Method and controller for limiting the risk of an accident and storage medium

Abstract

The invention relates to a method for limiting the risk of an accident, wherein the method firstly has an identification step in which an increased risk of an accident is identified as a result of a changed interior space situation of a vehicle (105) and / or a changed traffic situation in the surroundings of the vehicle (105). The method finally has a provision step in which a control signal (173) for maneuvering the vehicle (105) is provided in order to change the driving style and / or the driving route and / or the interior space parameters in response to the identified change in the interior space situation of the vehicle (105) and / or the identified change in the traffic situation in the surroundings of the vehicle (105) in order to carry out a limitation of the risk of an accident. The invention also relates to a corresponding controller, a computer program and a machine-readable storage medium.

Description

Technical Field

[0001] This invention relates to a method and apparatus for limiting the risk of accidents. The invention also relates to a machine-readable storage medium and a computer program. Background Technology

[0002] Automated driving systems for vehicles (which, for example, automatically guide vehicles laterally and / or longitudinally on highways) take relative speeds into account so that the vehicle passes stationary objects and / or other road users at speeds not exceeding, for example, 60 km / h. In the event of a warning, such as a congestion warning, the vehicle's speed is reduced so that less energy is reduced through braking when the congestion suddenly ends, and thus the vehicle comes to a stop more quickly. Summary of the Invention

[0003] In this context, a method for limiting accident risks, a controller using the method, and a corresponding computer program are proposed using the proposed solution. Advantageous extensions and improvements to the device of the invention can be achieved through the measures listed in the preferred embodiments.

[0004] The proposed solution is based on the fact that the increased accident risk of automated vehicles due to changes in the vehicle's interior space and / or traffic conditions in the surrounding environment can be limited by modifying, for example, the vehicle's driving mode and / or driving route and / or interior space parameters in response to identified changes in the vehicle's interior space and / or traffic conditions in the surrounding environment, thereby further ensuring occupant freedom and driving comfort.

[0005] Herein lies a method for limiting accident risks, wherein the method comprises the following steps:

[0006] Identify increased accident risks due to changes in the vehicle's interior space and / or due to changes in traffic conditions in the vehicle's surrounding environment; and

[0007] Provide control signals for maneuvering the vehicle to change driving mode and / or driving route and / or interior space parameters in response to identified changes in the vehicle's interior space conditions and / or identified changes in traffic conditions in the vehicle's surrounding environment, in order to limit accident risk.

[0008] Accident risk can be understood as a probability that a vehicle traveling on a highway will encounter danger or that its driving on a highway will have a harmful effect. Therefore, accident risk can also be further understood as accident hazard. Here, the accident hazard may increase due to changes in vehicle occupant behavior, such as unfastening seatbelts and / or new seating positions, even when traffic conditions remain unchanged. Furthermore, the accident hazard may also increase due to existing interior space conditions and new traffic conditions, such as congestion warnings and / or increased traffic density. In both cases, the accident hazard is increased and can be balanced, for example, by adopting a more defensive driving style. Interior space conditions can be understood as the situation inside the vehicle, which may involve multiple factors. Here, this situation may be, for example, due to adjustments in seat positions by vehicle occupants and / or unfastening of seatbelts. To identify changes in interior space conditions, it is advantageous to have sensing devices in the vehicle, such as those implemented by sensors and / or camera units. Depending on the interior space conditions and / or traffic conditions in the surrounding environment, the vehicle can react appropriately when a sufficiently high level of safety for the vehicle occupants can no longer be guaranteed. This not only protects the driver and other occupants but also improves general traffic safety. Control signals can be output to change, for example, driving mode, driving route, and / or interior space parameters. Therefore, a change in driving mode can be understood as initiating an acceleration or braking process, and a change in driving route can be understood as a lane change and / or a change in the likelihood of a temporary stop. Finally, changes in interior space parameters can be understood as changes in the position of the vehicle's seating and / or warning output to the occupants. The vehicle can be a vehicle used for transporting people, such as a highly automated vehicle. Furthermore, the vehicle can also be understood as a commercial vehicle used for transporting people and / or goods, such as a highly automated truck or bus. Traffic conditions can be understood as the current traffic situation in the vehicle's surrounding environment, taking into account vehicle density on all traffic paths and vehicles, traffic obstacles, and / or weather conditions.

[0009] The advantage of the proposed solution lies particularly in that, while changes in vehicle driving mode and / or driving route and / or occupant parameters limit the accident risk of automated vehicles, they not only do not limit but can also improve occupant freedom and driving comfort. According to the proposed solution, vehicle accident risk can be monitored using sensors, and occupants can still be given multiple degrees of freedom when the accident risk is low. For example, occupants can choose a seating position that is comfortable for them. Conversely, occupants can influence the driving characteristics of the automated driving system through their behavior within the vehicle's interior space; for example, if the seating position chosen by the occupant would increase the risk of injury in a potential accident, the vehicle will drive more slowly.

[0010] According to one embodiment, in the identification step, a changed vehicle interior space condition can be identified using signals from an interior space camera unit and / or signals from the seat assembly, wherein the seat assembly signals represent a changed seating configuration, and particularly, the severity of potential injury to the vehicle occupants can be determined in the identification step using the changed vehicle interior space condition. Here, the seat assembly can be, for example, an adjustable seat, a bench seat, an interior space table, and / or a retaining device in the vehicle's interior space. Therefore, the vehicle's interior space and / or the vehicle occupants and / or their seating configuration can be observed, for example, using an interior space camera unit. Here, the potential severity of injury to the vehicle occupants can be advantageously determined using knowledge of their behavior and / or seat position and / or body posture and / or head position. Furthermore, this implementation of the proposed solution offers the following advantages: by means of a determined severity of injury combined with accident risk, the mode of travel, in particular the speed of the vehicle, and / or the distance between the vehicle and vehicles traveling in front of and / or behind the vehicle, can be adjusted to give vehicle occupants the desired degree of freedom and to identify and avoid potential dangerous traffic situations earlier.

[0011] According to another embodiment, the method can include a determination step in which the relative speed and / or relative speed range between the vehicle and at least one vehicle traveling in front of and / or following behind the vehicle is determined using the measured speeds of vehicles traveling ahead and / or following behind, and the speed of the vehicle itself. In the providing step, a control signal is provided based on the determined relative speed and / or the determined relative speed range. Information regarding this measured speed can be measured not only by the vehicle itself but also by another vehicle and / or infrastructure element, such as a traffic flow sensor, and is provided via a radio interface. This embodiment of the proposed solution offers, for example, the advantage that the vehicle can be manipulated according to the level of the determined relative speed and / or the size of the determined relative speed range, enabling appropriate measures to be taken to limit the risk of vehicle accidents and thus improve general traffic safety.

[0012] Furthermore, according to one embodiment, in the determination step, a target vehicle speed for changing the vehicle's interior space and / or traffic conditions can be determined using the determined relative speed and / or relative speed range. In particular, the determination step also checks whether the determined target vehicle speed is outside a relative speed threshold. In the providing step, the vehicle's driving mode is changed by maneuvering the vehicle using control signals to apply brakes. The driving mode can, for example, involve a personalized approach such as driver or driver assistance systems or cruise control guiding the vehicle. For this purpose, the driver's seat position and / or body posture can be considered, for example, during driving. Therefore, this embodiment of the proposed solution offers the advantage that the risk of vehicle accidents, or the danger of accidents, can be reduced by changing the vehicle's driving mode (e.g., by decelerating the vehicle), and thus general traffic safety can be improved.

[0013] Furthermore, according to one embodiment, the relative speed and / or relative speed range of the vehicle relative to vehicles traveling in the right and / or left lanes in the direction of travel can be determined in the determining step. This determining step is performed using the measured average speed of vehicles traveling in the right and / or left lanes and the speed of the vehicle itself. In the providing step, the vehicle's travel path is changed by maneuvering the vehicle using a control signal for lane changing, particularly when the lane change is performed to reach the vehicle's target speed. This embodiment of the proposed solution also offers the advantage that the risk of vehicle accidents, or the danger of accidents, can be reduced by changing the vehicle's travel path (e.g., through lane changing), and thus general traffic safety can be improved.

[0014] According to one embodiment, in the determination step, the relative speed range can be increased when the distance between the vehicle and at least one vehicle following behind and / or traveling in front of the vehicle is greater than a predetermined distance threshold and / or a predetermined time threshold and / or when the effective range of the vehicle's environmental sensors is greater than a predetermined line-of-sight threshold. Therefore, according to one embodiment, a continuous transition between relative speed ranges can also be achieved. This embodiment of the proposed solution offers the advantage that the proposed solution can be flexibly configured, thereby allowing the vehicle to be advantageously matched to a variety of different traffic conditions in the vehicle's surrounding environment, in order to limit the risk of vehicle accidents, ensure the freedom of vehicle occupants, and improve general traffic safety. Furthermore, in cases with a large sensor effective range, such as in situations with good visibility, earlier processing is possible, and therefore other traffic participants can also be included in the planning to mitigate potentially dangerous traffic situations.

[0015] In another embodiment, relative speed and / or relative speed range can be determined in the determination step while considering a tolerance range, wherein the tolerance range is predetermined and / or obtained from a map and / or generated from the vehicle's environmental data. Here, the tolerance range can be considered when assigning a target speed to a vehicle for a lane. Therefore, in the same lane as this vehicle, some vehicles may be traveling slower while others may be traveling faster. Therefore, the speed of a vehicle following this vehicle cannot be inferred from the speed of the vehicle traveling in front of it. Nor can it be assumed that the vehicle traveling in front of this vehicle can maintain its current speed constantly, because the vehicle in front may brake and / or even swerve due to a slower vehicle. Therefore, this embodiment of the proposed solution offers the advantage of reporting critical and dangerous situations to the vehicle and / or driver earlier when using vehicle-to-vehicle communication for exchanging information and / or data among multiple vehicles, thereby reducing the determined tolerance range. Furthermore, it is conceivable that communication with an external server, such as a map server containing vehicle motion data, can also be performed. Data in a map can be accessed by other road users, but it can also be accessed by infrastructure components such as traffic surveillance cameras or speed control devices.

[0016] Furthermore, according to one embodiment, in the step of determining the relative speed range, the relative speed range can be divided into an upper relative speed range and a lower relative speed range, wherein the lower relative speed range is divided and / or modified considering the speed of the fastest vehicle following behind the vehicle, and the upper relative speed range is divided and / or modified considering the slowest vehicle traveling in front of the vehicle. Using the determined relative speed range, the target speed and / or target speed range of vehicles in the lane can be determined. In the embodiment proposed herein, this speed range is divided into the aforementioned upper and lower relative speed ranges. Therefore, this embodiment of the proposed solution provides the advantage that possible inaccuracies can be considered when determining the target speed and / or target speed range of vehicles in the lane. Thus, the different speeds of traffic participants in the lane can also be considered, which is particularly advantageous for limiting the risk of accidents.

[0017] Furthermore, according to another embodiment, the upper relative speed range is selected particularly when considering the speed range of slower vehicles traveling in the adjacent lane in the direction of travel of this vehicle. This advantageously ensures that when a vehicle merges from an adjacent lane into this vehicle's lane, the relative speed there is also sufficiently small, allowing this vehicle to react to the merging vehicle in advance. This is particularly true when this vehicle wants to change from the left lane to the middle lane while another vehicle wants to change from the right lane to the middle lane.

[0018] Furthermore, according to one embodiment, interior space parameters can be changed during the provisioning step by manipulating the seat arrangements, interior table, and / or retaining devices within the vehicle interior space using control signals for adjustment, and / or providing optical, acoustic, and / or tactile warnings to the vehicle occupants. Specifically, the interior space parameters are changed when changes in the vehicle's driving mode and / or route cannot be implemented within a predetermined time period. The vehicle's interior space parameters are changed if, due to a relatively small speed range and / or excessive traffic density, changes in driving mode and / or route cannot be made, for example, by vehicle deceleration. Therefore, for example, the vehicle's seat arrangements can be automatically adjusted and / or adjustment of the seat arrangements can be disabled. Furthermore, information and / or warnings can be output to the vehicle occupants, and / or even the vehicle occupants can be required to take on driving tasks themselves. However, once the occupants are engaged in automated driving or when the vehicle's interior space is changed in a way that differs from the occupants' expectations, it can be considered less acceptable to the vehicle occupants compared to, for example, matching the vehicle's driving mode. Therefore, this implementation of the proposed solution offers the advantage of changing the vehicle speed and thus the mode of travel over the longest possible period of time while maintaining safety, so as to provide as much freedom and comfort as possible for the vehicle occupants.

[0019] Finally, according to one embodiment, the identification and / or provision steps can be performed on a computing unit external to the vehicle and / or on a computing unit installed in the vehicle, particularly wherein the identification and / or provision steps are repeatedly performed. This embodiment of the proposed solution offers advantages, for example, such as: the preparation of data in a computing unit external to the vehicle implies less computational demand within the vehicle itself, and enables consequently less energy consumption or the possibility of utilizing resources for other functions. Furthermore, the external computing unit has greater available computing power than the in-vehicle computer.

[0020] The proposed solution also implements a controller configured to perform, manipulate, or implement the steps of variations of the method proposed herein in a suitable device. This controller-based embodiment of the invention also allows for a rapid and efficient solution to the task on which the invention is based.

[0021] Therefore, the controller may have at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface connected to a sensor for reading sensor signals from the sensor or connected to an actuator for outputting control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit may be, for example, a signal processor, a microcontroller, or a similar unit, while the storage unit may be flash memory, EEPROM, or magnetic storage. The communication interface may be configured for wirelessly and / or via wired connection to read or output data, wherein a communication interface capable of reading or outputting wired data may, for example, electrically or optically read such data from or output such data to a corresponding data transmission line.

[0022] Here, a controller can be understood as an electrical device that processes sensor signals and outputs control signals and / or data signals accordingly. The controller may have an interface, which can be constructed in hardware and / or software. In a hardware construction, the interface may, for example, be part of a so-called system ASIC that contains various functions of the controller. However, it is also possible that the interface is its own integrated circuit or at least partially composed of discrete structural elements. In a software construction, the interface may be a software module, which, for example, exists alongside other software modules on a microcontroller.

[0023] In an advantageous configuration, the vehicle is controlled by a controller to change its speed and / or driving path and / or interior space parameters. For this purpose, the controller may invoke input signals or sensor signals, for example. The control is performed via actuators, such as motor control for accelerating the vehicle or brake actuators for braking the vehicle. Alternatively or additionally, steering actuators may be controlled to change the driving path or trajectory, or seat adjustment actuators may be controlled to adjust the seat position for vehicle occupants.

[0024] It is also advantageous to have a computer program product or computer program with program code, which can be stored on a machine-readable carrier or storage medium, such as semiconductor memory, hard disk memory or optical memory, and used to perform, implement and / or manipulate the steps of the method according to one of the foregoing embodiments, especially when the program product or program is implemented on a computer or device. Attached Figure Description

[0025] Embodiments of the proposed scheme are shown in the accompanying drawings and described in detail in the following description.

[0026] Here:

[0027] Figure 1A block diagram of a controller for manipulating a vehicle to limit the risk of an accident is shown according to one embodiment;

[0028] Figure 2 A schematic overview of traffic conditions for using methods to limit accident risk is shown according to one embodiment;

[0029] Figure 3 A schematic diagram illustrating the average speed of a vehicle traveling on a highway is shown according to one embodiment;

[0030] Figure 4 A schematic diagram illustrating vehicle speed changes for limiting accident risk is shown according to one embodiment;

[0031] Figure 5 A schematic diagram illustrating vehicle speed changes for limiting accident risk is shown according to one embodiment;

[0032] Figure 6 A schematic diagram illustrating vehicle speed changes for limiting accident risk is shown according to one embodiment;

[0033] Figure 7 A schematic diagram of vehicle lane changes for limiting accident risk is shown according to one embodiment;

[0034] Figure 8 A schematic diagram of vehicle lane changes for limiting accident risk is shown according to one embodiment;

[0035] Figure 9 A schematic diagram illustrating the expected relative speed range of vehicles on a highway is shown according to one embodiment;

[0036] Figure 10 A flowchart illustrating an embodiment of a method for limiting accident risk is shown according to one embodiment; and

[0037] Figure 11 A flowchart illustrating an embodiment of a method for limiting accident risk is shown according to one example.

[0038] In the following description of advantageous embodiments of the invention, the same or similar reference numerals are used for elements shown in different figures and that function similarly, wherein repeated descriptions of these elements are omitted. Detailed Implementation

[0039] Figure 1A block diagram of a controller 100 for manipulating a vehicle 105 to limit accident risk is shown according to one embodiment. Here, the controller 100 is exemplarily arranged on the vehicle 105. Alternatively or additionally, the controller 100 may also be arranged on a computing unit 110 outside the vehicle. The controller 100 can be understood, exemplarily, as an electrical device that processes sensor signals and outputs control signals and / or data signals accordingly. According to one embodiment, the vehicle 105 has a camera unit 115 for optically sensing the surrounding environment of the vehicle 105 and an interior space camera unit 120 for optically sensing the interior space conditions of the vehicle 105. The vehicle 105 also has at least two environmental sensors 125 and 130, wherein, according to one embodiment, the environmental sensors 125 and 130 are respectively radar sensors and / or lidar sensors, which are particularly used to sense the speed of other road users. Finally, according to one embodiment, the vehicle 105 has at least one seating arrangement 135 for vehicle occupants.

[0040] According to one embodiment, the controller 100 includes an identification unit 140, a request unit 143, and a provision unit 146. According to one embodiment, the identification unit 140 is configured to identify an increased risk of accidents due to changes in the interior space conditions of the vehicle 105 and / or due to changes in traffic conditions in the surrounding environment of the vehicle 105. Here, the changed interior space conditions of the vehicle 105 are identified, exemplarily, using a signal 149 from the interior space camera unit 120 and a signal 152 from the seat assembly 135, the signal representing a changed seat setting of the seat assembly 135. The changed traffic conditions in the surrounding environment of the vehicle 105 can be identified, exemplarily, using a signal 155 from the camera unit 115 of the vehicle 105. Additionally or alternatively, information 158 regarding the changed traffic conditions in the surrounding environment of the vehicle 105 can be provided to the identification unit 140 by a computing unit 115 external to the vehicle and / or via a vehicle-to-vehicle communication interface.

[0041] According to one embodiment, the determination unit 143 is configured to determine, in response to an interior space condition signal 161 and / or a traffic condition signal 164 provided by the identification unit 140, the relative speed and / or relative speed range between the vehicle 105 and at least one vehicle traveling in front of and / or following behind the vehicle 105, using the measured speeds of vehicles traveling in front of and / or following behind the vehicle 105, and the speed of the vehicle 105. Here, environmental sensors 125 and 130 of the vehicle 105 are configured to measure the speed of at least one vehicle traveling in front of and / or following behind the vehicle 105 and provide this information to the determination unit 143, respectively, in the form of speed signals 167. Additionally or alternatively, the speeds of vehicles traveling in front of and / or following behind the vehicle 105 can be provided to the determination unit 143 by a calculation unit 110 outside the vehicle using a vehicle-to-vehicle communication interface and / or by means of speed information 170.

[0042] Furthermore, the calculation unit 143 is configured to calculate the target speed of the vehicle 105 using the calculated relative speed and / or relative speed range. Additionally, the calculation unit 143 is exemplarily configured to check whether the calculated target speed of the vehicle 105 is outside a relative speed threshold.

[0043] According to one embodiment, the calculation unit 143 is additionally or alternatively configured to calculate the relative speed and / or relative speed range of vehicles traveling in the right and / or left lanes in the direction of travel of vehicle 105. This is, for example, when vehicle 105 is traveling on a highway and / or a multi-lane roadway. Here, the calculation unit 143 is exemplarily configured to calculate the relative speed and / or relative speed range of vehicles traveling in the right and / or left lanes in the direction of travel of vehicle 105 using the measured average speed of vehicles traveling in the right and / or left lanes and the speed of vehicle 105. Here, the average speed of at least one vehicle can be measured exemplarily using environmental sensors 125 and 130 of vehicle 105 and can be provided to the calculation unit 143 respectively by means of speed signal 167.

[0044] According to one embodiment, the providing unit 146 is configured to output a control signal 173 for manipulating the vehicle 105 to change the driving mode and / or driving route and / or interior space parameters of the vehicle 105 in response to identified changes in the interior space conditions of the vehicle 105 and / or identified changes in traffic conditions in the surrounding environment of the vehicle 105, in order to limit the risk of accidents. Therefore, the providing unit 146 is also configured to provide the control signal 173 based on a relative speed 176 obtained and provided to the providing unit 146 by the obtaining unit 143 and / or a relative speed range 179 obtained and provided to the providing unit 146. According to one embodiment, the driving mode of the vehicle 105 can be changed first when using the control signal 173 by manipulating the vehicle 105 to brake. Next, the driving route of vehicle 105 can be changed using control signal 173 by manipulating vehicle 105 using control signal 173 for lane changing, particularly when a target speed of vehicle 105 can be achieved by lane changing. Finally, the interior space parameters of vehicle 105 can be changed, for example, by manipulating the seat arrangement 135 or other interior space devices (not shown), such as interior tables and / or retaining devices, in the interior space of vehicle 105 for adjustment using control signal 173, and / or by providing visual, auditory, and / or tactile warnings to the vehicle occupants in the form of warning signal 182. Here, providing unit 146 is particularly configured to change the interior space parameters when a change in the driving mode and / or driving route of vehicle 105 cannot be implemented within a predetermined time period.

[0045] Figure 2 A schematic overview diagram of traffic conditions for using methods to limit accident risks is shown according to one embodiment. Therefore, in Figure 2 The image exemplarily illustrates a highway 205, wherein the highway 205 has a left lane 210, a middle lane 215, and a right lane 220. Figure 2The lower part of the diagram shows the corresponding vehicle speeds on an illustrative speedometer 223. Here, the further left lanes 210, 215, and 220 are arranged on the highway 205, the higher the speed of vehicles traveling in those lanes. According to one embodiment, vehicle 105 travels in the middle lane 215. As can be seen in the traffic situation shown here, vehicles are traveling according to right-hand traffic rules, meaning that vehicles in the left lane 210 travel faster than vehicles in the middle lane 215, and vehicles in the middle lane 215 travel faster than vehicles in the right lane 220. The average speed of vehicles traveling in the left lane 210 is exemplarily 120 km / h. The average speed of vehicles traveling in the middle lane 215 is exemplarily 90 km / h. The average speed of vehicles traveling in the right lane 220 is exemplarily 70 km / h. Depending on the embodiment, the right lane 220 may be completely occupied by vehicles (e.g., ...). Figure 2 (as shown) or it may have gaps (not shown in detail).

[0046] In the traffic situation shown, vehicle 105 moves at an average speed of 90 km / h at a constant distance relative to vehicle 225 traveling ahead in the same direction as vehicle 105. If the speed of vehicle 105 decreases due to changes in the interior space of vehicle 105 (e.g., through the behavior of vehicle occupants) to maintain the distance to vehicle 225, then the relative speed of vehicle 105 increases. If the distance between vehicle 105 and vehicle 225 is too large, there is a risk that another vehicle 230 or 235 traveling in the same direction as vehicle 105 in the right lane 220 and / or left lane 210 may merge into the lane, and the distance between vehicle 105 and vehicle 225 may suddenly become too small. In other words, simply maintaining a distance between vehicle 105 and vehicle 225 is insufficient, depending on the behavior of other road users. Therefore, while it is generally necessary to reduce the speed of vehicle 105, this leads to an increase in relative speed and, consequently, the severity of potential accidents involving vehicle 105.

[0047] Figure 3 A schematic diagram illustrating the average vehicle speed traveling on highway 205 is shown according to one embodiment. This is for increasing speeds via... Figure 3 The arrows on the horizontal axis indicate the speed. L here represents the speed in the left lane 210 of highway 205, M represents the speed in the middle lane 215, and R represents the speed in the right lane 220. The corresponding average speed of the vehicle is... Figure 3The right side is shown schematically on speedometer 223. According to one embodiment, the dark bar represents the speed of vehicle 105 traveling in the middle lane 215 (wherein, for better identification, reference numerals are used only for...). Figure 2 The vehicles in, despite Figure 3 (Speeds are shown in the following figures). According to one embodiment, the light-colored bars represent at least one speed of a vehicle 225 traveling in front of vehicle 105 in the middle lane 215, at least one speed of a vehicle 235 traveling in the left lane 210 that is overtaking vehicle 105, and at least one speed of a vehicle 230 traveling in the right lane 220. The average speed of vehicle 235 traveling in the left lane 210 is exemplarily 120 km / h. The average speed of vehicles 105 and 225 traveling in the middle lane 215 is exemplarily 90 km / h. The average speed of vehicle 230 traveling in the right lane 220 is exemplarily 70 km / h. Here, vehicle 105 exemplarily has the same speed as vehicle 225 traveling in front of vehicle 105.

[0048] Figure 4 A schematic diagram illustrating speed changes for vehicle 105 to limit accident risk is shown according to one embodiment. L represents the speed in the left lane 210 of highway 205, M represents the speed in the middle lane 215, and R represents the speed in the right lane 220. According to one embodiment, the dark bar represents the speed of vehicle 105 traveling in the middle lane 215. According to one embodiment, the light bars represent at least one speed of vehicle 225 traveling in front of vehicle 105 in the middle lane 215, at least one speed of vehicle 235 traveling at least in the left lane 210 overtaking vehicle 105, and at least one speed of vehicle 230 traveling at least in the right lane 220.

[0049] If the occupants of vehicle 105 are currently moving within the interior space—for example, adjusting the seat configuration, unfastening the seatbelt, and / or turning against the direction of travel of vehicle 105—the interior space conditions of vehicle 105 change, and the potential accident risk of vehicle 105 increases. In this situation, the driver assistance system of vehicle 105 will attempt to limit the potential accident risk by changing the speed of vehicle 105. However, by changing the speed (in this case, decreasing the speed), the relative speed of vehicle 105 is increased, particularly with vehicle 225 traveling in front of vehicle 105 in the middle lane 215, and with other traffic participants following behind, for example, not shown. Therefore, the relative speed with the preceding vehicle 225 is increased (i.e., as described) or decreased, but it is also possible to increase the relative speed with other traffic participants in the lane. For example, if vehicle 105 brakes sharply, the change in speed preventively reduces the potential collision energy with a stationary object, or gains time to react to a potential accident situation. Therefore, this situation is better for the vehicle 225 traveling in front (i.e., it achieves a reduced risk of accident).

[0050] The opposite situation caused a change in the speed of following traffic. Braking increased the relative speed. Therefore, if in Figure 2 If a following traffic participant (not shown) fails to notice the braking, an accident may occur. Braking increases the relative speed with the following vehicle and thus increases the potential impact force of a collision.

[0051] The solution described herein addresses a situation where a trade-off must be struck regarding how much speed can be reduced to limit the risk of a forward collision without making the risk of a rearward collision excessive. Here, in this specification, it is generally assumed that the vehicle is traveling at a constant speed within the lane, meaning that the vehicle 225 traveling ahead and the vehicle following behind have the same speed.

[0052] exist Figure 4 In this context, this situation is illustrated by the speed of movement to the left, meaning that the speed of vehicle 105 is reduced. Vehicle 225, traveling in front of vehicle 105 in the middle lane 215, now has a higher speed than vehicle 105. Arrow 305 should indicate that the left and right bars, both correctly labeled with the speed of vehicle 105, belong to the same vehicle; however, one represents the speed before deceleration 305, and the other represents the speed after deceleration.

[0053] Figure 5A schematic diagram illustrating the speed change of vehicle 105 for limiting accident risk is shown according to one embodiment. L here represents the left lane 210 of highway 205, M here represents the middle lane 215, and R here represents the right lane 220. According to one embodiment, the dark bar represents the speed of vehicle 105 traveling in the middle lane 215. In an extreme case, the light bar 225 could even represent the speed of all vehicles in the lane (except for the vehicle whose speed is marked by the dark bar 105 on the middle lane 215). According to one embodiment, the light bars represent at least vehicles 225 traveling in front of vehicle 105 in the middle lane 215, at least vehicles 235 traveling in the left lane 210 that are overtaking vehicle 105, and at least vehicles 230 traveling in the right lane 220. Furthermore, a variation is conceivable in which the light bar 225 represents the speed of all vehicles, with the special case that the vehicle 225 traveling in front has exactly that speed. Figure 2 Traffic participants following behind, not shown in the diagram, also have speeds represented by light-colored bars.

[0054] The rectangular regions 405, 410, and 415 surrounding vehicles 225, 230, and 235 represent the determined relative speed ranges between vehicle 105 and vehicles 225, 230, and 235, respectively. Exemplarily, the relative speed range 405 between vehicle 105 and vehicle 225 traveling in front of vehicle 105 (and other vehicles on lanes 210, 215, and 220, including vehicles 235, 225, and 230) is particularly significant. Here, region 405 (or strip 405) indicates a permissible speed range within which the relative speed is within acceptable limits. Figure 5 The left-moving speed marker 305 illustrates the following problem: the relative speed of vehicle 105 is too high, which may increase the accident risk of vehicle 105. Furthermore, the relative speed with following traffic participants (not shown) is also important. While reducing speed for protection improves the relative speed with vehicles ahead (and those potentially slowly changing lanes), it particularly worsens the relative speed with following traffic or vehicles.

[0055] Figure 6A schematic diagram illustrating speed changes for vehicle 105 to limit accident risk is shown according to one embodiment. L here represents the left lane 210 of highway 205, M here represents the middle lane 215, and R here represents the right lane 220. According to one embodiment, the dark bars represent vehicle 105 traveling in the middle lane 215. According to one embodiment, the light bars represent at least vehicle 225 traveling in front of vehicle 105 in the middle lane 215, at least vehicle 235 traveling in the left lane 210 overtaking vehicle 105, and at least vehicle 230 traveling in the right lane 220. Rectangular regions 405, 410, and 415 surrounding vehicles 225, 230, and 235 represent the determined relative speed ranges between vehicle 105 and vehicles 225, 230, and 235, respectively, wherein, exemplary, the relative speed range 405 between vehicle 105 and vehicle 225 traveling in front of vehicle 105 is particularly significant.

[0056] If vehicle 105 adjusts its speed to the changing interior space conditions, the relative speed of vehicle 105 could become excessive, increasing the risk of an accident. Therefore, a target speed for vehicle 105 is determined using a calculated relative speed range 405 between vehicle 105 and vehicle 225 traveling in front of vehicle 105 to limit the risk of an accident. Furthermore, it is checked whether this target speed of vehicle 105 is outside a relative speed threshold range, and then vehicle 105 is braked to its maximum speed until it reaches that threshold. This deceleration is indicated by a speed marker 305 moving to the left. In the example shown here, the relative speed of vehicle 105 is acceptable because the target speed of vehicle 105 is still within the relative speed range 405.

[0057] In addition, Figure 6 The image shows a vehicle 105 in an alternative position (crossed out) in the middle lane 215. In this position, the target speed of vehicle 105 would be drastically altered or reduced, for example, due to a significant change in the interior space of vehicle 105, causing the target speed of vehicle 105 to fall outside the relative speed threshold range. This would increase the probability of an accident with a vehicle following behind vehicle 105. Therefore, changing the speed of vehicle 105 is not feasible and / or not recommended. Instead, the driving route of vehicle 105 should be altered and / or the interior space of vehicle 105 should be changed to limit the risk of accidents.

[0058] Figure 7A schematic diagram of lane changes for limiting accident risk for vehicle 105 is shown according to one embodiment. L here represents the left lane 210 of highway 205, M here represents the middle lane 215, and R here represents the right lane 220. According to one embodiment, the dark bar represents vehicle 105 traveling in the middle lane 215. According to one embodiment, the light bars represent at least vehicles 225 traveling in front of vehicle 105 in the middle lane 215, at least vehicles 235 overtaking vehicle 105 in the left lane 210, and at least vehicles 230 traveling in the right lane 220. Rectangular regions 405, 410, and 415 surrounding vehicles 225, 230, and 235 represent the determined relative speed ranges between vehicle 105 and vehicles 225, 230, and 235, respectively. Here, the rectangular regions represent speed ranges within which vehicle 105 can move in the relevant lanes (L, M, R) and the accident risk remains within an acceptable range.

[0059] If the change in the driving mode of vehicle 105 cannot be implemented because the speed of vehicle 105 would be reduced too drastically to limit the risk of an accident, for example in... Figure 4 , 5 As shown in Figure 6, with the change in speed, vehicle 105 should change its driving route and, exemplarily, perform a lane change. Here, vehicle 105 will reduce its speed in the middle lane 215 until a lane change is possible, preferably to the right lane 220. Thus, determined by the lane change, vehicle 105 can reduce its speed within an acceptable relative speed range, thereby reducing the accident risk of vehicle 105.

[0060] Here, lane change from the middle lane 215 to the left lane 210 is also possible in terms of relative speed; however, increasing the speed of vehicle 105 will not help reduce the risk of an accident. If lane change is not possible within a predetermined time window, then the interior space of vehicle 105 should be altered, for example, by adjusting the seating arrangement of vehicle 105 and / or indirectly by issuing a warning to at least one vehicle occupant.

[0061] Figure 8A schematic diagram of lane changes for limiting accident risk for vehicle 105 is shown according to one embodiment. L here represents the left lane 210 of highway 205, M here represents the middle lane 215, and R here represents the right lane 220. According to one embodiment, the dark bars represent vehicle 105 traveling in the middle lane 215. According to one embodiment, the light bars represent at least vehicle 225 traveling in front of vehicle 105 in the middle lane 215, at least vehicle 235 traveling in the left lane 210 overtaking vehicle 105, and at least vehicle 230 traveling in the right lane 220. Rectangular regions 405, 410, and 415 surrounding vehicles 225, 230, and 235 represent the determined relative speed ranges between vehicle 105 and vehicles 225, 230, and 235, respectively.

[0062] According to one embodiment, the distance between vehicle 105 and vehicle 225 traveling in front of vehicle 105 and / or vehicle following vehicle 105, as well as the general presence of the vehicle on highway 205, can be analyzed and evaluated and taken into account in the method proposed herein for limiting accident risk. Therefore, lane changing of vehicle 105 can be achieved, for example, when the distance between vehicle 105 and potentially following vehicles in the middle lane 215 and the right lane 220 is greater than a predetermined distance threshold and / or a predetermined time threshold, and / or when the range of at least one environmental sensor of vehicle 105 is greater than a predetermined line-of-sight threshold and no following vehicle is detected within that predetermined line-of-sight range of the at least one environmental sensor, and / or when the line-of-sight range of other traffic participants is considered greater than a predetermined line-of-sight threshold. For example, the line-of-sight range of other traffic participants can be estimated by analyzing and evaluating sensor line-of-sight ranges in order to estimate whether the other traffic participants have sufficient time to react to the slow-moving vehicle. Therefore, when the distance between vehicle 105 and following vehicles in the middle lane 215 and right lane 220 is large and / or when the field of view of at least one environmental sensor of vehicle 105 is large, an extended relative speed range 805 can be used. When the field of view and / or distance between vehicle 105 and following vehicles in the middle lane 215 and right lane 220 is small, correspondingly smaller relative speed ranges 405, 410 are used.

[0063] Figure 9 A schematic diagram illustrating the expected relative speed range of vehicles on a highway is shown according to one embodiment. Here, in Figure 9The diagram shows relative speed ranges 405, 410, and 415 related to the accuracy of speed determination for vehicles. L here represents the left lane 210 of highway 205, M represents the middle lane 215, and R represents the right lane 220. These speed ranges indicate the speeds that vehicle 105 can adopt with an acceptable risk of accidents. For example, when very fast and very slow vehicles are present in the same lane, the allowed relative speed (= minimum speed) for the slow vehicle can be higher than when only slow vehicles are on the road.

[0064] According to one embodiment, the dark stripe 905 on the left lane 210 represents the average speed range of a vehicle traveling in the left lane 210. According to one embodiment, the dark stripe 910 on the middle lane 215 represents the average speed range of a vehicle traveling in the middle lane 215. It can be seen that speed range 905 is greater than speed range 910. According to one embodiment, the dark stripe 915 on the right lane 220 represents the average speed range of a vehicle traveling in the right lane 220. Therefore, in Figure 9 In the middle, vehicles in the right lane 220 travel at almost the same speed. Here, taking speed fluctuations into account, the relative speed range 410 roughly corresponds to... Figure 7 The relative velocity range is 410.

[0065] In the middle lane 215, vehicle speeds fluctuate, which can be read within a wider speed range 910. Speed ​​ranges 905, 910, and 915 can be determined using an upper and lower relative speed range, wherein the lower relative speed range is matched considering the speed of the fastest vehicle following vehicle 105, and the upper relative speed range is matched considering the speed of the slowest vehicle traveling in front of vehicle 105. This relative speed range has a smaller width in the middle lane 215 than in the right lane 220, so that the accident risk due to relative speed remains constant despite speed fluctuations. Figure 10 In the diagram, the speed range 905 in the left lane 210 is very large. Because fast-moving vehicles in the left lane 210 must be able to stop in time and react simultaneously to slow-moving, suddenly appearing vehicles, the resulting speed range 905 is smaller than the lane's average speed range 905. The shaded area represents this situation. However, when braking to maximum speed, the speed of following vehicles should be especially considered here.

[0066] Figure 10 A flowchart of a method for limiting accident risk is shown according to one embodiment.

[0067] According to one embodiment, in the first process step 1010 of this method, an increased accident risk or hazard is identified in the vehicle's surrounding environment due to changes in the vehicle's interior space conditions (e.g., changes in vehicle occupant behavior) and / or changes in traffic conditions (e.g., severe congestion hazards).

[0068] In the next process step 1020, the speed of at least one other vehicle is determined, which is traveling in front of and / or following behind this vehicle in its direction of travel. Additionally or alternatively, the speed of at least one other vehicle traveling in the left and / or right lane with respect to this vehicle is also determined. In a process step 1030, which is performed in parallel with this vehicle in time, a target speed is determined, and the vehicle should be braked to that target speed to limit the risk of an accident.

[0069] In process step 1040, using the measured speeds of at least one other vehicle traveling in front of and / or following behind the vehicle in the direction of travel of the vehicle in process step 1020, and / or the measured speeds of at least one other vehicle traveling in the left and / or right lanes with respect to the vehicle, and also using the target speed of the vehicle, the relative speed and / or relative speed range between the vehicle and at least one vehicle traveling in front and / or at least one vehicle following behind and / or at least one other vehicle traveling in the left and / or right lanes with respect to the vehicle are determined.

[0070] Now, in the first decision step 1050, the following question is asked: Does the vehicle's target speed result in a speed below the relative speed threshold? If so, then proceed to process step 1060, in which the vehicle's speed is changed in such a way that the risk of an accident is limited. This is an ideal situation. When the speed difference is small (i.e., the relative speed is small), the speed can be directly matched.

[0071] If no, then proceed to decision step 1070, in which the following question is asked: Is it possible to achieve the vehicle's target speed or limit the risk of vehicle accidents by changing lanes? If yes, then proceed to process step 1080, in which a lane change is performed with an immediate change in vehicle speed. If decision step 1070 answers no, then proceed to process step 1090, in which the vehicle's internal space parameters are changed in such a way that the risk of vehicle accidents is limited.

[0072] According to one embodiment, after performing process step 1090, it is possible to return to process step 1010.

[0073] Figure 11 A flowchart illustrating an embodiment of a method 1100 for limiting accident risk is shown according to one embodiment. Here, method 1100 can be exemplarily described as follows: Figure 1 Implemented on the controller used to limit the risk of accidents.

[0074] In step 1110 of method 1100, an increased accident risk due to changes in the vehicle's interior space conditions and / or changes in traffic conditions in the vehicle's surrounding environment is identified. Next, method 1100 includes step 1120, in which the relative speed and / or relative speed range between the vehicle and the vehicles traveling in front and / or behind and / or in the right and / or left lanes in the vehicle's direction of travel is determined using measured speeds of vehicles traveling ahead and / or behind and / or in the right and / or left lanes in the vehicle's direction of travel, along with the vehicle's own speed. Finally, method 1100 includes step 1130, in which control signals are provided for maneuvering the vehicle to change its driving mode and / or driving route and / or interior space parameters in response to the identified changes in the vehicle's interior space conditions and / or traffic conditions in the vehicle's surrounding environment, in order to limit the accident risk.

[0075] According to one embodiment, steps 1110 and / or 1130 of method 1100 are repeated.

[0076] If an embodiment includes an "and / or" association between a first feature and a second feature, then this can be interpreted as the embodiment having both the first feature and the second feature according to one implementation, while having either only the first feature or only the second feature according to another implementation.

Claims

1. A method for limiting accident risk, wherein, The method comprises the following steps: Identification steps: Identify the increased risk of accidents due to changes in the interior space of the vehicle (105) and / or changes in traffic conditions in the surrounding environment of the vehicle (105). The steps for obtaining the target speed of the vehicle (105) are as follows: based on the increased accident risk, the target speed of the vehicle (105) is obtained to change the interior space conditions of the vehicle and / or the traffic conditions, the vehicle (105) shall be manipulated to the target speed to limit the accident risk, and the relative speed and / or relative speed range between the vehicle (105) and the vehicle (225) and / or the vehicle (225) and the vehicle (225) and the vehicle (225) and the vehicle (225) and the vehicle (225) and the vehicle (225) and the vehicle (225) are obtained, and / or the relative speed and / or relative speed range between the vehicle (105) and the other vehicle (230, 235) are obtained, using the measured average speed of the other vehicle (230, 235) traveling in the direction of travel of the vehicle (105) with respect to the vehicle (105) in the right lane (220) and / or the left lane (210) with respect to the vehicle (105) and the target speed of the vehicle (105). Inspection steps: When using the obtained relative speed and / or relative speed range, check whether the obtained target speed causes the relative speed and / or relative speed range to be lower than the relative speed threshold; and The procedure provides a control signal (173) for manipulating the vehicle (105) based on the results of the inspection procedure, so as to change the driving mode and / or driving route and / or interior space parameters in response to identified changes in the interior space conditions of the vehicle (105) and / or identified changes in traffic conditions in the surrounding environment of the vehicle (105) in order to limit the risk of accidents.

2. The method according to claim 1, wherein, In the identification step, the altered vehicle interior space condition is identified using the signal (149) of the interior space camera unit (120) and / or the signal (152) of the seat device (135), wherein the signal (152) of the seat device represents the altered seat setting of the seat device (135).

3. The method according to claim 1 or 2, wherein, In the inspection step, if the target speed obtained results in the relative speed and / or the relative speed range being below the relative speed threshold, the driving mode of the vehicle (105) is changed in the providing step by operating the vehicle (105) in order to brake using the control signal (173).

4. The method according to claim 1 or 2, wherein, In the inspection step, if the target speed obtained results in the relative speed and / or the relative speed range not being lower than the relative speed threshold, it is checked whether the target speed of the vehicle (105) can be achieved by means of lane change of the vehicle (105). If so, the driving route of the vehicle (105) is changed in the provision step by manipulating the vehicle (105) using the control signal (173) for lane change.

5. The method according to claim 1 or 2, wherein, In the determination step, the relative speed range is increased when the distance between the vehicle (105) and at least one vehicle (225) following behind and / or driving in front of the vehicle (105) is greater than a predetermined distance threshold and / or a predetermined time threshold, and / or when the effective range of the environmental sensors (125, 130) of the vehicle (105) is greater than a predetermined line-of-sight threshold.

6. The method according to claim 1 or 2, wherein, In the determination step, the relative speed and / or the relative speed range are determined with regard to the tolerance range, wherein the tolerance range is given in advance and / or obtained from a map and / or generated from the surrounding environment data of the vehicle (105).

7. The method according to claim 1 or 2, wherein, In the determination step, the relative speed range is divided into an upper relative speed range and a lower relative speed range, wherein the lower relative speed range is divided and / or changed in consideration of the speed of the fastest vehicle following behind the vehicle (105), and the upper relative speed range is divided and / or changed in consideration of the speed of the slowest vehicle (225) traveling in front of the vehicle (105).

8. The method according to claim 4, wherein, If not, the interior space parameters are changed in the providing step by manipulating the seating arrangement (135), interior table and / or retaining device in the interior space of the vehicle (105) for adjustment using the control signal (173), and / or providing optical, acoustic and / or tactile warnings (182) to the vehicle occupants.

9. The method according to claim 1 or 2, wherein, The identification step and / or the provisioning step are performed on a computing unit (110) outside the vehicle and / or on a computing unit installed in the vehicle (105).

10. The method according to claim 2, wherein, In the identification step, the severity of injury faced by the vehicle occupants is determined using the altered interior space conditions of the vehicle (105).

11. The method according to claim 4, wherein, The lane change is performed when the target speed of the vehicle (105) is reached by means of a lane change.

12. The method according to claim 6, wherein, When using vehicle-to-vehicle communication, reduce the required tolerance range.

13. The method according to claim 8, wherein, When the driving mode and driving route of the vehicle (105) cannot be changed within a predetermined time period, the internal space parameters are changed.

14. The method according to claim 9, wherein, Repeat the identification step and / or the provision step.

15. A controller (100) configured to perform and / or manipulate the steps of the method according to any one of claims 1 to 14 in respective units (140, 143, 146).

16. A computer program product comprising a computer program configured to perform and / or manipulate the steps of the method according to any one of claims 1 to 14 in respective units (140, 143, 146).

17. A machine-readable storage medium having a computer program stored thereon, the computer program being configured to perform and / or manipulate the steps of the method according to any one of claims 1 to 14 in respective units (140, 143, 146).

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