WO2020193128A1

WO2020193128A1 - Controlling a motor vehicle

Info

Publication number: WO2020193128A1
Application number: PCT/EP2020/056420
Authority: WO
Inventors: Michael Amann; Marcus Hiemer
Original assignee: Zf Friedrichshafen Ag
Priority date: 2019-03-27
Filing date: 2020-03-11
Publication date: 2020-10-01
Also published as: DE102019204260A1

Abstract

The invention relates to a method (200) for controlling a motor vehicle (105), having the steps of determining (205) a geographical position of the motor vehicle (105); determining (210) a protection field geometry (155, 160) assigned to the position; determining a protection field (170) with the specified protection field geometry (155, 160) at the determined position; detecting (225) an object (125) in the protection field (170); and preventing (230) a collision of the motor vehicle (105) with the object (125).

Description

Controlling a motor vehicle

The present invention relates to controlling a motor vehicle. In particular, the invention relates to collision avoidance between the motor vehicle and an object.

To avoid a collision with an object, the surroundings of the motor vehicle are scanned and, in the event of an impending collision, the motor vehicle can be slowed down or stopped. The motor vehicle can for example comprise an industrial truck and the scanned environment can extend from the motor vehicle in the direction of travel. It is usually ensured that the motor vehicle does not leave a predetermined lane. Often it can also be assumed that the object is located exclusively on a predetermined route network that includes the roadway. The scanned area can be adapted to a driven speed or a driving direction of the motor vehicle.

The fewer restrictions there are to which movements of the motor vehicle or the object are subject, the more complex the task of avoiding a collision can be. If a comprehensive scan of the entire environment is carried out, the operational safety of the motor vehicle can be high, but at the same time availability can be low because the motor vehicle is overly occupied with avoiding collisions.

One object on which the present invention is based is to provide an improved technique for avoiding collisions in a motor vehicle. The invention solves this problem by means of the subjects of the independent claims. Sub-claims reproduce further embodiments.

According to a first aspect of the invention, a first method for controlling a motor vehicle comprises steps of determining a geographical position of the motor vehicle; determining a protective field geometry assigned to the position; the determination of a protective field with the specific protective field geometry the specific position; the detection of an object in the protective field; and avoiding a collision of the motor vehicle with the object.

Based on the position of the motor vehicle, it is determined which part of the surroundings is to be monitored and which is not. In this way, a part of the environment can be specifically monitored, which is of particular importance depending on the position. In the area of a source of danger such as an intersection or a slope, scanning is carried out in such a way that the locally applicable danger is averted as far as possible. Another area, for example behind the motor vehicle, does not necessarily have to be scanned in this case.

A geographical area is determined in which the position of the motor vehicle is located, the protective field geometry being assigned to the area. The area can e.g. B. extend around a hazard such as an intersection or a bend. Several areas can adjoin or overlap each other. If the position is in several areas at the same time, the protective field geometries assigned to the areas can be combined with one another.

The protective field geometry is z. B. abge in a map of a geographic area that includes the position of the motor vehicle. Such a map contains common geographic information. An area and an assigned protective field geometry can be stored in a dedicated map level. Such a map is also called a collision avoidance map herein.

The protective field geometry includes z. B. an area adjacent to the motor vehicle, the extent, shape and / or orientation of which is determined. The protective field geometry is usually related to the motor vehicle, for which a longitudinal or transverse axis and / or a direction of travel can be taken into account.

The protective field geometry is determined in polar coordinates with respect to the motor vehicle. The protective field geometry is usually sector-shaped or club-shaped and can extend, for example, in the direction of travel of the motor vehicle, preferably having a predetermined opening angle and a predetermined maximum Distance includes. Alternatively, the protective field geometry can also be determined in Cartesian coordinates. The shape of the protective field geometry can also be more complex and, for example, assume an L shape. In general, it is preferred that the protective field geometry comprises a coherent area.

The protective field geometry is scaled as a function of a speed of the motor vehicle. The faster the motor vehicle travels, the more the protective field geometry can be stretched in the direction of travel. A stretching in the transverse direction can optionally also take place. Stretch factors in the longitudinal and transverse directions can be different from one another. A mapping of the speed to a stretching factor can follow a predetermined relationship, for example linear or quadratic.

A predetermined protective field geometry is used if no other protective field geometry is assigned to the specific position. This saves storage space for storing the protective field geometry. In addition, a fallback level can be formed, which can allow collision avoidance even if no protective field geometry can be determined for the position or the position of the motor vehicle cannot be determined.

The object is detected in that the surroundings of the motor vehicle are only scanned in the area of the protective field. An area of the environment that lies outside the protective field cannot be scanned or scans in this area can be discarded. The object can be determined in a way that saves resources. Energy consumption for a scanning device or wear of the scanning device can be reduced.

The motor vehicle is z. B. on a traffic route, the protective field geometry is determined as a function of a traffic route of the traffic route. The traffic route can comprise a land route, for example a road or a path. Predetermined traffic routes can be named in such a way that they are understandable for a person. The traffic routing can, for example, be a number of lanes, an intersection or junction, an uphill or downhill gradient or include the nature of a subsurface. The motor vehicle preferably comprises a land vehicle, in particular a non-rail vehicle, which can be set up to transport material or a person.

The motor vehicle can be set up to drive independently of a traffic route. The motor vehicle can for example comprise an agricultural machine such as a tractor or an agricultural machine. A surveying or expedition vehicle, a military vehicle or a rescue or recovery vehicle cannot be dependent on the use of a traffic route. Nevertheless, a danger that threatens, for example, in the area of a traffic route can be taken into account when controlling the motor vehicle.

The motor vehicle can be automatically controlled in the longitudinal and / or transverse direction who the. The control can be supportive, automatic or autonomous, so that an autonomy class of up to five (according to SAE J3016 or comparable) can be achieved.

According to a second aspect of the invention, a method for determining a collision avoidance map comprises the steps of determining a geographic area in which a motor vehicle can travel; of determining a protective field geometry as a function of the area, the protective field geometry determining a protective field for a motor vehicle driving through the area so that the motor vehicle can avoid a collision with an object located in the protective field at the position of the motor vehicle; and storing an assignment of the protective field geometry to the geographic area.

The collision avoidance map can be based on a first method described herein. The collision avoidance map can be determined partially or fully automatically. Features or advantages of the methods can each be transferable.

According to a further aspect of the invention, a control device for a motor vehicle comprises a positioning device for determining a geographical position position of the motor vehicle; a scanning device for scanning the surroundings of the motor vehicle; and a processing device. The processing device is set up to determine a protective field geometry assigned to the position, to determine a protective field with the specific protective field geometry at the specific position, to determine an object in the protective field on the basis of a scan, and a collision of the motor vehicle with the object to avoid.

The processing device can be set up to carry out a method described herein in whole or in part. For this purpose, the processing device can comprise a programmable microcomputer or microcontroller and the method can be in the form of a computer program product with program code means. The computer program product can also be stored on a computer-readable data carrier or be available as a downloadable data stream. Features or advantages of the method can be transferred to the device or vice versa.

According to yet another aspect of the invention, a motor vehicle comprises a control device described here in.

The invention will now be described in more detail with reference to the accompanying figures, in which:

FIG. 1 shows an exemplary system;

FIG. 2 shows a flow chart of a first exemplary method;

FIG. 3 shows a flow chart of a second exemplary method; and

Figure 4 illustrates an exemplary collision avoidance map.

FIG. 1 shows an exemplary system 100 which comprises a motor vehicle 105 with a control device 110 and an optional external point 115. The motor vehicle 105 is preferably set up for partially automatic, automatic or autonomous driving in an environment 120. The environment 120 can, for example, be a a predetermined geographic area, a predetermined section of a traffic route network or a predetermined class of traffic routes. In one embodiment, no special requirements are placed on the surroundings 120 and the motor vehicle 105 can be moved within the scope of its physical possibilities.

The control device 110 is set up to avoid a collision of the motor vehicle 105 with an object 125. The object 125 can be immobile or movable. In particular, the object 125 can include another vehicle, another road user or a person. The collision avoidance can avert damage to the object 125 and / or to the motor vehicle 105.

The control device 110 preferably comprises a scanning device 130 for detecting the object 125, a processing device 135, a positioning device 140 for determining a geographical position of the motor vehicle 105, an interface 145 for connection to a control system of the motor vehicle 105 and a storage device 150.

The scanning device 130 comprises one or more sensors which are set up for preferably contactless scanning of the surroundings of the motor vehicle 105. For example, the scanning device 130 can comprise a camera, a depth camera, a LiDAR sensor, a radar sensor or an ultrasonic sensor. Information from several sensors can be merged with one another.

The positioning device 140 preferably comprises a receiver of a global satellite navigation system (GNSS). The geographical position of the motor vehicle 105 can also be determined by means of another sensor, for example an odometer, an inertial system or a compass. Several sources of information can be merged to determine the position.

The control device 110 is preferably set up to provide a message or a signal at the interface 145 that indicates an impending collision between the motor vehicle 105 and the object 125. Preferably this includes Signal a recommendation for action on the basis of which a longitudinal and / or lateral control of the motor vehicle 105 can be influenced. In particular, the signal can cause motor vehicle 105 to brake or swerve. The signal can be converted into a control measure directly by means of a corresponding device, such as a steering or braking system, or a dedicated control system for movements of the motor vehicle 105 can influence the motor vehicle 105 based on the signal.

Information that assigns a protective field geometry to a geographic position is preferably stored in the memory device 150. In FIG. 1, a first protective field geometry 155 and an exemplary second protective field geometry 160 are shown by way of example. The protective field geometries 155, 160 each include a two- or three-dimensional specification of a geometric area. A protective field geometry 155, 160 preferably comprises an anchor point which lies in or on the defined geometric area and to which the protective field geometry 155, 160 is related.

The first protective field geometry 155 is indicated by way of example in polar coordinates and can include an extension from the anchor point, a direction and / or an opening angle. The direction can be related to a longitudinal axis or a direction of movement of the motor vehicle 105, for example. The second protective field geometry 160 is indicated by way of example in Cartesian coordinates that are given before given with respect to the directional axes of the motor vehicle 105 or its movement. For example, the second protective field geometry 160 includes not only a rectangle but a polygonal area. Edges of the polygon are preferably parallel to the Cartesian coordinate axes.

The processing device 135 can look up a protective field geometry 155, 160 on the basis of a position of the motor vehicle 105 in the memory device 150 and determine a protective field 165 by relating the protective field geometry 155, 160 to the position of the motor vehicle 105. For this purpose, the anchor point of the protective field geometry 155, 160 can be placed on the specific position and the protective field geometry 155, 160 can be aligned with respect to predetermined axes will. The protective field 165 can also be determined absolutely by transforming the area into geographical coordinates.

A protective field geometry 155, 160, which is assigned to a position, can also be determined by sending an indication of the position by means of a communication device 170 to the external point 115, which returns an indication of a protective field geometry 155, 160 in response sends. The external location 115 preferably comprises a communication device 175, a processing device 180 and a storage device 185 with information which allows mapping of a geographical position to a protective field geometry 155, 160 assigned to the position. The external point 115 is preferably set up to answer questions from a multiplicity of control devices 110 on board different motor vehicles 105.

FIG. 2 shows a flow chart of a first method 200 for collision avoidance of a motor vehicle 105. The method 200 can in particular be carried out by means of a control device 110 on board the motor vehicle 105.

In a first step 105, a geographical position of the motor vehicle 105 is determined. On the basis of this position, a protective field geometry 155, 160 can be determined in a step 210, in particular by looking up the local storage device 150 or by requesting the external location 115. In a step 215, based on the determined protective field geometry 155, 160 the protective field 165 with respect to the motor vehicle 105 can be determined. For this purpose, the protective field geometry 155, 160 is related to the specific position of the motor vehicle 105. The anchor point of the protective field geometry 155, 160 can be placed on a certain point on the motor vehicle 105. The specific position preferably also relates to this point. The point can correspond to a geometric center point or a center of gravity of the motor vehicle 105, for example. If the positioning device 140 comprises a GNSS receiver, the point can be defined by a receiving antenna. The protective field geometry 155, 160 is optionally deformed, rotated or scaled, for example as a function of a speed or change in direction of the motor vehicle 105. In a step 220, the surroundings of the motor vehicle 105 can be scanned. Optionally, the scanning is already restricted to the specific protective field 165, for example by a sensor of a scanning device 130 being controlled accordingly. Alternatively, an area that includes the protective field 165 can also be scanned, wherein measurements or determinations that go beyond the protective field 165 can be rejected.

On the basis of the scanning, an object 125 in protective field 165 can be determined in a step 225. The object 125 can be recognized in order to further treat only those objects 125 with which a collision is to be avoided. An object 125 to be avoided can be defined by its type, its movement or its size. For example, a collision with a living being can be avoided under all circumstances, while a collision with a flat object 125 close to the ground should only be avoided if the object 125 is sufficiently large. It is optionally determined on the basis of movements of the motor vehicle 105 and / or of the object 125 whether a collision is to be feared at all. If this is not the case, the object 125 cannot be processed any further.

If an object 125 with which a collision is to be avoided is located within the protective field 165, a measure to avoid the collision can be taken in a step 230. In particular, a signal or a message can be provided which can lead to a change in the direction of travel or the speed of the motor vehicle 105.

FIG. 3 shows a flow chart of a second method 300 for determining an assignment of a protective field geometry 155, 160 to a position. As will be described in more detail below with reference to FIG. 4, certain assignments for a large number of positions can be collected in a collision avoidance map in this way.

In a step 305, a geographical area can be determined to which a protective field geometry 155, 160 is to be assigned. Each position should that is included in the area, the same protective field geometry 155, 160 can be assigned. The geographical area can be chosen arbitrarily. The area is usually selected in such a way that sources of danger which favor a collision of a motor vehicle 105 driving in the area with an object have the same effects as possible within an area. For example, an area can be determined on a section of a route between two junctions or other traffic-relevant locations. A predetermined area can also be subdivided into adjacent geographic areas of the same predetermined size and shape.

In a step 310, a protective field geometry 155, 160 can be determined which is appropriate for the selected area. For example, the protective field geometry 155, 160 can essentially extend along a direction of travel if there are no lateral sources of danger in the present area. If the area comprises an intersection, the protective field geometry 155, 160 can be laterally widened in order to enable scanning in an adjacent street.

In a step 315, an assignment of the position to the protective field geometry 155, 160 can be stored. The assignment is preferably stored in a collision avoidance card. The method 300 can run through again in order to process a further geographic area.

FIG. 4 shows a collision avoidance map 400, which comprises several exemplary geographical areas, each of which is assigned a protective field geometry 155, 160. For easier understanding, geographical areas to which the same protective field geometry 155, 160 are assigned, have the same pattern.

First areas 405 relate to sections of a single-lane driveway between two junctions or other traffic-relevant locations. A protective field geometry 155, 160 can be used here, which essentially extends forward in the direction of travel. A second area 410 relates to a confluence with a single-lane driveway.

Here, the protective field geometry 155, 160 can extend laterally in the direction of the junction. The extent of the protective field geometry 155, 160 in the direction of travel can be reduced. Different protective field geometries 155, 160 can be predetermined for different driving directions. A right of way or one-way street regulation can be taken into account in the protective field geometry 155, 160.

A third area 415 relates to an intersection of two routes. Here the protective field geometry 155, 160 can extend on both sides of a direction of travel. The extent of the protective field geometry 155, 160 in the direction of travel preferably comprises an area which extends beyond the intersection by a predetermined amount. In the illustrated third area 415, there is a transition between a single-lane and a two-lane route. Accordingly, in the area of the two-lane driveway, a lateral area of a motor vehicle 105 traveling there can additionally be encompassed by the protective field geometry 155, 160.

A fourth area 420 comprises a two-lane driveway. If the motor vehicle 105 is not set up to change a lane, the scanning of a non-traveled lane of the area can also be omitted.

A protective field geometry 155, 160 can essentially have the shape of an area 405-420 assigned to it. However, it is also possible that the protective field geometry 155, 160 has a completely different shape, for example rectangular, L-shaped or I-shaped. In addition, the protective field geometry 155, 160 can extend in a predetermined direction which does not necessarily correspond to an alignment or a direction of movement of the motor vehicle 105. Reference system

Motor vehicle

Control device

external body

environment

object

Scanning device

Processing facility

Positioning device

interface

Storage facility

first protective field geometry

second protective field geometry

Protective field

Communication facility

Processing facility

Storage facility

first procedure

Determine position

Determine protective field geometry

Determine protective field

Scanning environment

Detecting an object in the protective field

Avoid collision second procedure

Determine geographic area

Determine protective field geometry Filing assignment

Collision avoidance map first area

second area

third area

fourth area

Claims

A method (200) for controlling a motor vehicle (105), the method

(200) comprises the following steps:

Determining (205) a geographical position of the motor vehicle (105);

Determining (210) a protective field geometry (155, 160) assigned to the position; Determining (215) a protective field (170) with the determined protective field geometry (155, 160) at the determined position;

Detecting (225) an object (125) in the protective field (170); and

Avoiding (230) a collision of the motor vehicle (105) with the object (125).

2. The method (200) according to claim 1, wherein a geographical area (405-420) is determined in which the position of the motor vehicle (105) is located; the protective field geometry (155, 160) being assigned to the area.

3. The method (200) according to claim 1 or 2, wherein the protective field geometry (155,

160) comprises an area adjoining the motor vehicle (105), the extent, shape and / or orientation of which is determined.

4. The method (200) according to claim 3, wherein the protective field geometry (155) in polar

Coordinates with respect to the motor vehicle (105) is determined.

5. The method (200) according to any one of the preceding claims, wherein the protective field geometry (155, 160) is scaled as a function of a speed of the motor vehicle (105).

6. The method (200) according to any one of the preceding claims, wherein a vorbe certain protective field geometry (155, 160) is used if no other protective field geometry (155, 160) is assigned to the specific position.

7. The method (200) according to any one of the preceding claims, wherein the object

(125) is detected in that the surroundings of the motor vehicle (105) are only scanned in the area of the protective field (170).

8. The method (200) according to any one of the preceding claims, wherein the motor vehicle (105) is on a traffic route and the protective field geometry (155, 160) is determined as a function of a traffic routing of the traffic route.

9. The method (200) according to any one of the preceding claims, wherein the motor vehicle (105) is set up to drive independently of a traffic route.

10. The method (200) according to any one of the preceding claims, wherein the motor vehicle (105) is automatically controlled in the longitudinal and / or transverse direction.

1 1. Method (200) for determining a collision avoidance map, wherein the

Method (200) comprises the following steps:

Determining a geographic area in which a motor vehicle (105) can travel;

Determination of a protective field geometry (155, 160) depending on the area where the protective field geometry (155, 160) determines a protective field (170) for a motor vehicle (105) driving in the area, so that the motor vehicle (105) collides with an object (125), which is located in the protective field (170) at the position of the motor vehicle (105), can avoid; and

Storing an assignment of the protective field geometry (155, 160) to the geographical area.

12. Control device (1 10) for a motor vehicle (105), comprising:

a positioning device (140) for determining a geographical position of the motor vehicle (105);

a scanning device (130) for scanning an environment (120) of the motor vehicle (105); and

a processing device (135) which is set up to determine a protective field geometry (155, 160) assigned to the position, to determine a protective field (170) with the specific protective field geometry (155, 160) at the specific position, on the basis of a Scanning an object (125) in the protective field (170) to determine, and to avoid a collision of the motor vehicle (105) with the object (125).

13. Motor vehicle (105), comprising a control device (1 10) according to claim 12.