WO2023156223A1 - Procédé mis en œuvre par ordinateur et dispositif pour augmenter la sécurité d'un premier moyen de transport par rapport à au moins un second moyen de transport - Google Patents

Procédé mis en œuvre par ordinateur et dispositif pour augmenter la sécurité d'un premier moyen de transport par rapport à au moins un second moyen de transport Download PDF

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Publication number
WO2023156223A1
WO2023156223A1 PCT/EP2023/052689 EP2023052689W WO2023156223A1 WO 2023156223 A1 WO2023156223 A1 WO 2023156223A1 EP 2023052689 W EP2023052689 W EP 2023052689W WO 2023156223 A1 WO2023156223 A1 WO 2023156223A1
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WO
WIPO (PCT)
Prior art keywords
transportation
driver
danger zone
locomotion
signal
Prior art date
Application number
PCT/EP2023/052689
Other languages
German (de)
English (en)
Inventor
Hendrik Vogt
Mark Schutera
Original Assignee
Zf Friedrichshafen Ag
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
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2023156223A1 publication Critical patent/WO2023156223A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention

Definitions

  • the invention relates to a computer-implemented method and a device for increasing the safety of a first means of transportation in relation to at least one second means of transportation, as well as a computer program product and a vehicle.
  • the blind spot is a well-known source of danger in everyday traffic.
  • Various systems are integrated in modern vehicles that warn the driver if there is an object in the vehicle's blind spot.
  • Having a first vehicle in the blind spot of another second vehicle can increase the likelihood that the first vehicle will be missed by the driver of the second vehicle. This scenario can lead to extremely dangerous driving situations, which can also hardly be predicted by the system of a given vehicle.
  • Vehicles that are at least partially autonomous determine the driving direction and speed of their own vehicle based on movement models, which also take into account the positions of other road users, among other things. These movement models can have difficult problems, especially if the other road users are non-autonomous vehicles, since the behavior of these road users is sometimes unpredictable. If the at least partially autonomously driving vehicle is located within the blind spot of a non-autonomous vehicle, the driver of the non-autonomous vehicle may control his vehicle in an unpredictable manner. This is not only a safety risk for both vehicles, but also a problem with the movement models.
  • DE 10 2013 013 082 A1 relates to a blind spot warning system and a blind spot warning method for detecting another vehicle in a blind spot of a vehicle with the warning system, in which issue a warning when the other vehicle is in the blind spot of the vehicle with the warning system.
  • the blind spot detection device includes: a transmission/reception unit configured to transmit/receive a signal for detecting an object existing in a blind spot of a vehicle; a detection unit configured to detect the object by receiving the signal; a determination unit configured to determine whether the object is a warning-needed object based on whether the detected object is moving or not; and a warning unit configured to generate a warning signal when the object is determined to be the object to be warned about.
  • the driver of a vehicle is informed when another vehicle is located in the blind spot of his vehicle. Accordingly, the sense of this driver is improved and safety can be increased. However, with this type of warning, safety is limited to the driver's own view.
  • the object is achieved by a computer-implemented method for increasing the security of a first means of locomotion in relation to at least one second means of locomotion.
  • the method includes determining a spatial arrangement of the first and second means of locomotion and determining a danger area of the second means of locomotion, which cha- characterizes.
  • the method also includes outputting a danger zone signal to the first means of transportation if a predetermined proportion of the first means of transportation is located in the specific danger zone of the second means of transportation.
  • a danger zone of the second vehicle is taken into account and the danger zone signal is output to the first means of transportation. Consequently, a driver of the first means of locomotion can be informed when the first means of locomotion is located in a danger zone of the second means of locomotion. For example, if the first means of transportation is in a blind spot of the second means of transportation, the driver of the first means of transportation can accelerate or decelerate the first means of transportation in order to drive out of the blind spot of the second means of transportation. A driver of the second means of transportation can then see the first means of transportation and the safety of both means of transportation is increased since both drivers are informed about the other means of transportation.
  • the first, second and/or other means of transportation mentioned below can be a non-motorized means of transportation such as a bicycle, an at least partially motorized vehicle or an at least partially motorized bicycle.
  • the means of transportation can be a vehicle, in particular an at least partially autonomously driving vehicle, such as a car, a shuttle, a bus, a scooter, a motorcycle or the like.
  • the spatial arrangement can each include a position of the first and second means of locomotion, which are set in relation to one another.
  • the spatial arrangement can include a three-dimensional representation of the two positions.
  • the spatial arrangement can include an estimate of the geometry or the geometry of the first and/or the second means of transportation.
  • the spatial arrangement can indicate a distance between the two positions and/or distances between the geometries of the means of transportation.
  • the spatial arrangement on further indicate spatial information, such as the height of the positions and/or the geometries and/or the size of the means of transportation.
  • the danger zone of the second means of locomotion and of every other means of locomotion characterizes an area that a driver of the respective means of locomotion cannot see at least partially and/or a safety-critical area. Due to the structure of means of transport such as cars and the human anatomy, humans cannot see the entire 360° area around the means of transport.
  • the non-visible area includes, among other things, the blind spot.
  • the safety-critical area is an area that the respective driver can theoretically see, but in which another vehicle should not be located depending on the traffic situation.
  • the safety-critical area can be a distance behind a vehicle driving ahead that should at least be maintained in order to be able to react in good time to a possible braking of the vehicle driving ahead.
  • a predetermined minimum distance should also be maintained next to the vehicle, as it can sway to the right and left. These safety-critical areas can change depending on the traffic situation. For example, a greater distance from the vehicle in front is necessary on a freeway than in a traffic jam, since the speed in a traffic jam is low.
  • the area that cannot be seen can include a blind spot for the driver of the second means of transportation.
  • the safety-critical area can be determined based on at least one of a large number of means of transport parameters. Previous and subsequent definitions of the visible and the safety-critical area as well as the danger area can be applied to the first, the second and any further means of transport.
  • the predetermined proportion can be 50%, 60%, 70%, 80%, 90%, 95% or 100%. Alternatively or additionally, the predetermined proportion can be determined based on at least one of the plurality of means of transport parameters.
  • the method can further include: determining a spatial arrangement of the first, the second and a third means of locomotion, and determining a danger area of the third means of locomotion, which one of a driver of the third means of transportation characterized at least partially non-visible area.
  • the danger zone signal can be output when the predetermined portion of the first means of transportation is located in the specific danger zone of the second and/or the third means of transportation. Consequently, the danger areas of two, three or more means of transportation can be taken into account.
  • the danger area signal can be output to at least one of a driver, a driver assistance system and a neural network of the first means of transportation.
  • the driver assistance system and/or the neural network can output a control command for controlling the first means of transport based on the danger area signal and at least one of the plurality of means of transport parameters, wherein the control command includes at least one of accelerating, braking, maintaining the speed and steering the first Means of transport included.
  • the control command can also be determined based on information from the first means of locomotion which is available to the driver assistance system and/or the neural network.
  • the driver assistance system and/or the neural network can accelerate, brake or maintain the speed in such a way that the predetermined proportion of the first means of transportation that is within the danger zone is reduced when the control command is followed.
  • the danger zone signal issued to the driver of the first means of transportation can include an optical, acoustic and/or haptic warning signal which informs the driver of the first means of transportation that at least the predetermined portion of the first means of transportation is in the danger zone of the second and/or the third means of transportation is.
  • the information signal can indicate to the driver of the first means of transportation which part of the first means of transportation is located within the danger zone of the second and/or the third means of transportation. If, for example, a rear section of the means of locomotion is in the danger zone of the second means of locomotion, the driver of the first means of locomotion can Accelerate means of transport in order to reduce the proportion of the first means of transport, which is located within the danger zone. Consequently, the information signal can support the driver of the first means of locomotion in his decision-making process.
  • the notification signal can further indicate one of an acceleration of the first means of locomotion, a deceleration of the first means of locomotion, a change in direction of the first means of locomotion, and/or a maintenance of a current speed of the first means of locomotion such that the predetermined portion of the first means of locomotion which is within of the danger area of the second and/or the third means of transportation is reduced if the driving instructions are followed.
  • the information signal can be output to the driver of the first means of transportation until the predetermined proportion is undershot and no more danger zone signal is output.
  • the information signal can be determined based on the location of the first means of transportation within the danger area of the second and/or the third means of transportation and at least one of the plurality of means of transportation parameters.
  • the danger zone of at least one of the second and third means of transportation can also be determined based on at least one of the plurality of means of transportation parameters.
  • the multitude of means of transport parameters can be one of a current speed, a traffic situation, the spatial arrangement, a current weather situation, a condition, a driver profile of a driver, a driver's position, a prioritization, the type of means of transport and an expected route of the first, second and / or include the third means of transportation.
  • the condition of the means of transportation can indicate a model, year of manufacture and/or equipment of the means of transportation.
  • the state of the means of transportation can indicate whether the first, second, third and/or further means of transportation is a means of transportation which has a driver assistance system and/or at least partially is driving autonomously.
  • the predetermined proportion can turn out to be greater than in comparison to a non-autonomous vehicle.
  • This can be due to the fact that at least partially autonomously driving vehicles have improved safety and are often able to monitor a 360° environment around the means of transport, while a driver alone is not able to do this. Consequently, a danger area of an at least partially autonomously driving vehicle can be smaller or not exist at all.
  • the prioritization can indicate which danger area of the second, third and further means of transport is weighted and how.
  • the second means of transportation can be given a higher priority, since it is a means of transportation driving immediately ahead, while the third means of transportation is a means of transportation driving two lanes further to the right, which has a lower priority.
  • the prioritization can change depending on the traffic situation. Furthermore, the prioritization can weight a danger area or one of the means of transportation in such a way that the danger area is ignored.
  • the plurality of transportation parameters can be predefined. Alternatively or additionally, the large number of means of transport parameters can be adapted to the respective traffic situation. This can be done by using the driver assistance system, one or more sensors and/or the neural network.
  • the spatial arrangement, the danger area of the second and/or third and/or each additional means of transportation, the danger area signal and/or the information signal can be determined using the neural network, a computer simulation, at least one mathematical model and/or at least one sensor.
  • a position and/or orientation of a driver of the second, third and/or each additional means of transportation can be determined using the neural network, the computer simulation, the at least one mathematical model and/or the at least one sensor in order to determine the danger zone.
  • the task is performed by a computer program
  • the object is achieved by a device for increasing the safety of a first means of locomotion in relation to at least one further second means of locomotion.
  • the device includes a processor configured to receive sensor data that characterize a spatial arrangement of the first and second means of transportation, and to determine a danger zone of the second means of transportation, which is an area that is at least partially not visible to a driver of the second means of transportation and/or a safety-critical area characterized.
  • the processor is further set up to output a danger zone signal to the first means of transportation if a predetermined portion of the first means of transportation is located in the specific danger zone of the second means of transportation.
  • the object is achieved by a vehicle comprising a device according to the third aspect and/or a processor for executing a computer program product according to the second aspect, the vehicle being designed as the first means of transportation.
  • the vehicle according to the fourth aspect and/or the device according to the third aspect may include a memory.
  • the memory can be set up to store a computer program product according to the second aspect.
  • a processor of the vehicle/device may be configured to execute the computer program product.
  • the vehicle and/or the device can include one, two or more sensors that are set up to detect the spatial arrangement of the first, the second and/or the third means of transportation.
  • the vehicle and/or the device can include an output unit that is set up to output the notification signal.
  • the output unit can be an audio unit and/or a screen and/or a projector, which correspondingly output an audio signal and/or image signal based on the notification signal.
  • FIG. 1 shows a schematic device for increasing the safety of a first means of transportation
  • FIG. 6 shows a schematic method for increasing the safety of a first means of transportation.
  • FIG. 1 shows a device 100 for increasing the security of a first means of transportation 210 in relation to a further second means of transportation 220 (see FIG. 2).
  • the means of transportation 210 can comprise the device 100 .
  • the device 100 comprises at least one sensor 110, a memory 120, a processor 130, a transceiver 140 and a display unit 150.
  • the sensor 110 is set up to determine positions of the means of locomotion 210, 220 and other means of locomotion and objects. In addition, the sensor 110 can be set up to detect dimensions and/or geometries of the means of transportation 210, 220 and objects. Sensor 110 is also set up to provide sensor information about detected means of transportation 210, 220 and objects, in particular to the units of device 100. This sensor information can include all information detected by sensor 110, such as positions, dimensions and/or geometries.
  • the memory 120 is set up to store and provide information, in particular from and to the units of the device 100. Furthermore, the memory 120 is set up to store a computer program product in order to comprising program code sections for executing a computer-implemented method according to FIG. 6 when the computer program is executed by at least the processor 130.
  • the memory 120 can be a non-volatile storage medium.
  • the transceiver 140 is set up to receive data and information from the units of the device 100 and external units and networks. Furthermore, the transceiver 140 is set up to send data and information to the external units and networks. In particular, the transceiver 140 can be set up to exchange the data and information with a driver assistance system of one of the means of transportation 210, 220 and/or a neural network.
  • the display unit 150 is set up to display information, data and signals graphically. Furthermore, the display unit 150 is set up to output the information, data and signals acoustically and/or haptically.
  • the information, data and signals can be from the units of the device 100 and/or from external units and networks.
  • FIG. 2 to 5 Various traffic situations of means of transportation 210, 220 are shown below in Figs. 2 to 5, with means of transportation 210 comprising device 100 and/or at least one memory and one processor, with a computer program product being stored in the memory of means of transportation 210 6, when the computer program is executed by at least the processor of the means of transportation 210.
  • cars are assumed to be the means of transportation, with car 210 being an autonomously driving car and car 220 being a non-autonomously driving car, ie being controlled manually.
  • the means of transportation 210, 220 can be a non-motorized means of transportation such as a bicycle, an at least partially motorized vehicle or an at least partially motorized bicycle.
  • the means of transportation can be a vehicle, in particular an at least partially autonomous vehicle such as a shuttle, a bus, a scooter, a motorcycle, or the like, and is not limited to the present embodiments.
  • FIG. 2 shows cars 210, 220, which are traveling in the same direction at the same speed Vi (to the right in FIG. 2, as indicated by the arrow). Furthermore, the car 210 is in a danger area 240 of the car 220, since the car 210 is currently in the blind spot of the car 220.
  • FIG. 2 also shows a median strip 230 for delimiting the two lanes of cars 210, 220. According to FIG. 2, a driver of car 220 cannot see car 210 because it is in the blind spot. Consequently, when changing lanes into the lane of the car 210, the driver of the car 220 could overlook the car 210 and an accident could occur.
  • the processor 130 first determines the spatial arrangement of the two cars 210, 220 based on the sensor information of the sensor 110.
  • the sensor 110 can be at least one of a camera, a lidar sensor and include a GPS sensor.
  • processor 130 is set up to determine geometries of passenger cars 210, 220 based on one or more mathematical models, vehicle recognition and/or by means of a neural network. The geometries can at least partially describe the bodies of the vehicles or means of transportation.
  • the processor 130 is set up to determine the danger area 240 based on the mathematical models, the vehicle recognition and/or the geometries of the cars 210 , 220 .
  • a position and/or orientation of the driver of passenger car 220 can be determined by means of sensor 110 in order to determine danger area 240 based on this information. Furthermore, at least a large number of means of transport parameters can be used to determine the danger area 240 .
  • the danger area 240 includes the blind spot of the driver of the car 220.
  • the danger area 240 can be larger/smaller and include more or less than the blind spot of the driver of the car 220.
  • the danger area 240 can additionally or alternatively include one or more safety-critical areas of the car 220 .
  • Safety-critical areas can be areas around the car 220, which although theoretically of the Drivers of the car 220 can be seen, but should be avoided for safety reasons. For example, a certain lateral distance between the cars 210, 220 should not be undercut, since the car 220 is controlled manually and is therefore subject to any fluctuations. Safety-critical areas can also be located in front of and behind the car 220 .
  • processor 130 determines whether car 210 is within hazard area 240 of car 220 and what proportion of car 210 is within hazard area 240. According to FIG. 2 , the car 210 is located completely in the danger area 240 and the processor 130 outputs a danger area signal to the car 210 .
  • the danger zone signal is issued when a predetermined portion of the automobile 210 is within the danger zone 240 .
  • the predetermined proportion can be determined based on at least one of a large number of transportation parameters and/or have a predetermined value.
  • the multitude of means of transport parameters include at least one of a current speed, a traffic situation, the spatial arrangement, a current weather situation, a state of the means of transport, a driver profile of a driver, a driver's position, a prioritization, the type of means of transport and an expected route of the first of the second and/or further means of transportation 210, 220.
  • the condition of the means of transportation can indicate a model, year of manufacture and/or equipment of the means of transportation 210, 220.
  • the means of transportation 210 is an autonomously driving car and the means of transportation 220 is a manually controlled car.
  • the equipment of the means of transportation can indicate whether the respective means of transportation has a warning display in the side mirror of the means of transportation, which issues a warning if another means of transportation is located in the blind spot.
  • Different road users can be prioritized by means of the prioritization.
  • the car 220 has a higher priority, since it was found to be more relevant to safety than a car 250 in the situation shown. Consequently, the predetermined proportion can be 50%, for example, so that the danger zone signal is output when 50% or more of the car 210 is located within the danger zone 240 of the car 220 .
  • the danger area signal can be output by the processor 130 as long as 50% or more of the automobile 210 is within the danger area 240 . As soon as less than 50% of the car 210 is located within the danger zone 240, a danger zone signal is no longer output.
  • the danger area signal is output to the driver assistance system of the car 210 .
  • the danger area signal can be output to the driver of the car 210 by means of the display unit 150 , the danger area signal including an information signal for the driver of the car 210 .
  • This information signal can inform the driver of the car 210 that the car 210 is located within the danger area 240, which part of the car 210 is located within the danger area 240 and show possible control suggestions as to how the danger area 240 can be left or at least left so far can be that there is no longer a security risk. For example, this is the case when at least 70% of the car 210 is within the driver's field of view of the car 220 and therefore only 30% of the car 210 is within the danger area 240 .
  • the driver assistance system of car 210 can determine a control command based on danger area signal 240, the spatial arrangement of cars 210, 220, and at least one of the large number of means of transport parameters, in order to control car 210 in such a way that it leaves danger area 240 and/or at least the Proportion reduced, which is located within the danger zone 240.
  • the control command can include accelerating, braking, maintaining the speed and/or steering and thus changing the direction of travel of the automobile 210 .
  • the driver assistance system can include further parameters which are relevant for the control of the automobile 210 . Other conditions can also be taken into account, such as traffic signs, road types, traffic zones, parked cars, etc. According to FIG.
  • both cars 210, 220 are traveling at the speed Vi, so that maintaining the speed would not result in the danger area 240 being left.
  • One way to reduce the proportion that is within the danger zone 240 is to accelerate the car 210 to a speed V2 that is greater than the speed V1.
  • the car 210 overtakes the car 220 over a predetermined period of time and at least partially leaves the danger area 240, as shown in FIG. 3 .
  • the driver assistance system can decelerate to the speed V1 again. Since the car 210 in FIG. 3 can be seen at least partially by the driver of the car 220, the safety of the cars 210, 220 is increased.
  • the control command can decelerate the car 210 to a speed V3 so that the car 210 can be seen behind the car 220 by the driver of the car 220 when viewed in the direction of travel.
  • FIG. 5 shows another traffic situation with another car 250, which is also a manually controlled car. All three cars 210, 220, 250 drive at the same speed V1.
  • the danger zone of the car 250 is represented by the dotted line 260, which corresponds to the blind spot behind the T-pillar.
  • the car 210 is in the danger area 240 of the car 220 and in the danger area 260 of the car 250. It can happen that the car 210 has moved out of a danger area of a car and is then in another danger area of another car . Accordingly, the danger areas of the several road users can be prioritized.
  • the danger area 240 of the car 220 is given higher priority/weighting since the car 220 could drive into the car 210 when changing lanes.
  • a lane change of the PKW250 would not lead to an accident with the PKW210. Consequently, the danger area signal is output based on the predetermined portion of the car 210 within the danger area 240, the danger area 260 of the car 250 is not taken into account.
  • the driver assistance system and/or the neural network accelerates the car 210 so that it reduces the proportion that is located in the danger zone 240, and also does not penetrate into the danger zone 260 of the car 250.
  • Fig. 6 shows a method 300 for increasing the safety of a first means of transportation 210 in relation to at least one second means of transportation 220.
  • the method 300 comprises determining 310 a spatial arrangement of the first and second means of transportation 210, 220, determining 320 a danger area of the second means of transportation 220, which characterizes an area that is at least partially not visible to a driver of the second means of transportation 220 and/or a safety-critical area.
  • the method 300 also includes an outputting 330 of a danger area signal to the first means of transportation 210 if a predetermined proportion of the first means of transportation 210 is located in the specific danger area of the second means of transportation 220 .
  • Previously made statements regarding the device 100 or the means of transportation 210 can also be embodied as method steps of the method 300 .
  • the method 300 can be stored in the memory 120 as a computer program product.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un procédé mis en œuvre par ordinateur (300) et un dispositif pour augmenter la sécurité d'un premier moyen de transport (210) par rapport à au moins un second moyen de transport (220). Le procédé comprend les étapes consistant à : déterminer (310) l'agencement spatial des premier et second moyens de transport (210, 220) ; déterminer (320) une zone de danger (240) du second moyen de transport (220), ladite zone de danger caractérisant une région qui n'est au moins partiellement pas visible par un conducteur du second moyen de transport (220) et/ou une région critique de sécurité ; et délivrer (330) un signal de zone de danger au premier moyen de transport (210) si une proportion spécifiée du premier moyen de transport (210) est située dans la zone de danger déterminée du second moyen de transport (220).
PCT/EP2023/052689 2022-02-18 2023-02-03 Procédé mis en œuvre par ordinateur et dispositif pour augmenter la sécurité d'un premier moyen de transport par rapport à au moins un second moyen de transport WO2023156223A1 (fr)

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DE102022201699.8A DE102022201699A1 (de) 2022-02-18 2022-02-18 Computer-implementiertes Verfahren und Vorrichtung zum Erhöhen der Sicherheit eines ersten Fortbewegungsmittels in Bezug auf zumindest ein zweites Fortbewegungsmittel
DE102022201699.8 2022-02-18

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DE102013013082A1 (de) 2012-08-06 2014-03-06 Mando Corporation Toter-winkel-warnsystem und toter-winkel-warnverfahren
DE102014009140A1 (de) 2013-10-07 2015-04-23 Mando Corporation Toter-Winkel-Erfassungsvorrichtung und Toter-Winkel-Erfassungsverfahren
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US20190118811A1 (en) * 2017-10-19 2019-04-25 Toyota Jidosha Kabushiki Kaisha Vehicle speed control device

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US8190355B2 (en) 2007-10-10 2012-05-29 International Business Machines Corporation Driving assistance and monitoring
US9487212B1 (en) 2015-10-09 2016-11-08 GM Global Technology Operations LLC Method and system for controlling vehicle with automated driving system
US10115025B2 (en) 2016-06-13 2018-10-30 Ford Global Technologies, Llc Detecting visibility of a vehicle to driver of other vehicles
DE102018207406A1 (de) 2018-05-14 2019-11-14 Bayerische Motoren Werke Aktiengesellschaft Sichtfeldbestimmung

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Publication number Priority date Publication date Assignee Title
US20120218124A1 (en) * 2011-02-25 2012-08-30 Charles Lee Driver assistance system
DE102013013082A1 (de) 2012-08-06 2014-03-06 Mando Corporation Toter-winkel-warnsystem und toter-winkel-warnverfahren
DE102014009140A1 (de) 2013-10-07 2015-04-23 Mando Corporation Toter-Winkel-Erfassungsvorrichtung und Toter-Winkel-Erfassungsverfahren
DE102015220312A1 (de) * 2015-10-19 2017-04-20 Conti Temic Microelectronic Gmbh Verfahren zur Warnung eines Fahrers vor toten Winkeln und Vorrichtung zur Durchführung des Verfahrens
US20190118811A1 (en) * 2017-10-19 2019-04-25 Toyota Jidosha Kabushiki Kaisha Vehicle speed control device

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