
  • the position information 110 and / or the motion vector 112 may be determined by inertial sensors 220 of the mobile telephone 216 and alternatively or additionally by a
  • Satellite navigation system 218 of the mobile phone 216 are detected.
  • the further information 222 is evaluated in the vehicle 200 in order to improve a monitoring accuracy of the traffic space 204.
  • the position information 110 and / or the motion vector 112 determined by the mobile phone 216 is compared with the position and / or movement of the child 202 as detected by the detection system 210. As a result, a detection accuracy of the entire system can be increased.
  • the infrastructure objects 206, 208 are configured to provide the infrastructure objects 206, 208 to provide the infrastructure objects 206, 208.
  • Infrastructure objects 206, 208 as well as between the vehicle 200 and the infrastructure objects 206, 208 are exchanged.
  • the signal sources 216 in conjunction with the detector 210 form a data network.
  • Dead reckoning allows accurate positioning of pedestrians 202 based on GPS 218, geomagnetic field, motion sensors 220, and a digital map.
  • Corresponding algorithms can be executed on current smartphones 216. In particular, a classification of the movement in walking, walking, standing can take place.
  • active pedestrian protection is based on a prediction of the pedestrian movement.
  • a model for the transition from running to walking or standing or vice versa is used to estimate a future location.
  • a prediction can be predicated of a collision and if necessary an active pedestrian protection system can be activated on the vehicle 200.
  • an active pedestrian protection system can be activated on the vehicle 200.
  • On the smartphone 216 a precise position of the pedestrian 202 is determined by dead reckoning. In addition, it is determined whether the pedestrian 202 is running, walking or standing.
  • the transitional behavior between running, walking and standing is determined on the smartphone 216, in particular a medium
  • Acceleration for example, determined for a transition from running to standing.
  • the typical speeds are determined. This is done continuously over a longer period of time, so that finally an individual for the holder 202 of the smartphone 216 valid
  • the smartphone 216 now determines based on the current
  • identified pedestrian movement model a potential resident area of the pedestrian 202 and a location and time dependent
  • the predicted location area, the pedestrian model, as well as the current position, speed and acceleration vectors are the predicted location area, the pedestrian model, as well as the current position, speed and acceleration vectors
  • the surrounding vehicles 200 receive the transmitted data 214 and can thus select collision-prone pedestrians 202.
  • Surrounding sensors such as radar and / or video, can be prepared early for the occurrence of pedestrians 202.
  • the sensors can be prepared for the detachment of a pedestrian object from a visual obscuration.
  • a tracking of the pedestrian objects 202 can be started early and also in the event of obscuration, so that the speed 112 and position 110 can be determined more accurately and more quickly if the
  • Pedestrian 202 is in the field of view of the sensors.
  • the transmitted pedestrian model allows a more accurate and personalized activation of an active pedestrian protection system. In particular, this can reduce the proportion of false trips, if it is a pedestrian 202 with above-average dynamics, such as a jogger who stops more often abruptly at the roadside. In addition, that can
  • the vehicle 200 may also transmit its position 110, velocity and acceleration vectors 112, or an already made estimate of the risk of collision. Based on this data 214, the
  • Smartphone 216 by vibration or an audible signal the pedestrian 202 warn.
  • the horn of the vehicle 200 may be automatically actuated to warn the pedestrian 202.
  • the smartphone 216 and vehicle 200 automatically send an emergency call.
  • the location and time of the (near) collision are transmitted to a cloud in order to determine centers of gravity and places with a high risk of accidents. These may be sent back to the smartphone 216 to warn pedestrians 202 of dangerous locations over an app, such as beeps and / or vibration, before crossing the roadway.
  • the approach presented here enables active protection for endangered road users 200, 202, in particular pedestrians 202, cyclists and motorists 200, by means of a hybrid system with radio
  • microelectromechanical system sensors 220 An important traffic problem is evidenced by the statistics of road accident data: There is a high rate of deaths and injuries to pedestrians 202. This results in an increase in the interest of society
  • the main objective is the active protection of vulnerable road users 200, 202 through traffic collision avoidance, concentrating specifically on urban pedestrian accidents, with the maximum
  • Pedestrian speed is ten to five km / h.
  • Pedestrian collisions in the increasingly intense traffic environment take place on a daily basis. For example, in Sweden, 16 percent of all people killed in traffic are pedestrians. In the US, 11% of all people killed in traffic are pedestrians. In Germany it is 13%. In China it is up to 25%.
  • GNSS Navigation Satellite System
  • LPS Local Positioning System
  • RTLS Real-time Location System
  • the approach presented here enables possible detection, tracking and collision analysis of vulnerable road users 200, 202 in direct line-of-sight situations and in situations where the vulnerable road user 200, 202 is obscured by an object, with high range and high localization accuracy.
  • Road users 200, 202 may be identified and tracked in bad weather such as rain or snow or in low light conditions.
  • the use of active transponders 216 on the vulnerable road user 202 allows for greater detection range. This allows a precise identification of the type of vulnerable road users 202 possible.
  • Accurate further information 222 of the vulnerable road users 202, such as 6D accelerations, SD orientation can be transmitted. This results in increased adaptability, flexibility and robustness of the system in different traffic scenarios, vehicles 200 and vulnerable
  • a data fusion process enables a reliable and robust behavior of the system.
  • the complementary MEMS sensors 220 enhance the tracking of the vulnerable road users 202.
  • the optional use of a global satellite navigation system 218 by the vulnerable road user 202 increases availability,
  • Optional radio communications with traffic lights 206 increase the availability, reliability and robustness of the system.
  • the system is also able to independently without the help of information and
  • Communication technology infrastructure means to work.
  • the result is an improved risk assessment of collisions between vehicles 200 and weaker or vulnerable road users 202 through a data fusion approach.
  • Local positioning systems 210 with higher accuracy based on narrow band and ultra wide band technology can be used.
  • Road users 202 embedded radio frequency-based system presented under LOS (line-of-sight) and NLOS (not line-of-sight) conditions.
  • Road users 202 is performed in the vehicle 200 and is based on a radio frequency system.
  • the most important parameters are distance (range), horizontal angle (azimuth) and vertical angle (elevation).
  • Road users 202 are provided and transmitted, there is an improved positioning accuracy.
  • the vehicle state vector consisting of the speed, the
  • the future vehicle lane is estimated using the steering wheel position, the position of the turn signal, the road, and pavement restrictions.
  • the state of vulnerable road users 202 is evaluated within the vehicle 200 in consideration of the 6D acceleration, the SD orientation, the global satellite navigation system position. For example, pedestrian states such as standing, walking, running, sidewalk walking up and down can be detected.
  • Accelerometer 220 shocks of the foot can be detected and used to detect pedestrian gait 202.
  • Map information is used for navigation and for those involved
  • Improved alignment estimation and motion estimation of vulnerable road users 202 is achieved through supplemental data fusion of SD acceleration sensor 220, 3D gyroscope, 3D compass, pressure sensor, and global navigation satellite system 218 position.
  • the position estimation of vulnerable road users 202 may be enhanced using additional vehicle sensors such as video, radar, lidar ultrasound, or radio-ultrasound systems.
  • Profile information such as age, personal status, or obstruction of the vulnerable road user 202 may be communicated to the vehicle 200 to enhance the risk assessment and driver strategy.
  • Additional status information such as the physical condition or the likely degree of alcoholism of the endangered Road user 202 may contact the vehicle 200 for the
  • Context information about vulnerable road users 202 such as children near a school or extraordinary events may be attached to the vehicle
  • Contextual information about vehicle 200 and environment such as day-night state, traffic conditions, weather or the average number of
  • Pedestrians 202 in the roads 204 may be considered for the involved risk assessment.
  • the profile, condition and context of the vulnerable road users 202, the driver, the vehicle 200 and the environment may be used by data fusion to calculate the risk assessment and the actuation strategy.
  • Hierarchical and multi-level process information can be used to improve context-related functions. For example, you can
  • Primary information such as location, movement, time, identity, or secondary information such as spatial context, dynamic context, temporal context, physical context, or traffic context.
  • the system includes an electronically scanned antenna 212 and a local
  • Positioning system 210 based on narrowband and ultra-wideband radio frequency using technology based on the
  • Signal transit time and arrival angle. 3 shows an illustration of a system 300 for monitoring a
  • the system 300 has at least one vehicle module 302, at least one mobile module 304 and at least one infrastructure module 306.
  • the system 300 shown here corresponds essentially to that described in FIG. 2
  • Each of the modules 302, 304, 306 includes a first antenna 212 for a first frequency range and a second antenna 308 for a second frequency range.
  • the antennas 308, 212 are over a
  • Communication interface 310 and a controller unit 312 connected to the modules 302, 304, 306.
  • the vehicle module 302 includes a local position sensing system, a global satellite navigation system, a triaxial compass, a triaxial accelerometer, a three axis yaw rate sensor, a video camera, a radar transmitter and receiver, an RFID position sensing system, and a warning system. Furthermore, the vehicle module 302 has a processor for merging and processing data. Warnings can be issued on a man-machine interface. The vehicle module can also have actuators in order to be able to intervene directly in a control of the vehicle.
  • the mobile module 304 has a transponder, a global one
  • Satellite navigation system Satellite navigation system, a three-axis compass, a three-axis accelerometer, a three-axis rotation rate sensor, an RFID position detection system, a warning system and a battery.
  • the infrastructure module 306 includes a position sensing system, a camera, a radar transmitter and receiver, an RFLD tag, and a warning system.
  • Road Traffic Participant is a modular distributed architecture with a local positioning system (LPS), microelectromechanical system (ME MS) sensors and a possible collaboration with a global one
  • LPS local positioning system
  • ME MS microelectromechanical system
  • a general modular distributed system 300 for performing the functions described herein may include the following units:
  • An identification module that recognizes and processes the static and dynamic information about vulnerable road users.
  • a local positioning module based on 6 to 8.5 GHz ultra-wideband, for example, as well as a position-tracking module, for example based on an extended Kalman filter or a particle filter.
  • Road users can be integrated with the following auxiliary units: an inertial measurement module, for example with a 3D microelectromechanical system (MEMS) of accelerometers and gyroscopes 3D.
  • An orientation module for example a 3D MEMS compass.
  • a global navigation satellite system (GNSS) module such as an A-GPS or multi-frequency Galileo, as well as a location and navigation module.
  • GNSS global navigation satellite system
  • system 300 In a more complex embodiment, the system 300
  • Distance sensors such as a multi-beam radar or LI DAR, mono or stereo video cameras in the visible, near infrared or far infrared and / or an RFID-based location system, for example based on passive or active integrated into the infrastructure anchor nodes.
  • the passive anchor nodes may be, for example, 13.56 MHz RF tags.
  • the system 300 includes a distributed
  • Processing unit that performs the appropriate data fusion process under Use of the special features adapted to the status and context of the actors involved (vehicles, pedestrians, infrastructure and environment).
  • An algorithm estimates the trajectories of the vehicle and the vulnerable road users involved and identifies critical situations. Participating vulnerable road users transmit by
  • Radio communication Data in terms of their nature, position, orientation and inertial state.
  • Visual and graphical warnings for example in a laser head-up display and / or sound warnings, can be output in the considered human machine interface of vehicles.
  • the horn is additionally activated in critical situations and an automatic full braking is optionally generated in borderline situations.
  • Augmented reality displays can be used to enhance the corresponding warnings. Sound and / or vibration warnings may also be carried out in the modules carried by the vulnerable road users.
  • Supplementary visual and audible alarms can be provided by signals or
  • Units of the involved roadside infrastructure can be generated especially in some critical traffic zones.
  • FIG. 4 shows a reference diagram of the components of a traffic space monitoring system 300 according to an embodiment of the present invention.
  • the system 300 essentially corresponds to the system in FIGS. 2 and 3.
  • the modules 302, 304, 306 of the system are represented here by symbolic participants.
  • the vehicle module 302 has the largest link to the other modules 304, 306.
  • the vehicle module 302 communicates with the mobile module 304 via the local positioning system or detection system 210, via the further information 222 and the warning signals 120.
  • the vehicle module 302 communicates with the mobile module 304 in a risk management 400.
  • the infrastructure module 306 communicates via the warning signals with the
  • Vehicle module 302 and the mobile module 304 each access their own satellite navigation systems 218 and inertial sensors 220.
  • the vehicle module may also access a brake 402 of the vehicle to decelerate the vehicle.
  • it is an adaptive and robust hybrid method for identification, location and tracking.
  • This involves a risk assessment to reduce traffic accidents between vehicles and vulnerable road users with line of sight and non-line-of-sight conditions.
  • the involved risk assessment functions may define automatic control actions 402. For example, a driver warning, a reduction 402 of a vehicle speed, a preparation of the mechanical brake 402, an automatic activation of the brake 402 and / or a haptic activation can take place.
  • a vulnerable road user can be warned by warning signals 120 and warnings to the infrastructure 306. This procedure can also be used for historical and continuous monitoring of risk conditions of vulnerable road users in continuous
  • Fig. 5 shows intensity characteristics 500, 502 of two different ones
  • the intensity curves 500, 502 are in a diagram
  • the distance is symmetrical to a location of a transmitting antenna
  • the signal intensity in both frequency bands at the location of the antenna 212 is maximum and drops with increasing distance from the antenna 212.
  • the signal intensity drops exponentially.
  • the first intensity characteristic 500 represents a first signal in a first frequency band lower
  • the second intensity characteristic 502 represents a second signal in a second frequency band of higher frequency.
  • the signal intensity of the first signal 500 is significantly higher at the antenna 212 than the signal intensity of the second signal 502. Since both signals 500, 502 become exponentially weaker with increasing distance from the antenna, the second one falls short
  • Signal 502 a detectable intensity at a closer distance from the antenna 212, than the first signal 500.
  • the first signal 500 falls below the detectable intensity at a first distance 504 of 150 meters.
  • the second signal falls below the detectable intensity already at a second distance 506 of 50 meters.
  • the first signal 500 is in an embodiment in the narrow band and is used for information exchange and coarse position determination.
  • the second signal 502 is in one embodiment in ultra-wideband and is used for position determination.
  • the second signal 502 is used for transmission and reception in the driving path of the vehicle and / or the lane of the vehicle.
  • a frequency split approach using two carrier frequencies is used for different purposes.
  • a first frequency 500 is an information frequency in narrow band.
  • a second frequency 502 is a positioning frequency in ultra wideband. The second frequency 502 is higher than the first frequency 500 and is in the
  • the first frequency 500 is lower than the second frequency 502 and is used in the permanent mode.
  • a wake-up mode or pulse mode is used when the information frequency signal is available. This can reduce interference problems in pulse mode and computational effort.
  • ultra-wideband (UWB) is used to implement the
  • a Rotman lens is disposed in the vehicle to provide a multi-beam antenna having different angular orientations with suitable gain and ultra-wideband capability.
  • two or more Rotman lenses are used to enable a complementary positioning method by arrival angle (AOA) or time of arrival (TOA).
  • AOA arrival angle
  • TOA time of arrival
  • the vulnerable road segments have radio frequency transmit and receive units for configuration, real-time information transfer, and location.
  • the road users assessed as being at risk are informed about an accident risk by the emission unit via a man-machine interface (HMI) such as a mobile phone.
  • HMI man-machine interface
  • a risk assessment is used with groups of vulnerable road users, for example, pedestrians are evaluated together near a traffic light or intersection. In one embodiment, the real-time location is compromised
  • Radio frequency tracking of the affected user at risk It is possible to use a multiple frequency system adapted to the situation under consideration. Higher or lower carrier frequencies may be used to improve radio propagation and localization. The different behavior of the different frequency signals of a
  • Radio frequency emitter can be compared during a vehicle movement. Two different carrier frequencies can be used to compare runtime differences and to allow a plausibility check. Several radio wave propagation hypotheses can be considered for tracking the corresponding vulnerable road users. The properties of reflected signals can be analyzed because they behave differently than directly received signals. 6 shows a flowchart of a method 600 for creating a
  • the method 600 includes a step 602 of reading, a step 604 of using, and a step 606 of determining.
  • step 602 of the read in a current motion vector of the road user is read.
  • step 604 of using motion vectors read in over a period of time are averaged to produce a characteristic motion value of the
  • step 606 of determining the motion model is calculated using the
  • steps 602, 204 of reading and using are performed again to obtain another move value for a further period of time.
  • the motion model is updated in step 606 of determining using the further motion value.
  • a spatial acceleration and a spatial rate of turn of the road user are read in as the motion vector.
  • FIG. 7 shows an illustration of a method sequence of a method 600 for monitoring a traffic space according to an embodiment of the present invention.
  • an identification 700 of an object a position detection 702 of the object, a tracking 704 of the object, a communication 706 with the object, a data fusion 708, take place
  • Risk management 710 and a warning 712 via a man-machine interface are examples of risk management 710 and a warning 712 via a man-machine interface.
  • the method presented here enables a real-time tracking of vulnerable road users 202 taking into account a
  • Inertia measuring unit and / or an orientation measuring unit such as a combined 3D orientation or 3D gyro and 3D acceleration.
  • infrastructure radio receiver emitter units and other infrastructure sensors for collecting information about vulnerable road users, vehicles and road conditions used to inform about the risks via radio. For example, this information may be used to activate a warning light at a traffic light, or to be sent by radio to surrounding vehicles or vulnerable road users.
  • an optical and / or acoustic warning is supplied to the driver in the event of an accident risk. Further support through the ESP, such as brake preparation is possible when a possible driver reaction is braking. Active intervention such as braking and / or steering is possible to prevent and / or mitigate accidents.
  • an exemplary embodiment comprises an "and / or" link between a first feature and a second feature, then this is to be read so that the embodiment according to one embodiment, both the first feature and the second feature and according to another embodiment either only first feature or only the second feature.

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  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé (600) de création d'un modèle de mouvement (102) d'un usager de la route (200, 202), ce procédé (600) comprenant une étape (602) d'entrée, une étape (604) d'utilisation et une étape (606) de détermination. Dans l'étape (602) d'entrée, un vecteur de mouvement (110) en cours de l'usager de la route (200, 202) est entré. Dans l'étape (604) d'utilisation, les vecteurs de mouvement (110) entrés sont moyennés sur une période de temps en vue d'obtenir une valeur de mouvement (112) caractéristique de l'usager de la route (200, 202) pour cette période de temps. Dans l'étape (606) de détermination, un modèle de mouvement (102) est déterminé à l'aide de la valeur de mouvement (112).
EP15752951.2A 2014-09-23 2015-07-30 Procédé et dispositif de création d'un modèle de mouvement d'un usager de la route Withdrawn EP3198579A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014219148.3A DE102014219148A1 (de) 2014-09-23 2014-09-23 Verfahren und Vorrichtung zum Erstellen eines Bewegungsmodells eines Straßenverkehrsteilnehmers
PCT/EP2015/067517 WO2016045832A1 (fr) 2014-09-23 2015-07-30 Procédé et dispositif de création d'un modèle de mouvement d'un usager de la route

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EP3198579A1 true EP3198579A1 (fr) 2017-08-02

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EP15752951.2A Withdrawn EP3198579A1 (fr) 2014-09-23 2015-07-30 Procédé et dispositif de création d'un modèle de mouvement d'un usager de la route

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US (1) US10127815B2 (fr)
EP (1) EP3198579A1 (fr)
JP (1) JP2017535008A (fr)
CN (1) CN107077781A (fr)
DE (1) DE102014219148A1 (fr)
WO (1) WO2016045832A1 (fr)

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