Classifications

• • G—PHYSICS
  • G07—CHECKING-DEVICES
  • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
  • G07C5/00—Registering or indicating the working of vehicles
  • G07C5/02—Registering or indicating driving, working, idle, or waiting time only
  • G07C5/06—Registering or indicating driving, working, idle, or waiting time only in graphical form
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M17/00—Testing of vehicles
  • G01M17/007—Wheeled or endless-tracked vehicles
  • G01M17/06—Steering behaviour; Rolling behaviour
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F11/00—Error detection; Error correction; Monitoring
  • G06F11/36—Prevention of errors by analysis, debugging or testing of software
  • G06F11/3668—Testing of software
  • G06F11/3696—Methods or tools to render software testable
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F11/00—Error detection; Error correction; Monitoring
  • G06F11/36—Prevention of errors by analysis, debugging or testing of software
  • G06F11/3668—Testing of software
  • G06F11/3672—Test management
  • G06F11/3684—Test management for test design, e.g. generating new test cases
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0097—Predicting future 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
• • 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
• • 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
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M17/00—Testing of vehicles
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M17/00—Testing of vehicles
  • G01M17/007—Wheeled or endless-tracked vehicles
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
  • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
  • G01S13/88—Radar or analogous systems specially adapted for specific applications
  • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
  • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
  • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
  • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
  • G01S7/40—Means for monitoring or calibrating
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F11/00—Error detection; Error correction; Monitoring
  • G06F11/36—Prevention of errors by analysis, debugging or testing of software
  • G06F11/3668—Testing of software
  • G06F11/3672—Test management
  • G06F11/3688—Test management for test execution, e.g. scheduling of test suites
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F30/00—Computer-aided design [CAD]
  • G06F30/10—Geometric CAD
  • G06F30/15—Vehicle, aircraft or watercraft design
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F30/00—Computer-aided design [CAD]
  • G06F30/20—Design optimisation, verification or simulation
• • G—PHYSICS
  • G06—COMPUTING OR CALCULATING; COUNTING
  • G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
  • G06N20/00—Machine learning
• • G—PHYSICS
  • G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
  • G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
  • G09B9/00—Simulators for teaching or training purposes
  • G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
• • G—PHYSICS
  • G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
  • G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
  • G09B9/00—Simulators for teaching or training purposes
  • G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
  • G09B9/04—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles
  • G09B9/05—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles the view from a vehicle being simulated

Definitions

• the invention relates to a computer-implemented method for testing at least one driver assistance system for a vehicle. Furthermore, the invention relates to a corresponding system for testing at least one driver assistance system.
• driver assistance systems Advanced Driver Assistance Systems
• ABS anti-lock braking system
• ESP electronic stability program
• Driver assistance systems that are already being used to increase active road safety include a parking assistant, an adaptive cruise control system, also known as adaptive cruise control (ACC), which adaptively regulates a desired speed selected by the driver based on the distance from the vehicle in front.
• ACC stop-and-go systems which in addition to the ACC causes the vehicle to continue driving automatically in traffic jams or when vehicles are stationary
• lane keeping or lane assist systems which automatically keep the vehicle in its lane and pre-crash systems which, in the event of a collision, prepare or initiate braking, for example, in order to take the kinetic energy out of the vehicle, and initiate other measures if a collision is unavoidable.
• driver assistance systems both increase safety in traffic by warning the driver in critical situations and initiate independent intervention to avoid or reduce accidents, for example by activating an emergency braking function.
• driving comfort is enhanced by functions such as automatic parking, automatic lane keeping and automatic distance control increased.
• the safety and comfort gain of a driver assistance system is only perceived positively by the vehicle occupants if the support from the driver assistance system is safe, reliable and - as far as possible - comfortable.
• each driver assistance system depending on its function, must manage scenarios that occur in traffic with maximum safety for the vehicle and without endangering other vehicles or other road users.
• the respective degree of automation of vehicles is divided into so-called automation levels 1 to 5 (see, for example, the SAE J3016 standard).
• the present invention relates in particular to vehicles with driver assistance systems of automation level 3 to 5, which is generally considered to be autonomous driving.
• the challenges for testing such systems are manifold. In particular, a balance must be found between the test effort and the test coverage.
• the main task when testing ADAS/AD functions is to demonstrate that the function of the driver assistance system is guaranteed in all conceivable situations, especially in critical driving situations. Such critical driving situations have a certain degree of danger, since no reaction or an incorrect reaction of the respective driver assistance system can lead to an accident.
• driver assistance systems in particular autonomous driving functions
• critical scenarios for driver assistance systems.
• a first aspect of the invention relates to a computer-implemented method for testing a driver assistance system of a vehicle, having the following work steps:
• the driver assistance system operating the driver assistance system in a virtual environment of the vehicle based on the simulated traffic situation, the driver assistance system showing a driving behavior
• a second aspect of the invention relates to a system for generating scenarios for testing a driver assistance system of a vehicle, having:
• Means for simulating a virtual traffic situation which has the vehicle and at least one other road user, with a first road user being controllable by a first user and with other road users that cannot be controlled by users being automated, in particular by artificial intelligence or logic -based, to be controlled; a first, in particular at least optical, user interface for outputting, on the basis of the virtual traffic situation, a virtual environment of at least one first road user to the first user via a first, in particular at least optical, user interface; and a second user interface for recording inputs from the first user for controlling the at least one first road user in the virtual environment of the first road user via a second user interface, wherein when simulating the virtual traffic situation, the recorded inputs of the first user and the resulting interaction of the at least one first road user are taken into account with his virtual environment;
• a user within the meaning of the invention is a natural person, i. H. a human.
• a driver assistance system within the meaning of the invention is preferably set up to support a driver when driving or to at least partially guide a vehicle, in particular a driver assistance system of automation level 3 to 5, or more particularly an autonomous driving function.
• Traffic user within the meaning of the invention is preferably any object that participates in traffic.
• a road user is a person, an animal or a vehicle.
• extraction preferably means delimiting or isolating.
• scenarios are delimited or isolated from the scenario data.
• data areas in the scenario data are preferably selected.
• Scenario data within the meaning of the invention are preferably characterized by the position and movement of road users and the position of static objects in relation to a scenario.
• a scenario within the meaning of the invention is preferably formed from a chronological sequence of, in particular static, scenes.
• the scenes give example, the spatial arrangement of the at least one other object relative to the ego object, z. B. the constellation of road users.
• a scenario preferably considers dynamic and static content.
• a model for the systematic description of scenarios is preferably used here, more preferably the model of the PEGASUS project (https://www.pegasusschreib.de) with the following six independent levels: 1st street (geometry,%) ; 2. Street furniture and rules (traffic signs,...); 3. Temporary changes and events (road construction,...); 4. Moving objects (traffic-related objects such as: vehicles, pedestrians,... that move relative to the vehicle to be tested); 5.
• a scenario can contain, in particular, a driving situation in which a driver assistance system at least partially controls the vehicle, which is called the ego vehicle and is equipped with the driver assistance system, e.g. B. performs at least one vehicle function of the ego vehicle autonomously.
• a traffic situation within the meaning of the invention preferably describes the totality of all circumstances in traffic with road users in a defined spatial area and/or in a defined period of time or point in time. These circumstances are preferably taken into account by road users for the selection of suitable behavior patterns at a specific point in time.
• a traffic situation preferably includes all relevant conditions, possibilities and determinants of traffic.
• a traffic situation can, but does not have to, be represented from the point of view of a road user or object.
• the simulated measured variables within the meaning of the invention are preferably selected from the following group: speed, in particular an initial speed, of a road user; a direction of movement, in particular a trajectory, of a road user; lighting conditions; Weather; road surface; Temperature; number and position of static and/or dynamic objects; one Speed and a direction of movement, in particular a trajectory, of the dynamic objects; condition of signaling installations, in particular light signaling installations; traffic signs; number of lanes; Acceleration or deceleration of road users or objects.
• a predefined constellation of measured variables within the meaning of the invention is preferably a constellation of values of one or more measured variables, in particular over time.
• label means preferably provided with a categorizing designation.
• An increased probability of an accident can also occur, in particular with regard to the other road users (who are guided based on logic or AI) and in a critical driving situation they have to leave their driving order or their actual trajectory (through an evasive maneuver).
• An increased probability of an accident can also arise, in particular, from external factors which affect the first road user or the other road users, for example if a driver is blinded.
• a quality within the meaning of the invention preferably characterizes the simulated scenario.
• a grade is preferably a quality or condition and/or understood a relevance of the simulated scenario in relation to the dangerousness of a driving situation for a specific driver assistance system.
• Relevance within the meaning of the invention is preferably understood to mean the frequency with which a scenario occurs in road traffic. For example, a backlit scenario is more relevant than a scenario in which an airplane lands on the street.
• the relevance preferably also depends on the region for which the road traffic is relevant. For example, there are scenarios that are relevant in Germany but not in China.
• An area surrounding the vehicle within the meaning of the invention is preferably formed at least by the road users and other objects relevant to the vehicle guidance by the driver assistance system.
• the surroundings of the vehicle include scenery and dynamic elements.
• the scenery preferably includes all stationary elements.
• a termination condition within the meaning of the invention is preferably defined objectively or can also be brought about by input from a user.
• Means within the meaning of the invention can be hardware and/or software and in particular one, preferably with a memory and/or bus system data or signal connected, in particular digital, processing, in particular microprocessor units (CPU) and/or one or more Have programs or program modules.
• the CPU can be designed to process commands that are implemented as a program stored in a memory system, to detect input signals from a data bus and/or to emit output signals to a data bus.
• a storage system can have one or more, in particular different, storage media, in particular optical, magnetic, solid state and/or other non-volatile media.
• the program can be such that it embodies or is able to execute the methods described here, so that the CPU can execute the steps of such methods and then in particular can generate scenarios.
• the invention is based on the approach of animate real people to generate scenarios, but no test drives in real traffic are required.
• the real driver moves a vehicle in a simulated traffic situation, in particular in a virtual environment or a virtual environment which is created by the simulated traffic situation.
• the invention makes the generation of scenarios accessible to a crowdsourcing approach.
• One or more users can now navigate a road user of their choice through virtual traffic situations on a simulator. Due to the almost infinite possibility of options when navigating the road user(s) and other aleatoric mechanisms when simulating the virtual traffic situation, as in real road traffic, various scenarios can arise in an almost infinite number.
• the invention preferably uses predefined criteria to determine whether known or new scenarios occur. For this purpose, the simulation process and in particular the simulation data generated by it are continuously analyzed and monitored.
• the physics in the simulation preferably corresponds to reality in order to generate scenario data that is as realistic as possible. This applies in particular to the physical properties of road users and those of the environment. It is not possible to drive through objects or the like. Multiple users particularly preferably navigate multiple road users in the simulated traffic.
• the quality or dangerousness of a scenario created by his activity is communicated to the user through feedback on the quality of the scenario.
• the user can then try to increase the quality by adapting his steering behavior of the road user he is steering.
• the resulting driving situation is preferably recorded as scenario data in order to be able to reproduce it later in a simulated scenario.
• the scenario data generated in this way are already labeled, in particular objects of the virtual traffic situation are labeled.
• Information about the properties of objects is available in the simulation, so that the information can be assigned to the objects.
• the simulated scenario of the ascertained quality is changed until a termination condition is reached.
• the simulated scenario is preferably output until its quality reaches a termination condition. More preferably, the simulated scenario is only output when its quality reaches the termination condition.
• the test method is continued or repeated until the driving behavior of the user and/or the simulation of the scenario leads to a behavior of the driver assistance system that violates a predefined target value that serves as a termination condition.
• a termination condition can e.g. B. a duration up to a collision time of less than 0.25 seconds or a certain time budget, z. B. 600 hours maximum simulation time.
• the change is made at least partially by the user via the first user interface or the second user interface using an editor, with operations of the User are preferably recorded and stored in a control table. Due to the possibility of changing the scenario, the user can not only influence the resulting driving situation through his driving behavior, but can also directly influence the simulated driving scenario. In this way, it has a further influence on the quality of the resulting driving situation. The user can thus optimize an existing driving scenario in such a way that driving situations with the highest possible quality result in interaction with his driving behavior.
• a speed in particular an initial speed of the vehicle, and/or a trajectory of the vehicle is specified when simulating the scenario.
• These specifications are boundary conditions when testing the driver assistance system and can preferably also be changed by the user.
• the parameters of the scenario are selected from the following group, depending on the type of driver assistance system being tested:
• Speed in particular an initial speed, of a road user; a direction of movement, in particular a trajectory of a road user; lighting conditions; Weather; road surface, temperature; number and position of static and/or dynamic objects; a speed and a direction of movement, in particular a trajectory, of the dynamic objects; condition of signaling installations, in particular light signaling installations; traffic signs; number of lanes; Acceleration or deceleration of road users or objects.
• the quality is characterized by a reward for the user, in particular a fictitious one.
• the user is credited with a reward, for example in a virtual account. In this way it can be achieved that the user always tries to realize driving situations with a higher quality.
• the quality is higher the more dangerous the driving situation that has arisen is, in particular the shorter the calculated duration up to the time of the collision.
• the simulated scenario is changed using evolutionary algorithms.
• Evolutionary algorithms are also known as genetic algorithms. When altered by such algorithms, different algorithms are crossed and mutated. The resulting algorithms become candidates for the next iteration step, i. H. the next variant of the simulated scenario.
• a utility function is approximated on the basis of the determined quality, which describes the quality value of a specific simulated scenario. In this way, a reward can be calculated for a user.
• the driver assistance system is simulated. This means that only the software or the actual code of the driver assistance system is taken into account or implemented when simulating the virtual traffic situation, according to the “software-in-the-loop” concept.
• the testing of a driver assistance system can be carried out in a pure simulation. A stimulation or a provision of signals to a real driver assistance system can be omitted here.
• historical data from earlier test operations of a driver assistance system are taken into account during the initial simulation of the scenario.
• Historical data can be used to pre-train an algorithm used to simulate traffic scenarios. This can reduce the time it takes to find critical scenarios.
• algorithms can also be used which have been trained on another, in particular similar, ADAS or AD system. In particular, so-called regression tests can be carried out in this way in order to ensure that changes to parts of the software of the driver assistance system that have already been tested do not cause any new errors.
• the driver assistance system in particular its software or the entire hardware, can be tested on a test bench.
• a hardware-in-the-loop method can be used for this.
• FIG. 1 shows a diagram of the probability of occurrence of scenarios as a function of their criticality and/or danger
• FIG. 2 shows a block diagram of an exemplary embodiment of a method for generating scenarios
• FIG. 4 shows a third example of a simulated virtual traffic situation
• FIG. 5 shows an exemplary embodiment of a system for generating scenario data for testing a driver assistance system of a vehicle
• FIG. 6 shows an exemplary embodiment of a means for operating a driver assistance system.
• FIG. 1 shows the probability of occurrence of scenarios as a function of the criticality and/or danger of scenarios.
• the probability of occurrence is the probability in which scenarios occur in real road traffic.
• a virtual traffic situation 3 is simulated, in which a driver assistance system 7 is to be tested.
• the virtual traffic situation 3 has a plurality of virtual road users 1, 4, 5a, 5b, 5c, 5d, 6, the vehicle 1 being controlled by the driver assistance system 7 to be tested.
• at least one further first road user 4 of the plurality of road users 1, 4, 5a, 5b, 5c, 5d, 6 can be controlled by a first user 2 and those road users 5a, 5b, 5c, 5d, 6 that cannot be controlled by users are controlled automatically.
• Artificial intelligence or a logic-based controller is preferably used here.
• a plurality of road users, which are controlled by users, ie people, can preferably be located in the simulated virtual traffic situation 3 .
• a plurality of driver assistance systems 7 can also be tested simultaneously in a single vehicle or in multiple vehicles.
• a traffic flow model in particular PTV-Vissim® or Eclipse SUMO, in particular version 1.8.0, is preferably used to simulate the virtual traffic situation.
• the simulation is based on data obtained in a real test drive.
• the parameters of individual objects e.g. B. the Ge speed of road users
• the traffic situation 3 is created purely on the basis of mathematical algorithms. Both approaches can preferably also be mixed.
• FIG. 3a Such a simulated traffic situation 3 is shown, for example, in FIG. 3a.
• a pedestrian 6 crosses a street.
• Other vehicles 5b, 5c, 5d are parked next to the lane, through which the pedestrian 6 is not visible or only poorly visible to the motorcycle 4 controlled by the first user 2.
• Another vehicle 5a is driving in the second lane for oncoming traffic at the level of pedestrian 6.
• a vehicle 1 is approaching behind the other vehicle 5a, the longitudinal and lateral control of which is carried out by a driver assistance system 7 . Whether this motorcyclist 4 is visible to the vehicle 1 controlled by the first user 2 is not clear from FIG. 3a.
• the other vehicles 5a, 5b, 5c, 5d, the pedestrian 6 and the motorcyclist 4 form a virtual environment of the vehicle 1 controlled by the driver assistance system in the traffic situation 3.
• the other vehicles 5a, 5b, 5c, 5d, the pedestrian 6 a virtual environment of the motorcycle 4 controlled by the user in the traffic situation 3.
• a scenario will result which is dangerous or less dangerous.
• the respective scenario is all the more dangerous the more complex it is and is therefore more difficult for a driver assistance system 7 to process. If the first user 2 brings the motorcycle 4 to a standstill, for example, as indicated in FIG. 3a by the bar in front of the movement arrow of the motorcycle 4, the vehicle 1, which is controlled by the driver assistance system, can Overtake oncoming vehicle 5a in the lane undisturbed.
• FIG. 3b shows the same virtual traffic situation 3 as FIG. 3a, in which the motorcycle controlled by the first user 2 is in the same initial traffic situation as in FIG. 3a.
• the movement arrow which emanates from the motorbike 4 controlled by the first user 2, the first user 2 continues to control it with undiminished speed.
• An initial speed and/or an initial trajectory of the vehicle 1 and/or the motorcycle 4 is preferably specified by simulating the traffic situation 3 .
• a second work step 102 the virtual traffic situation 3 is output to the first user 2 via a first user interface 12 .
• Possible user interfaces 12 are shown in Fig. 4 as an example and preferably include optical user interfaces, in particular screens, audio user interfaces, in particular loudspeakers, and/or a user interface for stimulating the sense of balance of the first user 2.
• a third work step 103 inputs by the first user 2 for controlling the motorcycle 4 in a virtual environment around the first road user 1 are recorded via a second user interface 13 .
• the second user interfaces 13 are also shown in FIG. 4 . It is preferably the steering wheel, a gear shift, a handbrake, a brake pedal, a clutch and/or an accelerator pedal and other possible control instruments that are available to a driver in a vehicle.
• the first road user 1 in FIGS. 3a and 3b is the motorcycle 4.
• the interaction in the traffic situations 3 shown in FIGS. 3a and 3b is, for example, how the first user 2 reacts to the initial scenario.
• the other road users in particular the oncoming vehicle 1 and the other oncoming vehicle 5a and the pedestrian 6, will also react.
• the oncoming vehicle 1 will brake if the driver assistance system 7 detects that the vehicle 1 controlled by the first user 2 is not reducing its speed.
• the simulation of the traffic situation 3 is therefore a continuous process which, as indicated by an arrow in FIG. 2, constantly runs in a loop and generates simulation data in the process.
• the objects that are part of the virtual traffic situation 3 are preferably labeled. This affects both static and dynamic objects.
• later data that can be obtained from the simulation data includes the so-called ground truth information. If the scenario data is used, for example, to test a driver assistance system 7, it can be understood which objects the driver assistance system 7 has correctly detected and which it has incorrectly detected.
• Such labels are, for example, tree, pedestrian, car, truck, etc.
• actions are set in the traffic situations 3, which encourage the first user to be active.
• this could be another vehicle that follows motorcycle 4 controlled by first user 2 and urges it to accelerate.
• Such an action can also be a surprising movement trajectory of the pedestrian 6, for example by starting to run.
• a fourth step 104 the driver assistance system 2 and with it the vehicle 1 controlled by it are operated in a virtual environment of the vehicle, which results from the position and orientation of the vehicle 1 in the simulated traffic situation 3, which results from the simulation and the Control of the motorcycle 4 by the first user 2 was created.
• both the hardware of the driver assistance system 7 with or without sensors and only the software of the driver assistance system 7 can be operated in a tested manner. Missing hardware components can be simulated.
• the vehicle 1 with the function to be tested or the driver assistance system 2 to be tested is operated in the virtual road network, which contains at least one virtual traffic situation 3 .
• the vehicle 1 On its way from the starting point to the specified destination, the vehicle 1 must avoid a construction site that a user 2 has created to influence the traffic situation, control it through simulated traffic, master the traffic using a vehicle 4 with a real driver, etc. This results in, for example, the route marked with a dotted line.
• the road network with the traffic situations 2 provided is preferably a platform on which the developer, for example a vehicle manufacturer, can let your car drive, preferably anonymously. In other words, you can see which cars are driving autonomously, but not what type and/or manufacturer. In this case, preferably not only the function but also the driving dynamics are simulated.
• the users which Control road users manually, can then let off steam and try to bring the driver assistance system 7 of the vehicle 1 from the concept.
• a fifth work step 105 scenarios are recorded which arise as a result of the driving behavior of driver assistance system 7 in relation to vehicle 1 controlled by it in traffic situation 3 or in the area surrounding vehicle 1 .
• Both types of scenarios are preferably defined by predefined constellations of simulated measurement variables, which can be determined from the virtual traffic situation 3 .
• These predefined constellations either form the templates for scenarios or correspond to elementary maneuvers from which the occurrence of a scenario can be inferred. This could be, for example, a strong braking deceleration of the vehicle 1 in FIGS. 3a and 3b, which is used as a trigger condition for the occurrence of a scenario that has not yet been predefined.
• a quality of the resulting scenario is preferably determined as a function of a predefined criterion, with the quality preferably being characterized by the dangerousness of one of the scenarios.
• the quality is preferably all the higher, the more dangerous the resulting scenario is.
• a degree of danger is preferably determined by so-called time-to-X metrics, such as those described in the publication “Metrics for assessing the criticality of traffic situations and scenarios”; P. Junietz et al., 11 . Workshop Driver Assistance Systems and Automated Driving”, FAS 2017.
• duration up to a point in time at which a collision occurs time to collision
• time to kickdown time to steer
• time to react distance of closest encounter
• Time to Closest Encounter Worst Time to Collision.
• the level of danger is characterized by a probability of an accident.
• the quality determined is preferably output to the user 2 via one of the aforementioned interfaces. This can be after each new scenario emerges or after going through each new one resulting scenarios happen. However, this can preferably also only take place after a number of scenarios have been run through.
• a reward in particular a fictitious one, is credited to the first user 2 as a function of the quality of the scenario that has occurred. More preferably, the notional reward indicates the goodness.
• the first user 2 can preferably change, replace or remove objects in the simulation of the traffic situation 3 .
• he can add new objects.
• the first user 2 can thereby try to shape the traffic situation 3 in such a way that it becomes as complex as possible. In this way he can provoke errors in driver assistance system 7 when driving vehicle 1 .
• the user 2 could provide that the trailer of a truck as another road user has the same color as the sky in order to make it more difficult for an optical sensor of a driver assistance system to perceive it.
• the user can preferably fall back on a large number of options for changing the traffic situation.
• a few examples are listed below, which can be used individually or together: Changing the textures of objects (e.g. traffic sign prints on trucks); Set up construction sites, e.g.
• warning beacons in the middle of the street; let a dinosaur run across the street (e.g. relevant during the carnival season); consciously position objects in such a way that they cover each other; person dressed in white in front of white wall; injured person on the street; Martinshorn or horn (it can also be provided in the driver assistance system acoustic matic sensors).
• a type of editor is preferably used here, with which the first user 2 can design the traffic situation 3 . More preferably, operations by the first user 2 are preferably recorded and stored in a control table. In this way it should be possible to determine which measures can be used to create traffic situations 3 which lead to particularly complex scenarios.
• the simulated traffic situation 3 is preferably changed. This occurs either on the basis of the recorded inputs from the first user 2.
• algorithms for changing the simulated traffic situation 3 can preferably also be used here, in particular evolutionary algorithms. When changing, only existing parameters of the traffic situation 3 are preferably changed. For example, the color or speed of existing objects. However, the basic design of the traffic situation 3 is retained.
• Possible parameters that can be influenced are: speed, in particular an initial speed, of a road user; a direction of movement, in particular a trajectory, of a road user; lighting conditions; Weather; road surface; Temperature; number and position of static and/or dynamic objects; state and appearance of static and/or dynamic objects; a speed and a direction of movement, in particular a trajectory, of the dynamic objects; condition of signaling installations, in particular light signaling installations; traffic signs; number of lanes; Acceleration or deceleration of road users or objects; Signs of soiling and/or aging of the road surface; geographic orientation of the traffic situation. In particular, colors, textures, shapes and clothing of objects and/or the position of the sun and the direction of incidence of the sunlight in the traffic situation 3 can be changed.
• driver assistance system 7 Even though the method 100 for testing a driver assistance system 7 has been described above in relation to a driver assistance system 7 to be tested in a vehicle 1 and a user 2 who controls a first road user 4, it is also possible for driver assistance systems of several vehicles be tested by the method 100 and/or that multiple traffic participants are controlled by users. For example, the pedestrian 6 could be controlled by a second user. This means that several vehicles can be controlled by driver assistance systems in the simulated traffic situation and/or that several other road users can be controlled by other users. 5 shows a system 10 for generating scenarios for testing a driver assistance system of a vehicle.
• This system 10 preferably has means 11 for simulating a virtual traffic situation 3, which has a plurality of virtual road users.
• the system In order to make a road user 4 controllable by a first user 2 , the system also has at least one first user interface 12 and at least one second user interface 13 .
• the at least one first user interface or user interfaces 12 serve to output a virtual environment of at least one first road user 1 to the first user 2.
• the virtual environment of the at least one first road user 4 is determined on the basis of the simulated virtual traffic situation 3. It is essentially a representation of the virtual traffic situation 3 in the initial scenario from the point of view of the first road user 4, which the first user 2 controls.
• these user interfaces 12 are optical user interfaces such as screens and audio interfaces such as loudspeakers and possibly devices with which the sense of balance of the respective user 2 can be influenced.
• the second user interface or user interfaces 13 are set up to record inputs from the respective user 2 . As shown in FIG. 4, these are preferably different operating elements. As already explained above, these can be dependent on the respective road user 1 controlled by the user 2 . If the road user 1 controlled by the first user 2 is a vehicle, the user interfaces 12, 13 are preferably arranged in the area of a so-called seat box 19, which forms a simulator together with the user interfaces 12, 13, as shown in FIG.
• the system 10 preferably has means 14 for operating the driver assistance system 2 in a virtual environment of the vehicle 1 on the basis of the simulated traffic situation 3 .
• the driver assistance system 2 drives the vehicle 1 through this traffic situation 3 and shows a certain driving behavior.
• the system 10 preferably means 15 for determining detection of a Scenarios, which is caused by the driving behavior of the driver assistance system 2 in the virtual environment of the vehicle 1.
• the system 10 preferably has means 16 for determining a quality of the simulated scenario of the 3 resulting scenario as a function of a predefined criterion in relation to the resulting driving situation, in particular a dangerousness of the resulting driving situation of the resulting scenario.
• the first or the second user interface 12, 13, in particular a display, are also set up to output the quality to the user. Furthermore, a data interface can be provided, which is set up to output the scenario data for further processing.
• the means 11, 14, 15, 16, 17, 18 are preferably part of a data processing device, which is preferably formed by a computer.
• a means 14 for operating a driver assistance system 7 is shown again in detail in FIG.
• Such a means 14 preferably has a device 20 which is set up to simulate a virtual environment of the vehicle 1 on the basis of the scenario data. Furthermore, the means 20 are set up to also render this environment.
• An interface 21 is set up to output or emulate the virtual environment of a driver assistance system.
• Such an interface 21 can be a screen if the driver assistance system 7 has an optical camera.
• the sensor of driver assistance system 7 is a radar sensor, which emits a signal S.
• This signal S is detected by radar antennas 21, which form the interface.
• the means 20 for simulating calculate a response signal S′, which in turn is output to the radar of the driver assistance system 7 via radar antennas.
• a response signal S′ which in turn is output to the radar of the driver assistance system 7 via radar antennas.
• the function of the driver assistance system 7 can be tested.
• the simulated virtual environment as shown in FIG. 6, can be tested by emulating signals to the sensor of the driver assistance system 7.
• a signal S' can also be generated, which is fed directly into the data processing unit 7 of the driver assistance system, or else a signal S', which is only processed by the software of the driver assistance system 7.

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• 2021
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