EP4175866A1 - Verfahren zum ermitteln einer ersatztrajektorie, computerprogrammprodukt, parkassistenzsystem und fahrzeug - Google Patents
Verfahren zum ermitteln einer ersatztrajektorie, computerprogrammprodukt, parkassistenzsystem und fahrzeugInfo
- Publication number
- EP4175866A1 EP4175866A1 EP21737430.5A EP21737430A EP4175866A1 EP 4175866 A1 EP4175866 A1 EP 4175866A1 EP 21737430 A EP21737430 A EP 21737430A EP 4175866 A1 EP4175866 A1 EP 4175866A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- trajectory
- vehicle
- point
- section
- collision
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 32
- 238000004590 computer program Methods 0.000 title claims description 12
- 238000001514 detection method Methods 0.000 claims description 10
- 238000004364 calculation method Methods 0.000 claims description 7
- 230000003287 optical effect Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 230000007613 environmental effect Effects 0.000 description 3
- 235000004522 Pentaglottis sempervirens Nutrition 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 206010000210 abortion Diseases 0.000 description 1
- 231100000176 abortion Toxicity 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000007792 addition Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0011—Planning or execution of driving tasks involving control alternatives for a single driving scenario, e.g. planning several paths to avoid obstacles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/027—Parking aids, e.g. instruction means
- B62D15/0285—Parking performed automatically
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/06—Automatic manoeuvring for parking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/20—Static objects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
Definitions
- the present invention relates to a method for determining an alternative trajectory, a computer program product, a parking assistance system and a vehicle with a parking assistance system.
- Parking assistance systems which can autonomously follow a trained trajectory with a vehicle.
- the trajectory is first trained, that is, a user of the vehicle drives along the trajectory to be trained manually, with the park assistance system or another system recording the trajectory. At a later point in time, the user can then have the parking assistance system follow the trained trajectory.
- DE 10 2017 115 988 A1 describes a method for the automated operation of a vehicle, in which a trajectory is provided and an object is detected in a region corresponding to the trajectory. The detected object in the area is classified and the trajectory of the trajectory is modified depending on the classification of the detected object.
- a method for determining an alternative trajectory for a vehicle that can be operated in an autonomous driving mode by means of a parking assistance system is proposed.
- a predetermined trajectory received comprising at least a first section and a second section connected to each other at a trajectory turning point, wherein a direction of travel of the first section is different from a direction of travel of the second section.
- a sensor signal indicative of the surroundings of the vehicle is received.
- an obstacle in the area is detected as a function of the received sensor signal.
- at least one collision point is calculated, which is a point on the predetermined trajectory at which a collision between the vehicle and the obstacle occurs.
- the calculation takes place as a function of the specified trajectory, the detected obstacle and a vehicle geometry of the vehicle.
- the substitute trajectory is determined based on the at least one calculated point of collusion.
- the substitute trajectory connects a starting point on the specified trajectory, which lies before the collision point, with an end point on the specified trajectory, which lies after the collision point, while avoiding the collision.
- This method has the advantage that an obstacle that prevents safe further travel along the specified trajectory, particularly if it is in the area of the turning point in the direction of travel, can be bypassed according to the substitute trajectory determined. A corresponding follow-up maneuver can thus be carried out successfully and does not have to be aborted.
- the proposed method is carried out in particular by the vehicle's parking assistance system.
- the parking assistance system which can also be referred to as a driver assistance system, is set up in particular for partially or fully autonomous driving of the vehicle.
- Partially autonomous driving is understood to mean, for example, that the parking assistance system controls a steering device and/or an automatic drive level.
- Fully autonomous driving means, for example, that the parking assistance system also controls a drive device and a braking device.
- the parking assistance system can be implemented in terms of hardware and/or software.
- the parking assistance system can, for example, as a computer or as Be microprocessor formed.
- the parking assistance system can be embodied as a computer program product, as a function, as a routine, as part of a program code or as an executable object.
- the parking assistance system can be designed as part of a higher-level control computer or control system of the vehicle, such as an ECU (Engine Control Unit).
- the vehicle is, for example, a passenger car or a truck.
- the vehicle preferably includes a number of sensor units that are set up to detect the driving condition of the vehicle and to detect an environment of the vehicle.
- sensor units of the vehicle are image recording devices, such as a camera, a radar (radio detection and ranging) or a lidar (light detection and ranging), ultrasonic sensors, location sensors, wheel angle sensors and/or wheel speed sensors.
- the sensor units are each set up to output a sensor signal, for example to the parking assistance system, which carries out the semi-autonomous or fully autonomous driving as a function of the detected sensor signals.
- the predetermined trajectory is preferably a trained trajectory.
- the parking assistance system or another system of the vehicle is set up to record and store a manually driven trajectory in a training mode.
- various sensor signals are recorded here that characterize a driving condition of the vehicle, such as a speed, a position, a steering angle and the like, as clearly as possible.
- sensor signals from the vehicle's surroundings sensors are recorded, which, for example, enable an image of the surroundings of the vehicle, in particular a position of obstacles in the surroundings.
- the trained trajectory can be traced by playing back the driving state of the vehicle synchronously in time, i.e. repeating it.
- a user starts a follow-up maneuver using an input device, the user selecting the trajectory to be followed from a number of selects predetermined trajectories or the parking assistance system suggests a suitable trajectory to the user depending on the current position and orientation of the vehicle.
- the specified trajectory includes at least one turning point in the direction of travel, at which the direction of travel of the vehicle changes. Accordingly, the direction of travel in a first section before the turning point in the direction of travel is opposite to a direction of travel in a second section after the turning point in the direction of travel.
- the direction of travel can be determined, for example, by means of a direction of rotation of a wheel of the vehicle, with the direction of rotation of the wheel being different on the two sections, that is to say it is turning left and turning right.
- the parking assistance system therefore receives a sensor signal that is indicative of the surroundings.
- the parking assistance system can, for example, receive this directly from one or more of the vehicle's surroundings sensors and combine several sensor signals from different surroundings sensors, or the parking assistance system can already receive the sensor signal in a pre-processed state, e.g. in the form of a digital surroundings map, in which detected obstacles are are marked.
- An obstacle in the area is then detected as a function of the sensor signal received.
- the detection of the obstacle includes, for example, detecting coordinates of the obstacle or an outline of the obstacle in a coordinate system of the vehicle, detecting a geometry of the obstacle, detecting a type of obstacle and the like.
- a static obstacle does not change its position during the follow-up maneuver or only to the extent of measurement inaccuracy, and a mobile obstacle moves or could move.
- At least one collision point is then calculated, which is a point on the predetermined trajectory at which a collision between the vehicle and the obstacle occurs. The collision point is calculated as a function of the specified trajectory, the detected obstacle and a vehicle geometry of the vehicle.
- the vehicle geometry of the vehicle is specified in particular and includes, for example, a geometric model with a plurality of edges and surfaces.
- a collision point is, for example, a point at which, if the vehicle were to travel along the specified trajectory, the vehicle would touch the obstacle. This following can be simulated by the parking assistance system, for example.
- Each point on the specified trajectory where the vehicle touches or overlaps with the obstacle is calculated as a collision point, for example.
- a collision point can also be present when the distance from the obstacle falls below a predetermined minimum distance, for example a safety distance.
- the replacement trajectory is determined based on the at least one calculated collusion point.
- the substitute trajectory connects a starting point on the specified trajectory, which lies before the collision point, with an end point on the specified trajectory, which lies after the collision point, while avoiding the collision.
- the substitute trajectory thus replaces a section in the specified trajectory in such a way that the target position of the specified trajectory can be reached without a collision occurring or the follow-up maneuver being aborted due to the obstacle.
- a length of the substitute trajectory is preferably minimized, ie the substitute trajectory is as short as possible. A deviation from the specified trajectory is thus kept to a minimum.
- the parking assistance system prompts the vehicle to drive along the determined alternative trajectory.
- the parking assistance system as described above, the vehicle in a semi-autonomous or operates fully autonomous driving mode by generating and issuing the appropriate control commands and the like.
- the starting point of the substitute trajectory lies on the first section and the end point of the substitute trajectory lies on the second section.
- the replacement trajectory replaces a section of the specified trajectory that includes the turning point in the direction of travel. This is particularly the case when the obstacle is located in a region of the turning point in the direction of travel, so that, for example, the turning point in the direction of travel can no longer be reached without colliding.
- a distance between the obstacle and the turning point in the direction of travel is less than a predetermined limit value.
- the specified limit value depends, for example, on the dimensions of the vehicle and a maximum achievable steering angle and the like.
- the limit can be 3 m, 4 m or 5 m.
- the limit value can be 7 m, 8 m or 9 m, for example.
- the threshold for the distance of the congestion from the trajectory turning point depends on a relative position of the congestion to the first leg and the second leg.
- the obstacle can lie on the specified trajectory, with the limit value then being set relatively large.
- the obstacle may not be on the predetermined trajectory after the turnaround point. Then the limit value can be set relatively small.
- the substitute trajectory comprises at least one further turning point in the direction of travel.
- the substitute trajectory replaces a section of the specified trajectory that changes the direction of travel.
- the substitute trajectory has a section which lies in an overlapping section on the specified trajectory and whose direction of travel is opposite to the direction of travel of the specified trajectory in the overlapping section.
- the replacement trajectory can then, for example, initially include a reversal on the predefined trajectory in order to bring the vehicle into an improved starting position from which the obstacle can be avoided without a collision.
- a maximum offset of the substitute trajectory from the specified trajectory is smaller than a specified maximum offset.
- An offset is understood to mean, for example, the shortest distance between a point in the substitute trajectory and the specified trajectory.
- the offset can also be determined taking into account the vehicle geometry.
- the substitute trajectory has at least three turning points in the direction of travel.
- a distance from the starting point of the substitute trajectory to the collision point is less than a predefined maximum distance.
- the specified maximum distance can depend in particular on the vehicle geometry and a maximum steering angle.
- the specified maximum distance is, for example, 3 m, 4 m, 5 m, 6 m, 7 m, 8 m, 9 m, or 10 m.
- a length of the replacement trajectory is less than a predefined maximum length.
- a computer program product which includes instructions which, when the program is executed by a computer, cause the latter to execute the method according to the first aspect.
- a computer program product such as a computer program means
- a server in a network, for example, as a storage medium such as a memory card, USB stick, CD-ROM, DVD, or in the form of a downloadable file. This can be done, for example, in a wireless communication network by transferring a corresponding file with the computer program product or the computer program means.
- a parking assistance system for a vehicle is proposed.
- the parking assistance system which can also be referred to as a driver assistance system, is set up for automatically driving the vehicle along a trajectory.
- the parking assistance system includes a receiving unit for receiving a predefined trajectory and for receiving a sensor signal indicative of the surroundings of the vehicle.
- the specified trajectory comprises at least a first section and a second section, which are connected to one another at a turning point in the direction of travel, with a direction of travel of the first section being different from a direction of travel of the second section is.
- the parking assistance system also includes a detection unit for detecting an obstacle in the area as a function of the received sensor signal and a calculation unit for calculating at least one collision point, which is a point on the specified trajectory at which a collision between the vehicle and the obstacle occurs Dependency of the specified trajectory, the obstacle determined and a vehicle geometry of the vehicle.
- the parking assistance system has a determination unit for determining an alternative trajectory based on the at least one calculated collision point, the alternative trajectory having a starting point on the specified trajectory that lies before the collision point and an end point on the specified trajectory that lies after the collision point , avoiding the collision.
- the parking assistance system is preferably operated with the method of the first aspect.
- the parking assistance system has the same advantages that were described for the method of the first aspect.
- the embodiments and features described for the proposed method apply accordingly to the proposed parking assistance system.
- the parking assistance system is set up in particular for semi-autonomous or fully autonomous driving of the vehicle.
- Partially autonomous driving is understood to mean, for example, that the parking assistance system controls a steering device and/or an automatic drive level.
- Fully autonomous driving means, for example, that the parking assistance system also controls a drive device and a braking device.
- the parking assistance system and/or a respective unit of the parking assistance system for example the receiving unit, the detection unit, the calculation unit and/or the determination unit, can be implemented using hardware and/or software.
- the parking assistance system or the respective unit can be embodied, for example, as a computer or as a microprocessor.
- the parking assistance system or the respective unit can be designed as part of a higher-level control computer or control system of the vehicle, such as an ECU (Engine Control Unit).
- the parking assistance system it is set up to drive the vehicle automatically along the substitute trajectory.
- a vehicle is proposed for a parking assistance system according to the third aspect.
- the vehicle is, for example, a passenger car or a truck.
- the vehicle preferably includes a number of sensor units that are set up to detect the driving condition of the vehicle and to detect an environment of the vehicle.
- sensor units of the vehicle are image recording devices, such as a camera, a radar (radio detection and ranging) or a lidar (light detection and ranging), ultrasonic sensors, location sensors, wheel angle sensors and/or wheel speed sensors.
- the sensor units are each set up to output a sensor signal, for example to the parking assistance system, which carries out the semi-autonomous or fully autonomous driving as a function of the detected sensor signals.
- FIG. 1 shows a schematic view of a vehicle from a bird's eye view
- FIG. 2 shows a schematic view of a first example of a specified trajectory and an alternative trajectory
- FIG. 3 shows a schematic view of a second example of a predetermined trajectory and an alternative trajectory
- 4 shows a schematic view of a third example of a predetermined trajectory and an alternative trajectory
- 5 shows a schematic view of a fourth example of a specified trajectory and an alternative trajectory
- FIG. 6 shows a schematic view of a fifth example of a predetermined trajectory and an alternative trajectory
- FIG. 7 shows a schematic block diagram of an exemplary embodiment of a parking assistance system
- FIG. 8 shows a schematic block diagram of an exemplary embodiment of a method for determining an alternative trajectory.
- FIG. 1 shows a schematic view of a vehicle 100 from a bird's eye view.
- the vehicle 100 is, for example, a car that is arranged in an environment 200 .
- Car 100 has a parking assistance system 110, which is embodied as a control unit, for example.
- a plurality of environmental sensor devices 120, 130 are arranged on the car 100, these being, for example, optical sensors 120 and ultrasonic sensors 130.
- the optical sensors 120 include, for example, visual cameras, a radar and/or a lidar.
- the optical sensors 120 can each capture an image of a respective area from the environment 200 of the car 100 and output it as an optical sensor signal.
- the ultrasonic sensors 130 are set up to detect a distance to objects arranged in the environment 200 and to output a corresponding sensor signal.
- the parking assistance system 110 is able to drive the car 100 semi-autonomously or fully autonomously.
- the vehicle 100 has various other sensor devices 120, 130. Examples of this are a microphone, an acceleration sensor, an antenna with a coupled receiver for receiving electromagnetically transmittable data signals, and the like.
- the parking assistance system 110 is set up to determine an alternative trajectory ET (see FIGS. 2-6), as is described in detail below with reference to FIGS. 2-6 for different scenarios.
- FIG. 2 shows a schematic view of a first example of a specified trajectory VT and an alternative trajectory ET.
- the substitute trajectory ET replaces a portion of the given trajectory VT, so that a collision with an obstacle 210 that is partially on the given trajectory VT is prevented.
- the specified trajectory VT is, for example, a trained trajectory and leads from a starting position SP to an end position EP.
- the specified trajectory VT includes in In this example, two turning points WP in the direction of travel, at which the direction of travel DIR of the vehicle 100 changes, as can be seen from the arrows DIR.
- an obstacle 210 is located on the specified trajectory VT in a first section A1 in front of the first turning point WP of the specified trajectory VT.
- a collision point KP is calculated, at which the vehicle 100 collides with the obstacle 210 if it continues to travel on the specified trajectory VT.
- an equivalent trajectory ET is determined. This begins at a starting point ET1 on the specified trajectory VT just before the obstacle 210.
- the starting point ET1 is also a travel direction turning point WP, that is, the travel direction DIR of the vehicle 100 is reversed at this point.
- the substitute trajectory ET runs in a curve and in one go to an end point ET2 on the specified trajectory VT, which is on a second section A2 of the specified trajectory VT.
- the direction of travel DIR of the vehicle 100 corresponds in the end point ET2 to the direction of travel DIR of the second section A2 from the specified trajectory VT.
- the remaining part of the specified trajectory VT is free of obstacles 210 and can therefore be followed as intended.
- FIG. 3 shows a schematic view of a second example of a specified trajectory VT and an equivalent trajectory ET.
- the scenario is similar to that of FIG. 2, the only difference being that the obstacle 210 is detected early on, when the vehicle 100 is even further away from the obstacle 210.
- the starting point ET1 of the substitute trajectory ET is at a distance DK from the calculated collision point KP.
- the substitute trajectory ET initially deviates laterally from the specified trajectory VT, with the direction of travel DIR initially being the same. Then a direction change point WP is reached, in which the direction of travel DIR reverses.
- the specified trajectory VT is crossed in front of the obstacle 210 and the substitute trajectory ET is complete at the end point ET2 and the vehicle 100 can continue to travel along the specified trajectory VT.
- This distance DH can be used as a parameter to determine the substitute trajectory ET.
- an upper limit for the distance DH can be provided. If the distance DH exceeds the upper limit, another evasive maneuver can be planned, for example in such a way that the vehicle 100 returns to the predefined trajectory VT before the first turning point WP, i.e. driving around the obstacle 210, for example.
- FIG. 4 shows a schematic view of a third example of a specified trajectory VT and an alternative trajectory ET.
- the scenario of FIG. 4 differs from FIGS. 2 and 3 by a different end position EP and by the fact that the obstacle 210 is arranged on the second section A2 of the specified trajectory VT, which is behind the turning point WP in the direction of travel.
- the special feature of this example is that the substitute trajectory ET nevertheless already leaves the specified trajectory VT in the first section A1 before the turning point WP in the direction of travel.
- the substitute trajectory ET is similar to that which was described with reference to FIG. 3 .
- FIG. 5 shows a schematic view of a fourth example of a specified trajectory VT and an equivalent trajectory ET.
- the obstacle 210 is not on the specified trajectory VT, but slightly off it, and on the other hand, there are two solid boundary lines next to the specified trajectory VT LIM shown that limit, for example, the drivable range or the permissible range in which the replacement trajectory ET may run. In this example, it is thus ensured that the substitute trajectory ET does not deviate too far from the specified trajectory VT.
- the obstacle 210 is at a distance Dmin from the predetermined trajectory VT.
- the distance Dmin falls below a minimum distance that must be maintained from an obstacle. Due to the vehicle geometry, a collision would occur at the collision point KP despite the distance Dmin, which is why the substitute trajectory ET is required.
- the collision point KP is only calculated when the vehicle 100 is already very close to the obstacle 210, which is why the vehicle 100 first has to back up a little. Therefore, the starting point ET1 corresponds to a travel direction turning point WP.
- An overlapping section A3 is formed, in which the specified trajectory VT and the substitute trajectory ET lie one above the other, but each have an opposite direction of travel DIR.
- the substitute trajectory ET therefore includes two further travel direction turning points WP (therefore three in total) at which the travel direction DIR of the vehicle 100 is reversed.
- the substitute trajectory ET therefore includes a number of trains that deviate from the specified trajectory VT.
- FIG. 6 shows a schematic view of a fifth example of a specified trajectory VT and an equivalent trajectory ET.
- the obstacle 210 is behind the travel direction turning point WP of the specified trajectory VT.
- the distance Dmin of the obstacle 210 from the specified trajectory VT is, for example, below a safety distance that must be maintained when following behind.
- a collision can therefore occur in the collision point KP at the travel direction turning point WP (or just before it) of the specified trajectory VT. Therefore, the vehicle 100 does not reach the turning point WP.
- a replacement trajectory ET is planned, the starting point of which ET 1 is just before the direction of travel turning point WP and which itself is a travel direction turning point is WP.
- the substitute trajectory ET leads from the starting point ET1 with the smallest possible offset to the specified trajectory VT to the end point ET2 on the second section A2 of the specified trajectory VT, from which autonomous driving on the specified trajectory VT is continued.
- FIG. 7 shows a schematic block diagram of an exemplary embodiment of a parking assistance system 110 for a vehicle 100 (see FIGS. 1-6).
- the parking assistance system 110 is set up for automatically driving the vehicle 100 along a trajectory VT, ET (see also FIGS. 2-6).
- the parking assistance system 110 includes a receiving unit 112 for receiving a specified trajectory VT, which includes at least a first section A1 (see Fig. 2 - 6) and a second section A2 (see Fig. 2 - 6) at a turning point WP (see Fig. 2 - 6) are connected to one another, with a direction of travel DIR (see Fig.
- a detection unit 114 is set up to detect an obstacle 210 (see FIGS. 2-6) in the area 200 as a function of the received sensor signal SIG.
- a calculation unit 116 is for calculating at least one collision point KP (see Fig. 2 - 6), which is a point on the predetermined trajectory VT at which a collision between the vehicle 100 and the obstacle 210 occurs, depending on the predetermined trajectory VT, of the detected obstacle 210 and a vehicle geometry of the vehicle 100 .
- a determination unit 118 is set up to determine the substitute trajectory ET based on the at least one calculated collision point KP, with the substitute trajectory ET having a starting point ET1 (see Fig. 2 - 6) on the specified trajectory VT, which lies before the collision point KP, with an end point ET2 (see FIG. 2-6) on the given trajectory VT, which lies after the collision point KP, while avoiding the collision.
- determination unit 118 outputs substitute trajectory ET to a unit (not shown) outside parking assistance system 110 .
- the parking assistance system 110 causes the vehicle 100 to drive along the determine stuffs substitute trajectory ET.
- the parking assistance system 110 and/or a respective unit of the parking assistance system 110 can be implemented in terms of hardware and/or software.
- the parking assistance system 110 or the respective unit 112, 114, 116, 118 can be designed, for example, as a computer or as a microprocessor.
- the parking assistance system 110 or the respective unit 112, 114, 116, 118 can be designed as a computer program product, as a function, as a routine, as part of a program code or as an executable object.
- the parking assistance system 110 or the respective unit 112, 114, 116, 118 can be designed as part of a higher-level control computer or control system (not shown) of the vehicle 100.
- Fig. 8 shows a schematic block diagram of an embodiment of a method for determining an alternative trajectory ET (see Fig. 2 - 7) for a vehicle 100 (see Fig. 1 - 6), which by means of a parking assistance system 110 (see Fig. 1 - 7) is operable in an autonomous driving mode.
- a predetermined trajectory VT (see Fig. 2-7), which comprises at least a first section A1 (see Fig. 2-6) and a second section A2 (see Fig. 2-6), which at a travel direction turning point WP (see Fig. 2 - 6) are connected to one another, with a travel direction DIR (see Fig.
- a sensor signal SIG (see FIG. 7) indicative of an area 200 (see FIG. 1) of the vehicle 100 is received.
- an obstacle 210 in the area 200 is detected as a function of the received sensor signal SIG.
- at least one collision point KP (see Fig. 2 - 6), which is a point on the specified trajectory VT, at which a collision between the vehicle 100 and the obstacle 210 occurs, depending on the predetermined trajectory VT, the detected obstacle 210 and a vehicle geometry of the vehicle 100 is calculated.
- the replacement trajectory ET is calculated based on the at least one calculated collision point KP, with the replacement trajectory ET having a starting point ET 1 (see FIGS. 2-6) on the specified trajectory VT, which is before the collision point KP lies, with an end point ET2 (see FIG. 2-6) on the specified trajectory VT, which lies after the collision point KP, while avoiding the collision.
- This method is advantageously carried out with the parking assistance system 110 of FIG. 7 .
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Abstract
Description
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102020117773.9A DE102020117773A1 (de) | 2020-07-06 | 2020-07-06 | Verfahren zum ermitteln einer ersatztrajektorie, computerprogrammprodukt, parkassistenzsystem und fahrzeug |
PCT/EP2021/067802 WO2022008293A1 (de) | 2020-07-06 | 2021-06-29 | Verfahren zum ermitteln einer ersatztrajektorie, computerprogrammprodukt, parkassistenzsystem und fahrzeug |
Publications (1)
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EP4175866A1 true EP4175866A1 (de) | 2023-05-10 |
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EP21737430.5A Pending EP4175866A1 (de) | 2020-07-06 | 2021-06-29 | Verfahren zum ermitteln einer ersatztrajektorie, computerprogrammprodukt, parkassistenzsystem und fahrzeug |
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US (1) | US20230249675A1 (de) |
EP (1) | EP4175866A1 (de) |
JP (1) | JP2023533005A (de) |
KR (1) | KR20230021730A (de) |
CN (1) | CN115768679A (de) |
DE (1) | DE102020117773A1 (de) |
WO (1) | WO2022008293A1 (de) |
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DE102022101350A1 (de) | 2022-01-21 | 2023-07-27 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren und Fahrsystem zum Führen eines Fahrzeugs basierend auf einer aufgezeichneten Trajektorie |
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DE102020117773A1 (de) | 2022-01-13 |
US20230249675A1 (en) | 2023-08-10 |
CN115768679A (zh) | 2023-03-07 |
JP2023533005A (ja) | 2023-08-01 |
KR20230021730A (ko) | 2023-02-14 |
WO2022008293A1 (de) | 2022-01-13 |
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