WO2009019214A2

WO2009019214A2 - Method for determining a probable movement area/location area of a living being and vehicle for carrying out said method

Info

Publication number: WO2009019214A2
Application number: PCT/EP2008/060137
Authority: WO
Inventors: Oliver Scherf; Stephan Zecha
Original assignee: Continental Safety Engineering International Gmbh
Priority date: 2007-08-09
Filing date: 2008-08-01
Publication date: 2009-02-12
Also published as: WO2009019214A3; DE112008001804B4; DE102007037610A1; DE112008001804A5

Abstract

The invention describes a method for determining a probable movement area/location area of a living being, in particular for use in a passenger protection system in a vehicle or a driving simulator. The information on the surroundings is sensed with at least one sensor system. The information on the surroundings is evaluated with a computing unit in order to identify a living being. A movement trajectory and a movement state are determined for the living being at a given time. In order to determine the movement area/location area, possible locations are determined at the given time on the basis of a location of the movement trajectory and the movement state taking into account a physiological movement capability of the living being for one or more points in time in the future.

Description

description

A method for determining a probable range of motion of a living being

The invention relates to a method for determining a probable future movement-occupied area of a living being, in particular for use in a personal protection system in a vehicle or a driving simulator. In these, at least one sensor system detects environmental information. The environmental information is evaluated by a computing unit in order to identify a living being. Furthermore, a movement trajectory and a state of motion at a given point in time are determined for the living being.

From DE 101 32 681 Cl a method for classifying an obstacle on the basis of precrash sensor signals is also known in which the obstacle speed is evaluated and the obstacle is classified, ie a slow obstacle is classified as pedestrian and in this case activates pedestrian protection devices , An assessment of the future movement-stay area is not made or at least not described in detail.

In order to detect the risk of a collision in traffic between motor vehicles and pedestrians, cyclists or animals (in general living beings) and to initiate corresponding protective measures with a correspondingly high probability of collision, a recording and assessment of the respective traffic situations is necessary. On the basis of this information, it is possible on the one hand to determine a movement state of the vehicle and, on the other hand, a state of motion of the respectively observed living being. Using an extrapolation, the further movement behavior of the two road users is determined. By combining the residence permit For both road users, a collision risk can be estimated.

For the reliability of the estimation of the collision risk, the prognosis ability of the movement behavior of the living being is of crucial importance. The more accurately the prognosis capability is developed, the more likely a selective triggering of protection systems adapted to the situation becomes possible. In this way, in particular false alarms can be avoided, which contribute nothing to the protection of the road users and only increase the maintenance costs of the vehicle or in the case of false warnings irritate the driver or result in consequential damage.

DE 103 25 762 A1 describes a method for operating an image processing system for a vehicle. In this environment information is detected with at least one image sensor and evaluated with a computing unit to the effect to detect the presence of road users. The direction of view of one or more detected road users is recorded. This will estimate the risk of collision by taking the attention of road users into account. The detection of the viewing direction of one or more road users is used as a measure of attention. This is based on the consideration that the line of sight of a road user indicates whether he is attentive and, for example, an approaching vehicle is perceived by this road user. The risk of collision is considered to be higher if the road user looks in a direction opposite to the image sensor than if he / she looks directly into the image sensor. It is further provided that road users recognized as a function of the detected and evaluated viewing direction form a probability measure for estimating the collision risk. This is formed on the basis of movement information of the vehicle and / or of the recognized road user (s). The movement information is the speed, direction and trajectory with which a vehicle and / or a recognized road user move.

DE 10 2005 051 805 B3 describes a method for assisting a driver in dangerous areas, in which environmental information from the vehicle environment is detected in order to identify a danger area and its topology. Due to the topology of the danger zone, a minimum speed and permissible maximum speed necessary for passing the danger zone are then determined.

It is therefore an object of the present invention to obviate the drawbacks of the prior art and to provide a method for determining a probable range of motion of a living subject which allows a more reliable and more accurate prediction of the likely range of motion.

This object is achieved by a method having the features of claim 1. Advantageous embodiments will be apparent from the dependent claims.

In the method according to the invention for determining a probable future movement-occupied area of a living being, in particular for use in a personal protection system in a vehicle or a driving simulator, environmental information is recorded with at least one sensor system. The environmental information is evaluated with a computing unit to identify a living being. Then, for the living being, a movement trajectory and a state of motion are determined at a given time. In order to determine the future possible movement-residence area at the given time, possible locations are determined for one or more future points in time based on a location of the movement trajectory and the state of motion, taking into account a physiological mobility of the living being.

In the following description, a living being is understood to mean a cyclist, a pedestrian or an animal. A movement-occupied area of the living being is understood to mean a region in which the living being will be present with a high probability (greater than 50%, in particular greater than 70% and more preferably greater than 90%) in a future or the next time.

The invention is based on the idea that the living organism can not move on physiologically conditioned in all directions with the same acceleration capacity. In contrast to conventional trajectory algorithms, the current form of exercise is therefore not updated into the future according to this method, but on the basis of which a limited physiological mobility is taken into account. Moreover, in contrast to the usual objects in road traffic, living beings have the possibility of abrupt changes of direction by turning around their own axis, steps sideways or to the rear, which massively changes the living space of the living being compared to conventional trajectory predictions, as determined by various Bwegungsstudien could be. By sensory recording of environmental information, for example using imaging techniques, on the one hand a movement trajectory and on the other hand a state of motion for the living being can be determined. By combining these two pieces of information with the physiological motive power of the living being, which takes into account the biomechanical conditions of the recorded living being, can be determined with greater accuracy for one or more future dates possible whereabouts. This information can then be supplied to a risk modeling, for example, to estimate how high a collision probability of the living being with the vehicle.

The sensors for detecting the environmental information may include, for example, radar, lidar, cameras, ultrasonic sensors or by communication technologies, such as. RFID (Radio Frequency Identification) or GPS (GPS = Global Positioning System) formed or supported.

Conveniently, the method is carried out iteratively for temporally progressing times, whereby a high prognosis quality is obtained.

One or more of the following parameters are determined and processed as parameters for determining the movement state and / or the future possible movement location area:

A position of the living thing. This is understood to mean in particular a relative position of the living being to the vehicle. The criterion can also be a distance or a relative position of the living being to a determined course of movement of the vehicle.

An orientation of the living being to the environment. This is understood in particular in which angle the living being to the environment, in particular to the vehicle or to a roadway, is located. Due to the physiological motive power of the living being, the orientation of the living being to the environment, for example with the back to the road or the vehicle standing or going sideways to the roadway or the vehicle, plays a major role in the future possible movement area. A translational and / or rotational speed of the living being. The physiological mobility and thus the future possible range of movement habitation depend on a speed of the living being, with which this moves.

A translational and / or rotational acceleration of the living being, from which, due to the physiological motive power of the living being, the maximum speed and / or the further acceleration capacity achievable by the living being depend on it.

An existing radius of curvature of the movement of the living being and / or a change in a direction of movement or a radius of curvature of the movement of the living being. This parameter to be taken into account is based on the consideration that a living being already making a turn can only make a limited change in the direction of movement and / or the speed and / or the acceleration in comparison to a living being running straight ahead. A particularly weather-dependent ground friction value of the ground, which is e.g. can be scaled at determined humidity. The soil friction coefficient is of crucial importance for the acceleration capacity of the living being. A class of the living being, in particular the age of the living being, a given body dimension (eg height, leg or stride length), a gender or a genus (eg human / animal / child / cyclist) a mobility through one or more lateral A step is a movement through one or more backward steps.

It is precisely the ability of living beings alone to turn around their own axis, to sideways, or at least to step abruptly backwards from the state, ie to move counter to the current orientation of the body, but on the other hand to do so even limited and also different physiological motions in all directions result in significantly different results for the prediction of the probable range of motion than conventional trajectory algorithms.

The parameters listed above can be determined, for example, by the evaluation of image information and / or location information. Although certain parameters thereof, such as the position,

Orientation, translational speed and acceleration or the curve radius, already for conventional Traj ektoriealgorithmen also detected and taken into account, so the present method differs yet, that for the prediction of the probable range of motion always the physiological mobility is taken into account, which is not rigid Continuation of the previous state of motion, but an inclusion and limitation to the currently physiological possible done.

In a further refinement, a possible future residence or area of the living being assigned to the parameter (s) determined is read from a database or a characteristic field by comparing the metrologically acquired parameters, for example, with parameters stored in the database or the characteristic field. The parameters underlying the database or the characteristic field can have been determined, for example, by tests.

Alternatively, one or more of the parameters are fed to a model computer for determining the range of motion of the living being, the model computer being based on an abstracted movement model for living beings. In this case, the metrologically recorded parameters are fed to the model computer which, on the basis of the movement model for living beings is able to determine the future possible movement-stay area. This approach has the advantage that different classes of living beings can be taken into account in a simpler manner, by individual parameters being taken into account more or less by appropriate scaling. Another advantage is that the future possible movement-residence area can be determined on the basis of physical conditions and empirically determined data. This makes it possible to achieve high accuracy in the prediction.

In accordance with a further embodiment, a movement course as a function of the current speed, the current orientation and the current body rotation is determined in order to determine the future possible movement location area.

In a further refinement, to determine the future possible movement-occupied area, the maximum

Acceleration capacity of the living being taken into account as a function of its movement speed. This is based on the consideration that the acceleration capacity of a living being above the speed range covered by a living being is not constant but variable. The same applies to the deceleration of a living being. Furthermore, it has been found that the deceleration capacity of a living being is greater than the acceleration capacity. This knowledge can be used in the determination of the future possible movement-stay area. In addition to a maximum acceleration capacity in the previous direction of movement preferably a maximum acceleration capacity is set opposite to the previous direction of movement and / or orientation of the living being. Thus, preferably at least one of the following parameters are specified for the living being:

a maximum speed at which the acceleration capacity in the previous direction of movement becomes zero, i. the absolute maximum speed,

a maximum acceleration both in and against the orientation of a stationary animal,

a speed at which the maximum acceleration capacity in the previous direction of movement is maximum, a speed at which the maximum acceleration capacity is opposite in magnitude to the previous direction of movement and / or orientation of the living being, i. in which the creature can slow down as much as possible,

- A maximum speed against the orientation of the living being, from the acceleration against the

Alignment becomes zero. From these values, it is then possible, based on a current form of motion, to determine the corresponding acceleration capacity in the direction of movement and also counteracting, that is, the deceleration capacity. Alternatively, of course, corresponding characteristics can be stored.

These values are preferably predetermined as a function of the class of the living being, in particular age, gender and body dimensions.

In a further refinement, a minimally traversable curve radius as a function of the present running speed and / or acceleration is taken into account in order to determine the future possible movement location area. The knowledge of a minimally traversable curve radius makes it possible to predict how quickly a living organism can change its direction, for example, to travel over a lane or to intersect with the course of movement of the vehicle.

A further embodiment provides that a maximum deceleration capability as a function of the movement speed and / or a radius of curvature of the movement of the Being considered. With this information, it can be taken into account, for example, whether a creature potentially colliding with the vehicle is capable of stopping in good time in front of a collision area or of moving away from the collision area.

A further embodiment provides for the determination of the future possible movement-stay area to consider an angle in which the living being stands for a determined driving course of the vehicle or moves to it, wherein it is determined as a function of the angle, in which time the living being in the direction of the driving course and can accelerate substantially simultaneously, to get into the range of the driving course. The knowledge of the angle as well as the time required by the animal, e.g. getting into the lane allows a more precise estimation of a future possible movement area and thus an improved estimation of a collision risk.

As an angle, an angle between 150 ° and 210 ° and thus a standing with the back to the driving course or moving creatures is taken into account. Alternatively, an angle between 60 ° and 120 °, and thus a living creature standing or moving laterally relative to the course of travel, is taken into account in particular as an angle. The driving course can in this case coincide with the course of a roadway.

In order to determine the future possible movement area of residence, a relative position of the living being to the course of the journey, in particular a distance, is taken into account by the living being standing or moving toward the course of the journey, it being determined as a function of the relative position in which time the living being can accelerate, to get into the area of the driving course. It is further provided that environmental information and / or obstacles are taken into account in order to determine the future possible movement location area. This information can be determined, for example, by means of digital maps or the environmental sensor system. The consideration of obstacles, eg a road course, the presence of house walls and the like, makes it possible to further increase the prediction accuracy of the future possible movement area.

According to a further refinement, the ascertained movement-occupied area of the living being is to be used as an input variable for a risk modeling in which the probability of collision between the living being and a vehicle carrying out the method according to the invention is determined.

In this case, it can be provided that in the risk modeling of the determined movement-stay area and another movement path, in particular a movement course of a vehicle, are processed together to determine the risk of collision of the living being and the vehicle.

In a further refinement, the movement location area is subdivided into a plurality of areas with different residence probabilities. In other words, this means that individual areas are provided with probabilities of residence for a determined, future possible movement area, wherein the probability of residence is a measure of the probability with which the living being in the next milliseconds or seconds, starting from the above Time measured position (movement), will stop. On the basis of the residence probabilities, for example, measures to avoid a collision can be made. For example, in an area with a low probability of residence, it may be sufficient if the Vehicle makes an autonomous braking and / or emits a warning signal. In an area with a high probability of residence, it may be sensible to brake both autonomously and to perform a steering movement in order to reduce the risk of collision.

It can also be provided that characteristic movement sequence patterns for predefined traffic situations, in particular structural boundaries, pedestrian crossings and traffic lights of the living being, are taken into account when determining the areas with different residence probabilities. In this case, it is taken into account, for example, that the living being will still try to get across the road in the case of a pedestrian traffic light that changes from green to red. Such knowledge can be taken into account for taking appropriate measures to minimize the collision risk.

The invention also encompasses a vehicle having a protective system for living beings outside the vehicle, in particular pedestrian protection devices equipped for carrying out the method with at least one sensor system in order to acquire environmental information, a computing unit which analyzes the environmental information to identify a living being, for the living being to determine a movement trajectory and a state of motion at a given time and derived a probable movement-stay area and therefrom a Kollisionswahrscheinkeit and thus need to trigger the protection system, wherein the vehicle for carrying out the method according to one of the preceding claims formed, in particular the sensor for detecting parameters of living beings and their physiological mobility as well as the arithmetic unit for determining the future possible movement-occupied area at the given time p oint is formed on the basis of a location of the movement trajectory and the state of motion taking into account a physiological mobility of the living being for one or more future times.

The invention will be further explained below with reference to the drawings. Show it:

1 is a diagram showing the relationship between lateral acceleration and deceleration capabilities of a

Living being as a function of a speed achieved by him,

2 is a diagram illustrating the relationship between Roatai onsvermögen a living being as a function of a lateral velocity achieved by him,

3 is a polar diagram showing the range of motion of a standing human in consideration of lateral acceleration and rotational ability,

4 is a polar diagram showing the range of motion of a standing human taking into account lateral acceleration, and rotational and lateral and backward motive power;

5 is a diagram illustrating the range of motion of a person moving at a speed in the longitudinal and transverse directions, and

Fig. 6 is a flowchart showing the inventive method. In order to be able to determine the risk of collision between a vehicle and a living being, in particular a pedestrian, cyclist or animal, it is necessary, on the one hand, reliably to predict a course of movement of the vehicle (so-called driving tube) and, on the other hand, a course of movement of the living being. While the determination of the travel tube of a vehicle can already be carried out with high precision, the determination of the course of movement of the living being hitherto involves a large number of uncertainty factors. The present invention enables a precise and reliable determination of a probable range of motion of the living being in which, in addition to a trajectory and a state of motion at a given time, physiological motive power of the living being is taken into consideration for one or more future times possible whereabouts and finally to determine the future possible movement area. The results of the determination of the possible movement-occupied area of the living being are then fed to a known risk modeling as an input quantity in order to be able to estimate the probable location of a collision and the probability of the collision between the vehicle and the living being and to be able to prepare appropriate protective measures.

In the consideration of the physiological mobility various movement states as well as combinations of possible states of motion are considered.

For example, the maximum acceleration from the

Stand without rotation, with a rotation of 90 ° and a rotation through 180 ° considered. When taking into account the maximum acceleration capability of a pedestrian, for example, it has been found that the acceleration capacity initially increases from an initial value to a maximum value, and then declines more or less continuously as the speed of the pedestrian increases. to take. When rotated through 180 °, it was found that the maximum acceleration capacity deviates greatly depending on the age and, on the other hand, deviates greatly up and down by a statistical average. However, only lower acceleration values can be achieved in absolute terms in comparison with the acceleration capability from a standing position.

Correspondingly, the maximum delay capacity of a pedestrian from full run, once without turning away and another time with the maximum possible change in direction is taken into account. Again, strong, age-related differences were found. The deceleration capacity from full run without change of direction is greater in magnitude than the maximum acceleration capacity of the pedestrian.

Another parameter influencing the possible range of movement is the maximum acceleration from a walking speed. The following typical cases are considered: a 90 ° turn to the left and right and a 45 ° turn to the left and right. Here, the minimum possible curve radii of the pedestrian were determined. It was found that a minimum radius of curvature could not be reached by pedestrians of any age. This information is valuable in order to be able to estimate at what place and, if appropriate, in what time a pedestrian can turn and move in the direction of a roadway on which a vehicle approaches.

Correspondingly, curve radii of a pedestrian from full run to left and right were determined.

For the estimation of the physiological motility further a jump forward as well as a lateral jump were considered. The achievable times and distances can be used to help, in particular a Pedestrians can react in a sudden danger situation.

Fig. 1 shows a diagram in which the acceleration or deceleration capability of a pedestrian is represented as a function of its traveled speed. The concept of the previous direction of movement / alignment means that a living being is assumed which moves in the orientation of its body, ie in particular the trunk, whereby in a standing living being there is no direction of movement, but just a corresponding body orientation.

Quadrant Ql shows the positive acceleration capability in the previous direction of motion / orientation. In quadrant Q2, the negative acceleration capability, ie the braking ability during forward movement is shown, while quadrants Q3 and Q4 from an existing motion backwards to align and sowmit Q3 describes the negative acceleration for this direction, ie deceleration and, if necessary, again accelerate in the normal direction during Q4 shows the acceleration in reverse.

First of all, it should be noted in FIG. 1 as a very decisive difference from conventional trajectory algorithms that even a stationary pedestrian is assigned a defined acceleration capability both in and against the orientation.

As can be readily recognized from the diagram, the maximum acceleration capacity a _max and the maximum deceleration capacity -a _{max are} not pronounced at approximately the same speed v, but the acceleration decreases with increasing speed early, while at higher speeds still a significantly higher deceleration is noted. Moderate amount here is the deceleration of a pedestrian greater than its acceleration capacity.

In addition, for the first time a mobility opposite to the orientation is considered, although although vehicles could drive backwards, this was never considered separately in the trajectory. However, if the physiological motive power is taken into account accordingly, it can already be seen from FIG. 1 that precisely the acceleration capacity as well as the speed of the Maixmal approach are removed

Alignment significantly different from those during normal forward motion.

For example, if you give an algorithm the following parameters for the creature:

a maximum speed at which the acceleration capacity in the previous direction of movement becomes zero,

a maximum acceleration both in and against the orientation of a stationary living being, a speed at which the maximum acceleration capacity in the previous direction of movement is maximum,

- A speed at which the maximum acceleration capacity opposite to the previous direction of movement and / or orientation of the living being amount is maximum, - A maximum speed against the orientation of the living thing, from which the acceleration against the orientation is zero, so it can relatively simple and sufficiently accurate the respective acceleration and deceleration are derived.

These values are preferably given as a function of the class of the living being, in particular age, gender and body dimensions, since clear differences can be found here. The consideration of this relationship between the acceleration and the speed of a pedestrian alone makes it possible, in comparison to the prior art, to make significantly more precise predictions of a possible movement-occupied area and thus the determination of a collision probability.

Fig. 2 shows analogous to the rotation capacity around its own axis, wherein normally the rotational capacity is symmetrical in both directions, but in the forward direction is significantly higher than in reverse and even at high speeds a decreasing, but quite amazing rotational ability is maintained. Thus, this parameter of the physiological motive power differs from classical trajectory algorithms, since they do not know a rotation about their own axis, especially when stationary.

The lateral physiological mobility, ie transverse to the body alignment and normal running direction, is also influenced by the ability to move sideways. This ability to sideways steps is significant in the state and leads even at low speed of movement in the following figures 3 and 4 in comparison distinguishable differences in the maximum achievable lounge, but decreases with increasing speed significantly and can be omitted if necessary with normal forward movement and increased by an increased Rotating power to be replaced.

Fig. 3 is a polar diagram of the range of motion of a stationary pedestrian, taking into account its lateral and rotational acceleration capacity with omission of sideways and backward movements. The polar diagram shows angles from 0 ° to 360 °. An angle of 0 ° means that the pedestrian is walking straight ahead. The polar diagram also shows concentric circles marked 0.5, 1, 1.5 and 2. These are distances (eg in meters) relative to that Center where the human being is at the time to. At the times ti, _t2, t3, t _4, t _5, with t _5> t _4> t 3> t _2> ti is, the person can reside within each of the respective associated ISO lines.

Due to its physiological mobility, it can move at a time ti in an area enclosed by the relevant ISO line. In this case, essentially a movement forward (ie in the running direction, angle 0 °) is possible, while a deviation from the angle 0 ° to the left (counterclockwise) or right (clockwise) is hardly possible. At a time t ₂ (t ₂ > ti), the range widens to the front as well as to the right and left (compare the ISO line marked with t ₂ ). In a similar way, the pedestrian can become a

Time t ₅ (t ₅ > t ₄ > t ₃ > t ₂ > ti) in the area enclosed by the corresponding ISO line. This is not only a forward movement, but also a movement laterally to the rear possible.

When considering the polar diagram, it is readily apparent that the physiological motive power at the time points t.sub.1 to t.sub.s, which lie in the future, does not permit a movement in the angular range between 120.degree. And 240.degree. This knowledge is important when the pedestrian faces the back of the road, for example. Rather, the physiological range of motion merely allows the pedestrian to move straight forward (angle 0 °) forward, with short-term deviations only in an angular range of less than ± 90 ° and only at a later time (time ts) deviations of ± 120 ° are possible. However, this also shows that the distance traveled by the pedestrian becomes smaller as the angle increases. In this representation, it is not taken into account that a pedestrian can also take a step backward (angle 180 °), whereby the distance that can be covered is small. This forms of movement sideways and backward included, again results in a significant change in the movement-residence area, as Fig. 4 shows. The result is an approximately elliptical pattern, whereby the center of gravity of the ellipse clearly points from the zero point in the direction of the normal one

Alignment is shifted because the motive power in alignment is higher than opposite to the alignment.

FIG. 5 shows a diagram which clarifies the range of motion of a person moving in the longitudinal direction Si and transverse direction s _q with a velocity v. It is assumed here that the pedestrian is at a point in time 0 at the point of origin and moves at a predetermined speed in the longitudinal direction (ie along the x-axis). At a time t = 0.4 s, the pedestrian may, after taking into account all the parameters, stay in the shaded movement area marked with BABI and hatched. At a time t = 0.6 s, the pedestrian may be in the area marked BAB2. In a corresponding manner, the possible movement-occupied area BAB3 is drawn at time t = 0.8 s and BAB4 at time t = 1 s. It can be clearly seen that, as time progresses, the range of movement of the movement becomes progressively widened, ie extends in the transverse direction s _q , and on the other hand has a greater depth. This results from the fact that the potential possibilities of the pedestrian with respect to a movement with increasing time become more variable, so that, as a result, also increases the possible residence area.

In FIG. 5, only movement-living areas BAB1,..., BAB4 are shown in a transverse direction (to the left in the exemplary embodiment). It goes without saying that the movement-residence area also extends in the other transverse direction and therefore the diagram shown in FIG. 5 must be mirrored on the x-axis. 6 shows a flowchart from which the procedure according to the invention becomes apparent. In a step S1, an ACTUAL position of a pedestrian is detected. This can be done for example by image capture means in a vehicle. In a step S2, a disturbance of a position information (ST) is taken into account, which may be caused for example by measurement errors and the like. From the cleaned-up data determined in step S2, a chronology, ie a history of the movement of the pedestrian, is determined in a step S3. It is sufficient, for example, if the history reaches 0.5 to 1 s in the past. On the one hand, a movement trajectory and, on the other hand, a state of movement of the pedestrian can be determined from this information. The determination of the current state of motion of the pedestrian takes place in a step S5. Taking into account the physiological mobility of the pedestrian, a physical range of motion is determined in a step S6. This range of motion corresponds to the future possible movement-occupied area, which the pedestrian can take due to its orientation, running speed, translational and / or rotational movement, its radius of curvature, its age, the Bodenreibwert and so on. Finally, in a step S7, a probability distribution of the movement latitude or movement location area is determined. Here, the movement-stay area is divided into a number of different areas with a respective probability of stay. The result is fed to an evaluation unit AE. The current course of movement of the pedestrian, ie its movement trajectory, is determined in a step S6, which parallel to

Step S5 can be executed. The future course of movement of the pedestrian is determined in advance in a step S7 by taking into account restrictions due to ambient conditions and fed to the evaluation unit AE. Parallel to this, typical motion sequence patterns can be taken into account in a step S8. Here, for example, a realization flows in, as a pedestrian at a traffic light or a pedestrian crossing behaves. From this information, an attempt is made to determine an expected preferred direction of movement. This information is also supplied to the evaluation unit AE, which determines a movement horizon of the pedestrian from the information supplied to it in a step S10. The movement horizon in this case again corresponds to the movement-stay area.

The invention enables a much more accurate prediction of the likelihood of a pedestrian or cyclist or animal residing in the near future, based on a position measured over time. The e.g. The method implemented in a control unit calculates the risk of a collision from movement possibilities of the vehicle and of the living being. The prognosis quality is increased by the consideration of the physiological motive power of the living being.

As has been clear from the preceding description, a person can delay significantly faster than accelerate or, at higher speeds, make no change of direction or only changes of direction with small radii. In addition, this ability to move is individually dependent on age, sex, condition, etc. and is e.g. determined prior to implementation in an algorithm by tests. The information may e.g. are stored in a memory and are used as a function of the determined input data for a more precise determination of the probability of residence.

In addition, characteristic patterns of movement patterns of living beings, in particular in typical traffic situations (eg at pedestrian crossings, traffic lights, etc.) can be determined by tests or traffic observations and taken into account in the context of the method. Also, the prediction accuracy is increased by comparing the motion sequence pattern with the measured or determined movement of the living being. In addition, the inclusion of environmental information is possible, which can be provided by navigation systems or digital maps. In addition, a combination with state observers (combination of digital maps in conjunction with environmental sensors) is possible. Restrictions of movement possibilities due to obstacles (eg in a road, house walls and the like) can be taken into account, whereby the prediction accuracy also increases. This can also be taken into account when predicting the future residence of the vehicle.

If a vehicle for carrying out this method is equipped with a corresponding sensor system for detecting parameters of living beings, in particular the parameters that are relevant for their physiological mobility, and the arithmetic unit for determining the future possible movement location area at the given time starting from a location of the movement trajectory and the Movement state under consideration of the physiological motive power of the living being for one or more future times formed, for example, by corresponding characteristic fields and physiology models stored and then determined by the arithmetic unit based on the parameters of the probable Bewegungs-Aufnethaltunsbereich, a protective system for living beings outside the Vehicle, especially pedestrian protection devices activated much more accurate and false alarms are significantly reduced.

Claims

claims

1. A method for determining a probable range of motion of a living being, in particular for use in a personal protection system in a vehicle or a driving simulator, in which at least one sensor environment information is detected, the environmental information is evaluated with a computing unit to identify a living being, for the living being, a movement trajectory and a state of motion at a given time is determined, characterized in that for determining the future possible range of motion at the given time starting from a location of the movement trajectory and the state of motion taking into account physiological motive power of the living being for one or more future time points possible whereabouts are determined.

2. The method according to claim 1, characterized in that one or more of the following parameters are determined and processed as parameters for the determination of the movement state and / or the future possible movement-occupied area: a rotational speed of the living being, a rotational acceleration about a vertical axis of

Living thing, - a present radius of curvature of the movement of the living being, a change in a direction of movement or a radius of curvature of the movement of the living being, an inertia of the living being, - a particular weather-dependent Bodenreibwert the substrate, a class of the living being, in particular an age, a predetermined body dimension (eg height, leg or stride length), a gender or a genus (eg human / animal / child / cyclist) - a movement ability by one or more sideways steps a mobility by one or more backward steps.

3. The method according to claim 2, characterized in that one or more of the following parameters are determined and processed as parameters for the determination of the state of motion and / or the future possible movement-occupied area: a position of the living being, an orientation of the living being to the environment , a translational velocity of the living being, a translational acceleration of the living being.

4. The method according to claim 2 or 3, characterized in that from a database or a family of characteristics assigned to the one or more determined parameters possible future residence or area of the living being is read.

5. The method according to claim 2 or 3, characterized in that one or more of the parameters are supplied to a model computer for determining the movement-living area of the living being, wherein the model computer is based on an abstracted movement model for living beings.

6. The method according to any one of the preceding claims, characterized in that is taken into account for determining the future possible movement-stay area, a movement course depending on the current speed, the current orientation and the current body rotation.

7. The method according to any one of the preceding claims, characterized in that the maximum acceleration capacity of the living being as a function of its movement speed is taken into account for determining the future possible movement-stay area.

8. The method according to any one of the preceding claims, characterized in that for determining the future possible movement-living area a minimally traversable radius of curvature as a function of the present running speed and / or acceleration is taken into account.

9. The method according to any one of the preceding claims, characterized in that for determining the future possible movement-stay area, a maximum deceleration capacity in response to the movement speed and / or a radius of curvature of the movement of the living being is taken into account.

10. The method according to any one of the preceding claims, characterized in that for determining the future possible movement-stay area, an angle is taken into account in which the living being to a determined driving course of the vehicle or moves to this, being determined as a function of the angle in which time the living being can turn in the direction of the driving course and accelerate substantially at the same time in order to get into the area of the driving course.

11. The method according to claim 10, characterized in that an angle between 150 ° and 210 ° and thus a stand with the back to the driving course or moving living beings is considered as an angle.

12. The method according to claim 10, characterized in that an angle between 60 ° and 120 ° and thus a laterally to the driving course standing or moving living beings is considered as an angle.

13. The method according to any one of the preceding claims, characterized in that for determining the future possible movement-stay area, a relative position of the living being to a driving course, in particular a distance, is taken into account, in which the living being stands to the driving course or to this moves, is determined depending on the relative position, in which time the living being can accelerate to get into the range of driving course.

14. The method according to any one of the preceding claims, characterized in that environmental information and / or obstacles are considered to determine the future possible movement-location area.

15. The method according to any one of the preceding claims, characterized in that the determined movement-occupied area is used as input for a risk modeling.

16. The method according to claim 15, characterized in that in the risk modeling of the determined movement-living area and another movement path, in particular a driving tube of a vehicle, are processed together to determine a risk of collision of the living being and the vehicle.

17. The method according to any one of the preceding claims, characterized in that the movement-residence area is divided into several areas with different probabilities of residence.

18. Method according to claim 17, characterized in that characteristic movement patterns for given traffic situations, in particular structural boundaries, pedestrian crossings and traffic lights, of the living being are taken into account when determining the areas with different residence probabilities.

19. The method according to claim 7, characterized in that in addition to a maximum acceleration capacity in the previous direction of motion and a maximum acceleration capacity opposite to the previous direction of movement and / or orientation of the living entity is specified depending on the speed of movement of the animal.

20. Method according to claim 19, characterized in that at least one of the following parameters are specified for the living being: a maximum speed at which the acceleration capacity in the previous direction of movement becomes zero,

a speed at which the maximum acceleration capacity in the previous direction of movement is maximum, a speed at which the maximum acceleration capacity is opposite in magnitude to the previous direction of movement and / or orientation of the living being,

- A maximum speed against the orientation of the living being, from which the acceleration against the orientation is zero, these values are preferably predetermined depending on the class of the living organism, especially age, gender and body dimensions.

21. vehicle having a protection system for living beings outside the vehicle, in particular pedestrian protection devices with at least one sensor to detect environmental information, a computing unit, which is the environment information is evaluated to identify a living being, for the living being a movement trajectory and a state of motion to one to determine a given time and a probable movement-stay area and therefrom a Kollisionswahrscheinkeit and thus need for triggering the protection system derived, characterized in that the vehicle for performing the method according to one of the preceding claims formed, in particular the sensor system for detecting parameters of living beings and their physiological mobility as well as the arithmetic unit for determining the future possible movement-stay area at the given time starting from a location of the movement trajectory u nd the state of motion is formed taking into account a physiological mobility of the living being for one or more future times.