WO2003096068A1 - Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet - Google Patents

Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet Download PDF

Info

Publication number
WO2003096068A1
WO2003096068A1 PCT/DE2003/001409 DE0301409W WO03096068A1 WO 2003096068 A1 WO2003096068 A1 WO 2003096068A1 DE 0301409 W DE0301409 W DE 0301409W WO 03096068 A1 WO03096068 A1 WO 03096068A1
Authority
WO
WIPO (PCT)
Prior art keywords
probability
collision
risk
vehicle
movement
Prior art date
Application number
PCT/DE2003/001409
Other languages
German (de)
English (en)
Inventor
Stephan Simon
Brad Ignaczak
Robert Lyons
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
Priority claimed from DE10257842A external-priority patent/DE10257842A1/de
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to US10/533,778 priority Critical patent/US7617048B2/en
Priority to JP2004504004A priority patent/JP4200131B2/ja
Priority to DE10393062T priority patent/DE10393062D2/de
Priority to AU2003240406A priority patent/AU2003240406A1/en
Priority to EP03729856A priority patent/EP1506431A1/fr
Publication of WO2003096068A1 publication Critical patent/WO2003096068A1/fr

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • 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
    • G01S13/66—Radar-tracking systems; Analogous systems
    • G01S13/72—Radar-tracking systems; Analogous systems for two-dimensional tracking, e.g. combination of angle and range tracking, track-while-scan radar
    • G01S13/723—Radar-tracking systems; Analogous systems for two-dimensional tracking, e.g. combination of angle and range tracking, track-while-scan radar by using numerical data
    • G01S13/726—Multiple target tracking
    • 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
    • G01S2013/9316—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles combined with communication equipment with other vehicles or with base stations
    • 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
    • G01S2013/9318—Controlling the steering
    • 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
    • G01S2013/93185—Controlling the brakes
    • 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
    • G01S2013/932—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles using own vehicle data, e.g. ground speed, steering wheel direction
    • 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
    • G01S2013/9324—Alternative operation using ultrasonic waves

Definitions

  • the invention is based on a method for determining an accident risk of a first object with at least one second object according to the category of the independent patent claim.
  • the method according to the invention for determining a risk of an accident of a first object with at least one second object with the features of the independent patent claim has the advantage that the probability of a vehicle colliding with one or more other objects can now be determined.
  • These collision probabilities can, for example, be evaluated and used by a control unit for restraint systems or other safety systems in order to initiate measures before the collision occurs that alleviate the effects of the collision or even prevent it.
  • the method according to the invention requires the detection of objects and determines the state of one's own object and the other objects in the environment, the collision probability and a risk probability between one's own object and the other objects being determined in particular. An accident risk is then derived from this.
  • the risk probability is understood here to mean a probability of at least a narrow failure, which means that an area is drawn around your own object and the probability is calculated that other objects in this area can occur around your own object. The collision itself is therefore also covered by the risk probability.
  • the collision probability on the other hand, means that there is an overlap or collision between your own object and at least one other object.
  • An optional classification can be used to refine the accuracy of the collision prediction.
  • the method according to the invention receives the current status of its own object and the status of the other objects in real time from other functions, for example a Cayman filter, which run in the object.
  • the method according to the invention receives the object types, for example pedestrians, cyclists, small motor vehicles, medium-sized motor vehicles, large motor vehicles or trucks, from an optional classification function in order to use this information and a predetermined dynamic vehicle model - specifically for a specific vehicle class and possibly depending on one Driver behavior model - to determine the probability of collision and the probability of danger.
  • a dynamic model is assigned to each object in order to be able to optimally estimate the future behavior of the object taking into account the current parameters such as speed and acceleration.
  • a behavioral model for the driver or pedestrian can come into play here. This model then indicates how likely behaviors are under the given boundary conditions. Including this model also improves the prediction of the future position of an object or road user.
  • a caiman filter can be created for each observed object.
  • the movement possibilities of the object are modeled in the Cayman filter.
  • the Cayman filter allows the new observations, which are generally faulty, and the model knowledge to be optimally linked.
  • This information then makes it possible to determine the risk of an accident, in order, if necessary, to trigger an actuator system even before a possible collision. This can then provide optimal protection for a vehicle occupant and / or others Lead vehicle occupants like pedestrians. Control aids to avoid the collision can also be used optimally.
  • the method according to the invention enables this and thus the corresponding use of countermeasures.
  • the method according to the invention enables countermeasures to be used which require more time than those which can be used in the event of a collision which has already occurred. For example, a visual or acoustic warning based on the method according to the invention for determining an accident risk can be issued in good time to provide the driver with enough time to react to avoid the collision.
  • the method according to the invention enables a driver behavior model to be modified in order to react accordingly in the event of a high risk of an accident. It is thus possible that the method according to the invention can adapt to behavior patterns of individual drivers.
  • the method according to the invention makes it possible to assign probabilities to various movement sequences in order to then initiate countermeasures depending on the probability of danger.
  • the initiation of a countermeasure can only be indicated if the combination of some conditions leads to a high risk of danger.
  • the method according to the invention is particularly suitable for the two-dimensional case, ie movements, for example in road traffic or at sea. However, it is also possible to use the method according to the invention in a three-dimensional space.
  • the method according to the invention can thus also be used for air traffic and the movement of robots or for use in underwater traffic.
  • the measures and developments listed in the dependent claims enable advantageous improvements to the method for determining an accident risk of a first object with at least one second object specified in the independent patent claim. It is particularly advantageous that the movement and the object class of the at least one second object is determined by a sensor system and the movement and the object class of the first object is retrieved from at least one data source.
  • the other objects surrounding the first object for example a vehicle, that is pedestrians, cyclists and other vehicles, are detected by sensors such as a pre-crash sensor system in order to classify them and to assign movement parameters.
  • Your own values are retrieved from internal data sources, i.e. the vehicle type, the current speed, the direction and also a driver behavior model. Such sources are internal sensors and memories.
  • the movement of the first object is defined by at least its current position and its speed. This gives a speed vector that defines the relationship to the other objects.
  • the movement of the other objects is at least defined by their current position. If it is a matter of stationary objects, the determination of their speed is not necessary, but only of their position in order to determine the collision or To determine the likelihood of danger.
  • the longitudinal and / or transverse acceleration and / or its angle of rotation or the quantities derived from it and / or its steering angle can also be used for the first object as further parameters for defining the movement.
  • their longitudinal and / or transverse acceleration and / or their angle of rotation or quantities derived therefrom can also be used.
  • a display that is to say a warning to the driver, and / or a message and / or at least one signal to an actuator system are generated.
  • a control device in a vehicle or a restraint system can preferably be used in the method according to the invention. Motor vehicles, ships, missiles and robots are possible objects.
  • FIG. 1 shows a block diagram of a device according to the invention
  • FIG. 2 shows a flow diagram of the method according to the invention
  • FIG. 3 shows a block diagram of the method according to the invention
  • FIG. 4 shows a diagram of the times required for various countermeasures for their activation
  • FIG. 5 shows a first model for determining the
  • Risk probability and Figure 6 shows a second model for determining the risk probability.
  • Impact sensors are already widely used in motor vehicles. Precrash sensors such as radar or ultrasound or video are also increasingly being used to monitor the vehicle environment. Depending on such an all-round view, for example, reversible restraint devices such as belt tensioners can be used in the event of an approaching danger. However, a more precise analysis of the movement of the objects surrounding the vehicle is necessary in order to use suitable countermeasures as early as possible and according to the situation.
  • a method for determining an accident risk is now proposed, which analyzes environmental data in more detail in order to be able to use countermeasures as appropriate for the situation.
  • a risk probability is calculated here in addition to a collision probability, which also takes the surrounding area around an object into account.
  • the method according to the invention is not only limited to use in road traffic, it can also be used in air traffic, ship traffic and when using robots and other applications.
  • FIG. 1 shows a device according to the invention as a block diagram.
  • An environmental sensor system 1 is connected to a processor 2.
  • the sensor system 1 transmits measurement data to the processor 2, which processes it.
  • the processor 2 is connected to a memory 3 via a data input / output.
  • the processor 2 is connected to a display 4 via a first data output.
  • This display 4 serves to warn a driver and is preferably designed here as an optical display. Alternatively, it is possible that the display 4 additionally or instead of one Has loudspeakers to warn the driver acoustically or alternatively. A haptic warning by moving elements is also conceivable to warn the driver by touch.
  • the processor 2 is connected via a second data output to a restraint system 5 which is used to protect the occupants in the event of an impact.
  • the restraint system 5 comprises restraint devices such as a belt tensioner and airbags, which are used for different parts of the body.
  • the belt tensioners can be pyrotechnic and / or reversible, a reversible belt tensioner mostly being operated by an electric motor.
  • side airbags, knee bags and other airbags can be used for special types of accidents.
  • the processor 2 uses data about an interior sensor. This ensures that if the restraint is used in a potentially dangerous manner, this is suppressed in order to avoid injuries from such restraint. This applies, for example, if the person in question is too close to a restraining device, for example in the so-called out-of-position, or if it is a person who is so light that an airbag could cause injuries .
  • a restraining device for example in the so-called out-of-position
  • pressure-based systems such as a seat mat or force sensors or wave-based indoor sensor systems such as ultrasound, video or infrared or high frequency can be used.
  • the processor 2 is connected to an active steering aid 6 via a third data output in order to assist the driver in avoiding a collision. It is possible that the processor is only connected to the restraint means 5 and / or the display 4 and / or the steering aid 6.
  • the restraining means 5 also include restraining means for protecting pedestrians or cyclists. This includes lifting the bonnet to protect these people from impact with the engine block or windscreen.
  • the absorption characteristics of the bumper can also be adapted accordingly and the vehicle or the vehicle front can be raised or lowered in order to improve crash compatibility.
  • Outside airbags can also be used to protect pedestrians and other road users, such as in a vehicle-vehicle collision.
  • the processor 2 now evaluates the sensor signals of the sensor system 1 in order to link them to a model, the dynamic vehicle model and, if appropriate, the driver model that is loaded from the memory 3. To calculate the collision speed and the speed of occurrence, data from data sources in the vehicle are also necessary, which are temporarily stored in the memory 3. This includes the type of own vehicle, the speed, the direction of the speed, acceleration in the vehicle and also rotational acceleration, which is expressed in angles of rotation.
  • the processor 2 With the collision or hazard probability, the processor 2 is able to calculate the accident risk for the current scenario as a function of the loaded data. Appropriate countermeasures are initiated depending on this risk of accident. A restraint system or a system for intervening in driving behavior can then operate in a manner appropriate to the situation.
  • FIG. 2 shows the method according to the invention for determining an accident risk as a first flow diagram.
  • the sensors 1 characterize the movement of collision objects in the vicinity of the vehicle. This characterization is based on the following parameters: the current position, the relative speed to the observation object as well as the longitudinal and lateral acceleration and their rotational acceleration of the respective objects.
  • an optional classification by the processor 2 of the individual collision objects is carried out.
  • the vehicle type is included in this classification. This vehicle type is determined by means of the sensor system 1.
  • pattern recognition means can preferably be used to evaluate the sensor signals, for example video, radar or ultrasound signals, and to assign them to vehicle types.
  • the movement parameters of the vehicle to be observed are also determined by the sensor system 1.
  • this includes the vehicle position, the vehicle speed, accelerations in the longitudinal and transverse directions and rotational accelerations, all of which can be derived from such all-round visual signals.
  • the movement and object class are retrieved from a memory, memory 3, for example.
  • the speed is known from the tachometer, longitudinal and lateral or angular accelerations can be determined by internal acceleration sensors, and the steering angle can be determined by means of a corresponding sensor.
  • the object class i.e. the vehicle type, can be stored in a memory.
  • the speed can be determined by a satellite-based location signal such as GPS, radar sensors can also be used here in combination with inertial sensors.
  • a dynamic model of the vehicles is used. This dynamic model is dependent on the object class and can therefore be loaded from the memory 3 for each vehicle.
  • a driver behavior model can also be taken into account. This driver behavior model contains at least one model that assigns a probability to an action by the driver. In connection with the dynamic model of the vehicle, this enables the method according to the invention to assign probabilities to all possible future states of the one vehicle and the other objects.
  • a state comprises at least the position and furthermore optionally the speed and orientation as well as accelerations, rotation rates and rotational accelerations.
  • driver behavior model In the simplest case, only a driver behavior model is used, which is then the same for your own vehicle and the other objects. This model can be improved for the own vehicle by an adaptive model using a driver's observation sensor or by observing his reaction in critical situations.
  • method step 11 the risk of an accident is then estimated using the determined collision probability and the probability of danger.
  • countermeasures are then initiated in method step 12. These countermeasures include activating restraint systems, issuing warnings to the driver and assisting the driver in avoiding collisions.
  • FIG. 3 shows the sequence of the method according to the invention in a block diagram.
  • the sensor system 1 here has impact sensors 22, sensors for detecting the Vehicle dynamics 23, environmental sensors 24, environmental sensors 25 and driver observation sensors 26. It is possible to dispense with the environmental sensors 25 and the driver observation sensors 26.
  • the impact sensors 22 deliver a signal that is used in block 27 to determine the risk of an accident and to control the actuator system.
  • the vehicle dynamics sensors 23 are used to track the movement of the own vehicle in block 31. These data then enter block 34, in which the probability of the collision and the probability of danger are determined.
  • the environment sensors 24 deliver their data to an object detection 28.
  • the object detection 28 introduces the object detection data into a classification module 29 in order to classify the surrounding objects.
  • These objects are then tracked in the subsequent block 30 by data from the object classification and the object detection.
  • These tracking data of block 30 are also used in block 34 to determine the probability of collision and the probability of danger.
  • the vehicle dynamics model 32 and possibly the driver behavior model 33 are also taken into account.
  • Data from the environmental sensors 25 go into the vehicle dynamic model 32. These sensors 25 provide data about the road, the friction and possibly the temperature as well as other parameters.
  • the vehicle dynamics model 32 is then adapted in this way.
  • Data from the driver observation sensor 26 go into the error behavior model 33. This sensor 26 provides data on the driver's attention. For example, sensors that observe the blinking of the eye can be used for this. However, other vigilance sensors can also be used.
  • block 27 The probabilities for the collision and the occurrence determined in block 34 are fed to the module 27 in order to determine the risk of an accident.
  • block 27 also sends data to the error behavior model 33 in order to adapt the driver behavior model as a function of its actions.
  • the module 27 then controls the actuator system 35 as a function of the risk of an accident.
  • a restraint system 36 for example by means of an automatic steering intervention or an automatic braking
  • a mitigation of the crash 38 such as an adaptation of the bumper, raising / lowering the front of the vehicle, vehicle-vehicle airbags or buckled front wheels in order to slide off to favor the colliding vehicle
  • a pedestrian protection device 39 for example lifting the bonnet or pedestrian airbags and a driver warning 40, which can be implemented by the display 4 or a loudspeaker.
  • Haptic output is also possible here.
  • FIG. 4 shows in a diagram the times required by various countermeasures for their activation and, for example, the dependence of the calculated probabilities on the time until the collision.
  • the ordinate 41 shows the collision probability
  • Probability of danger deducted which can each take a maximum of 1.
  • the value 1 means that the collision or hazard occurs safely within the prediction time.
  • the abscissa 42 shows the time that is necessary before the collision to initiate a countermeasure. This time requirement is described qualitatively in FIG. 43. Some measures can still be initiated after the collision, other measures take milliseconds to seconds before the collision.
  • Various countermeasures are arranged under the time axis in accordance with the respective time requirement on the time axis. The double arrows qualitatively indicate time periods for the start of the activation. When this period of time has passed, the countermeasure should no longer be activated.
  • curve 44 shows the probability of a collision increasing with decreasing time until the collision and the curve 45 increasing in the same way for the probability of danger.
  • the risk of danger is generally greater than or equal to the probability of a collision, since the risk, which means driving past too close, includes the event of a collision.
  • Curves 44 and 45 are shaded in each case the unavoidable uncertainty about the result for the collision or hazard probability. This uncertainty is caused, for example, by measurement errors. It tends to decrease over time as the number of observations grows and the measurement errors also become small with a smaller object distance.
  • the probability of endangerment can be compared with thresholds. If the considered probability exceeds the threshold during the period indicated by the double arrow, the corresponding countermeasure can be activated. Activation also takes place if the threshold has already been exceeded during this period. The time for the activation to be released is given by the first intersection 47 of curve 44 or 45 with curve 46.
  • the threshold 46 does not necessarily have to be constant; time-varying thresholds can also be used.
  • curve 46 is shown as an example, which represents the threshold for activating a warning (no further thresholds have been drawn in for reasons of clarity.) Exceeds the probability of danger during the If the time period marked by the double arrow indicates this threshold, a warning is issued, and if this time period has elapsed, there is no longer any need to issue a warning because the driver no longer has enough time to react.
  • the collision probability is only a special case of the risk probability.
  • the time it takes to take a countermeasure is very short.
  • the airbag deployment algorithm can be modified as a measure. If the time to initiate countermeasures is somewhat longer, the pyrotechnic belt tensioner can still be used. If more time is available, the reversible belt tensioner can also be used. If there is even more time, measures can be taken to increase vehicle compatibility for a crash. The next stage is to activate automatic braking. If more time is available, automatic steering can also be considered. As the lowest measure, the driver's reaction can be observed in order to give him acoustic or visual indications if necessary.
  • Figure 5 shows schematically from a bird's eye view how the probability of collision can be determined.
  • the own object 48 is folded here with the second object 49, so that the area 50 is created in the coordinate system of the own object.
  • the own object with its reference point + is placed in the origin and the second object 49 is arranged several times around the own object 48 in such a way that there is just contact between the objects 48 and 49.
  • the reference point x of the second object describes a contour that represents the outline (edge) of the area 50. This is the area that is considered for the collision probability. For this area, it must be checked whether the reference point x of the second object will be located at a future point in time. If this is the case, this corresponds to a collision. If this is not the case, there is no collision.
  • FIG. 5 shows a simplified and therefore less precise variant for determining the area, since the objects here are assumed to be circular, which in turn leads to a circular area as a result of the folding.
  • This simplification is dispensed with in FIG. Two oriented objects are shown, the own object 52 and the second object 53.
  • the folding then leads to the area 55, which is shown on the right side.
  • the own object 52 is in turn encircled by the other object 54 with touch, the orientation now being taken into account here.
  • the reference point x of the second object describes the outline (edge) of the area 55.
  • the procedure is initially the same as that shown in FIGS. 5 and 6.
  • the area 50 or 55 is folded with another area arranged in a circle around the origin.
  • the radius of this circle is to be interpreted as the minimum safety distance between the objects.
  • the order of the two folds is arbitrary, ie instead one of the objects with the circular area and then the intermediate result can be folded with the other object without changing the end result.
  • the probabilities are determined via calculations of probability density functions and their integration, whereby for each combination of the locations of the two objects (where a location is determined by the position of the reference point of the object) it is determined based on the area 50 or 55 whether a collision or There is a danger or not.
  • a quantization is used for the locations, the sampling being dense for short prediction times and having a greater spacing for longer prediction times.
  • the idle course is the course that the vehicle takes when no action is taken by the driver to change the vehicle parameters, that is, the speed and the acceleration vector. This course will be followed if no changes are made to the steering, braking or acceleration by the driver. This typically occurs when the driver has not yet recognized the threatening situation or has misjudged it.
  • the probability of the resting course which is provided by the driver behavior model, is generally significantly greater than the probabilities of other possible courses. It is therefore advisable to model this rest course separately and with a high degree of precision in order to then distribute the remaining probability over all other courses that a driver can take. These other courses are caused by braking, steering or accelerating.
  • the method according to the invention for determining the risk of an accident, the collision probability and the likelihood of declining being determined depend on three input parameters: 1.
  • the initial state of the first and the further objects which are provided by real-time sensor information.
  • a Vehicle dynamics model is used to predict future positions of one's own vehicle and other objects, taking into account the real-time sensor information.
  • a driver behavior model is used to assign probabilities to possible future positions of the own vehicle and the other objects.
  • the quality of the method according to the invention can be increased by improving these input parameters.
  • using the object class as an input parameter increases the accuracy of the collision and declination probability.
  • Physical limits of the individual objects reduce the number of possible future positions of the respective object.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer un risque d'accident entre un premier objet et au moins un second objet. Une probabilité de collision et un risque de danger induits par un second objet (au moins au nombre de un), dans une zone prédéfinie autour du premier objet sont déterminés. La probabilité de collision et le risque de danger sont déterminés en fonction de mouvements et de catégories d'objets du premier objet et du second objet (au moins au nombre de un). Le risque d'accident se définit ensuite en fonction de la probabilité de collision et du risque de danger.
PCT/DE2003/001409 2002-05-07 2003-05-02 Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet WO2003096068A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US10/533,778 US7617048B2 (en) 2002-05-07 2003-05-02 Method for determining an accident risk between a first object with at least one second object
JP2004504004A JP4200131B2 (ja) 2002-05-07 2003-05-02 第１の対象物の事故の危険性を少なくとも１つの第２の対象物により判定する方法
DE10393062T DE10393062D2 (de) 2002-05-07 2003-05-02 Verfahren zur Bestimmung einer Unfallgefahr eines ersten Objekts mit wenigstens einem zwiten Objekt
AU2003240406A AU2003240406A1 (en) 2002-05-07 2003-05-02 Method for determining a risk of an accident between a first object and at least one second object
EP03729856A EP1506431A1 (fr) 2002-05-07 2003-05-02 Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US37844402P 2002-05-07 2002-05-07
US60/378,444 2002-05-07
DE10257842.7 2002-12-11
DE10257842A DE10257842A1 (de) 2002-05-07 2002-12-11 Verfahren zur Bestimmung einer Unfallgefahr eines ersten Objekts mit wenigstens einem zweiten Objekt

Publications (1)

Publication Number Publication Date
WO2003096068A1 true WO2003096068A1 (fr) 2003-11-20

Family

ID=29421522

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/001409 WO2003096068A1 (fr) 2002-05-07 2003-05-02 Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet

Country Status (5)

Country Link
EP (1) EP1506431A1 (fr)
JP (1) JP4200131B2 (fr)
AU (1) AU2003240406A1 (fr)
DE (1) DE10393062D2 (fr)
WO (1) WO2003096068A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2401956A (en) * 2003-05-13 2004-11-24 Bosch Gmbh Robert Vehicle Control System
EP1632404A1 (fr) * 2004-08-09 2006-03-08 M/A-Com, Inc. Dispositif et procédé de détection d'une collision imminente
JP2006213276A (ja) * 2005-02-07 2006-08-17 Nissan Motor Co Ltd 運転意図推定装置、車両用運転操作補助装置および車両用運転操作補助装置を備えた車両
EP1612083A3 (fr) * 2004-06-30 2006-12-06 Robert Bosch GmbH Méthode et appareil pour la prédiction de course d'objets en mouvement
WO2006136476A1 (fr) * 2005-06-24 2006-12-28 Robert Bosch Gmbh Dispositif pour assister la conduite d'un vehicule, et procede pour faire fonctionner le dispositif
US8457892B2 (en) 2006-03-01 2013-06-04 Toyota Jidosha Kabushiki Kaisha Own-vehicle-path determining method and own-vehicle-path determining apparatus

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4211794B2 (ja) * 2006-02-28 2009-01-21 トヨタ自動車株式会社 干渉評価方法、装置、およびプログラム
US8805601B2 (en) 2006-02-28 2014-08-12 Toyota Jidosha Kabushiki Kaisha Object path prediction method, apparatus, and program, and automatic operation system
WO2008075407A1 (fr) * 2006-12-19 2008-06-26 Pioneer Corporation Dispositif de traitement d'informations et son procédé de commande, programme de commande et support d'enregistrement
JP4807385B2 (ja) * 2008-08-25 2011-11-02 トヨタ自動車株式会社 干渉評価方法、装置、およびプログラム
WO2013042260A1 (fr) * 2011-09-22 2013-03-28 トヨタ自動車株式会社 Dispositif d'assistance à la conduite

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5572428A (en) * 1993-09-30 1996-11-05 Honda Giken Kogyo Kabushiki Kaisha Anti-collision system for vehicles
US6085151A (en) * 1998-01-20 2000-07-04 Automotive Systems Laboratory, Inc. Predictive collision sensing system
US6256565B1 (en) * 1999-06-08 2001-07-03 Takata Corporation Vehicle safety system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62278700A (ja) * 1986-05-27 1987-12-03 日本鋼管株式会社 衝突予防援助装置
JP3031098B2 (ja) * 1993-02-04 2000-04-10 トヨタ自動車株式会社 車両衝突防止装置
JP3762954B2 (ja) * 1996-04-25 2006-04-05 松下電器産業株式会社 安全走行支援装置
JP2002511922A (ja) * 1997-01-21 2002-04-16 オートモーティブ システムズ ラボラトリー インコーポレーテッド 衝突予知感知システム
JP3676616B2 (ja) * 1999-04-28 2005-07-27 本田技研工業株式会社 障害物検出装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5572428A (en) * 1993-09-30 1996-11-05 Honda Giken Kogyo Kabushiki Kaisha Anti-collision system for vehicles
US6085151A (en) * 1998-01-20 2000-07-04 Automotive Systems Laboratory, Inc. Predictive collision sensing system
US6256565B1 (en) * 1999-06-08 2001-07-03 Takata Corporation Vehicle safety system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1506431A1 *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2401956A (en) * 2003-05-13 2004-11-24 Bosch Gmbh Robert Vehicle Control System
GB2401956B (en) * 2003-05-13 2005-07-20 Bosch Gmbh Robert Vehicle control system
EP1612083A3 (fr) * 2004-06-30 2006-12-06 Robert Bosch GmbH Méthode et appareil pour la prédiction de course d'objets en mouvement
EP1632404A1 (fr) * 2004-08-09 2006-03-08 M/A-Com, Inc. Dispositif et procédé de détection d'une collision imminente
US7409295B2 (en) 2004-08-09 2008-08-05 M/A-Com, Inc. Imminent-collision detection system and process
JP2006213276A (ja) * 2005-02-07 2006-08-17 Nissan Motor Co Ltd 運転意図推定装置、車両用運転操作補助装置および車両用運転操作補助装置を備えた車両
WO2006136476A1 (fr) * 2005-06-24 2006-12-28 Robert Bosch Gmbh Dispositif pour assister la conduite d'un vehicule, et procede pour faire fonctionner le dispositif
US8457892B2 (en) 2006-03-01 2013-06-04 Toyota Jidosha Kabushiki Kaisha Own-vehicle-path determining method and own-vehicle-path determining apparatus

Also Published As

Publication number Publication date
JP2005524900A (ja) 2005-08-18
DE10393062D2 (de) 2005-05-04
JP4200131B2 (ja) 2008-12-24
EP1506431A1 (fr) 2005-02-16
AU2003240406A1 (en) 2003-11-11

Similar Documents

Publication Publication Date Title
DE10257842A1 (de) Verfahren zur Bestimmung einer Unfallgefahr eines ersten Objekts mit wenigstens einem zweiten Objekt
DE102004046360B4 (de) Kraftfahrzeug mit einem präventiv wirkenden Schutzsystem
DE102014210494B4 (de) Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs
DE112014006344B4 (de) Fahrzeugsteuervorrichtung und Fahrzeugsteuersystem
DE102009012407B3 (de) Rückhaltesystem-Steuerung basierend auf berechneten Beschleunigungsdaten
DE102017214009B4 (de) Verfahren und Vorrichtung zur Erkennung der Anwesenheit und/oder Bewegung eines Fahrzeuginsassen
DE10338760A1 (de) Kraftfahrzeug mit einem Pre-Safe-System
DE102011106247B4 (de) Verfahren zum Steuern eines reversiblen Gurtstraffers eines Sicherheitsgurts in einem Kraftfahrzeug
DE102004051365A1 (de) Kollisionsvorhersageeinheit für ein Fahrzeug
DE10206351A1 (de) Verfahren und Vorrichtung zum Personen- und Kollisionsschutz an einem Fahrzeug
DE102018202450B4 (de) Fahrzeuginsassenschutzvorrichtung
EP1585083A2 (fr) Procédé et dispositif pour alertir un conducteur d'un véhicule
DE102005013164B4 (de) Verfahren und Vorrichtung zur Steuerung eines passiven Rückhaltesystems
DE102011115875A1 (de) Verfahren für ein Fahrerassistenzsystem eines Fahrzeugs
DE19647283A1 (de) Vorrichtung zur Vermeidung und/oder Minimierung von Konfliktsituationen im Straßenverkehr
DE102004037704B4 (de) Kraftfahrzeug mit einem präventiv wirkenden Schutzsystem
EP1691213A1 (fr) Procédé et dispositif destinés à l'identification d'objet
DE102017011827A1 (de) Verfahren zum Betrieb einer Insassenschutzvorrichtung
DE102021202268A1 (de) Fahrzeugsicherheitssystem mit integriertem aktiv-passiv-frontaufprall-ansteueralgorithmus
DE102008043637A1 (de) Verfahren zur Aktivierung und/oder Ansteuerung von mindestens einem Schutz-system in einem Fahrzeug
WO2003096068A1 (fr) Procede pour determiner un risque d'accident entre un premier objet et au moins un second objet
DE102013021813A1 (de) Fahrerassistenzsystem mit adaptiver Reaktionsschwelle
DE102018218168A1 (de) Verfahren und Steuergerät zum Ansteuern zumindest einer Insassenschutzeinrichtung für ein Fahrzeug bei einer Kollision und System zum Insassenschutz für ein Fahrzeug
EP3700784A1 (fr) Dispositif et procédé de régulation adaptative de véhicule
DE102008012898A1 (de) Verfahren und Steuergerät zur Ausgabe von Informationen für das Verlassen eines Automobils

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ OM PH PL PT RO RU SC SD SE SG SK SL TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
WWE Wipo information: entry into national phase

Ref document number: 2003729856

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2004504004

Country of ref document: JP

WWP Wipo information: published in national office

Ref document number: 2003729856

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2006041381

Country of ref document: US

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 10533778

Country of ref document: US

REF Corresponds to

Ref document number: 10393062

Country of ref document: DE

Date of ref document: 20050504

Kind code of ref document: P

WWE Wipo information: entry into national phase

Ref document number: 10393062

Country of ref document: DE

WWP Wipo information: published in national office

Ref document number: 10533778

Country of ref document: US