Method for avoiding a collision of a vehicle

Abstract

A method for avoiding a collision (200) of a vehicle, the method comprising reading in a yaw rate signal (212) representing a current yaw rate, a speed signal (222) representing a speed of the vehicle (200), and a radar signal (232), and the radar signal (232) represents a relative position and a relative speed between the vehicle (200) and an object (240) detected in the surroundings. An object path signal (252) representing an estimated movement path (254, 258) of the object (240) is determined using the yaw rate signal (212), the speed signal (222) and the radar signal (232). A vehicle path signal (256) representing an estimated movement path (254, 258) of the vehicle (200) is determined using the deviation rate signal (212) and the speed signal (222). A collision signal (272) indicating a risk of collision between the vehicle (200) and the object (240) is acquired using the object path signal (252) and the vehicle path signal (256).

Description

Technical Field

[0001] The invention relates to a method for avoiding a collision of a vehicle and also a computer program. Background Art

[0002] Mobile work machines often move in cluttered areas, which results in an increased risk of collision with other work machines, persons or objects. Summary of the invention

[0003] The object of the present invention is to achieve an improved method for avoiding a collision of a vehicle. This object is achieved by a method for avoiding a collision of a vehicle according to the independent claim.

[0004] Advantageously, the method presented here makes it possible to predict and avoid collisions of a vehicle with objects in the surroundings in a particularly material-saving and cost-saving and reliable manner. Since only a few components in the system are required to implement the method, the required performance level (PLr) can be achieved well, since the knock-on effects of the probability of failure are less critical.

[0005] The solution presented here implements a method for avoiding a collision of a vehicle, the vehicle comprising at least one yaw rate sensor, a speed sensor and a radar device. The method comprises the following steps:

[0006] reading in a yaw rate signal from a yaw rate interface relative to a yaw rate sensor, reading in a speed signal from a speed interface relative to a speed sensor, and reading in a radar signal from a radar interface relative to the radar device, wherein the yaw rate signal represents a current yaw rate of at least one component of the vehicle, and wherein the speed signal represents a speed of the vehicle's own movement, and wherein the radar signal represents a relative position and a relative speed between the vehicle and an object detected in the vehicle's surroundings,

[0007] Using the yaw rate signal, the speed signal and the radar signal, an object path signal is determined, wherein the object path signal represents an estimated movement path of the object.

[0008] Using the yaw rate signal and the speed signal, a vehicle path signal is determined, wherein the vehicle path signal represents an estimated movement path of the vehicle, and

[0009] Using the object path signal and the vehicle path signal, a collision signal is detected, wherein the collision signal indicates a risk of collision between the vehicle and the object.

[0010] The vehicle can be, for example, a work machine, whose size and vehicle structure make it difficult or impossible for the driver to fully see the dangerous area in front of, behind or near the machine. In combination with frequent dispatch operations, this can easily lead to dangerous situations for people and vehicles in the immediate surroundings or for the machine and its driver itself. In addition, the driver can only monitor one area at a time, that is, new dangerous situations may appear in other areas without being noticed. Dangerous situations can be caused, for example, by objects in the immediate vicinity of the machine, or by objects that are slightly away but move to the machine at a corresponding relative speed and thus cause a collision. In each case, collisions should be avoided or reduced, so that damage to people and vehicles can be avoided.

[0011] The presented concept can be used, for example, in conjunction with a mobile working machine, which can be equipped with a hydrostatic travel drive, partially with an electrohydraulic control device, or with an electrified travel drive. Operations, such as, for example, the setting of the travel speed or the reduction of the travel speed and braking as well as steering, can be the responsibility of the driver, who can be supported by the concept described here. To monitor the environment, the driver can rely on his senses (vision, hearing), through rearview mirrors, sometimes through a reversing camera or a bird's-eye view camera. In this case, the driver can typically only monitor a limited area, but new dangerous situations can occur at any time in the danger zone around the vehicle, for example due to the vehicle's own movements and foreign objects, such as people or other vehicles.

[0012] The described solution can be used as a supplementary solution to systems known from the automotive field, which are based on environmental sensor devices (radar, lidar, ultrasound, camera) for collision warning and risk avoidance. Such systems can also be used for construction machinery. The main challenge is to have a high detection rate for real dangerous situations while keeping the false recognition rate (false positive) as low as possible. The influence of false positives can be evaluated as critical because it has a negative impact on the trust in the assistance function on the one hand, and on the other hand, due to false recognition, it may lead to active vehicle deceleration, or even dangerous situations, such as due to a rear-end collision with a following vehicle. In order to reduce such false recognition moments, a steering angle sensor can be used, which in addition leads to increased costs and increased loads on the overall system. In an advantageous manner, the use of a steering angle sensor can be omitted by means of the method introduced here. For this purpose, a yaw rate sensor that is originally necessary for operating a radar sensor can be used instead, which can be, for example, an inertial measurement unit (IMU). The vehicle movement can then be predicted based on the vehicle speed and the yaw movement of the vehicle detected by the yaw rate sensor.

[0013] Advantageously, the yaw rate sensor can be designed based on MEMS and is characterized by low cost and easy and flexible integration in the vehicle. Since the yaw rate sensor is typically required to operate the radar sensor, since the radar sensor needs this information for internal signal processing, no additional system overhead is generated in an advantageous manner. Advantageously, the relative position (x, y) and relative speed (vx, vy) of the detected object relative to the radar sensor and therefore relative to the vehicle can be indicated by the radar signal. When using the radar signal, the distance between the vehicle and the object can be calculated. Optionally, when using the radar signal, the presence probability of the identified object can be determined. For example, the corresponding presence probability of the object can be determined when using the radar signal, or the corresponding presence probability of the object can be directly indicated by the radar signal.

[0014] When performing the method for object recognition, objects located in the surroundings of the vehicle can be recognized. In this case, object recognition can be based on data detected by the radar sensor and additionally or alternatively by other surroundings detection devices.

[0015] In general, the method presented here offers the advantage that costs due to the sensors themselves and due to their integration can be avoided. Since the risk of system failure can be reduced by reducing the sensor load during the operation of the system, improved system availability can also be achieved. Since the cost for calculating the achievable performance level can be reduced, the requirements for functional safety can also be reduced in an advantageous manner. The risk of no longer achieving the required performance level can be reduced by a smaller number of components in the FuSi chain. In addition, the cost of numerical calculations on the controller can be optimized in order to predict the vehicle movement based on the steering angle information and the vehicle kinematics.

[0016] If the vehicle is designed as an articulated vehicle, the mentioned sensors can be arranged, for example, on the front vehicle part or the rear vehicle part. Other sensors can also be used, so that both vehicle parts can be equipped with suitable sensor devices.

[0017] Advantageously, the vehicle distance signal can be determined without using a steering angle signal of a steering angle sensor. As a result, a steering angle sensor on the vehicle can be omitted and a reliable collision warning can nevertheless be achieved.

[0018] According to one embodiment, in the step of acquiring, a time signal can be acquired using the object path signal and the vehicle path signal, wherein the time signal can represent a calculated time period between the current time and the collision time. When using the time signal, for example, a collision signal can be output in order to display to the person controlling the vehicle, for example, in addition to the spatial distance between the vehicle and the object, a time period calculated using the current speed and distance until a possible collision, for example in seconds. Such a time period can also be referred to as a collision time. In an advantageous manner, it is thereby possible to predict how much time is available for a reaction, for example, to deflect or brake the vehicle.

[0019] According to a further embodiment, the method can have a detection step in which the relative position and relative speed between the vehicle and the object are detected using a radar device and additionally or alternatively a yaw rate sensor and additionally or alternatively a speed sensor. In this case, for example, the object can be detected by means of the radar device and the relative position and relative speed can be calculated using further sensor data, such as the vehicle's own movement and the current yaw rate. In this way, collision avoidance can be optimized.

[0020] According to another embodiment, in the step of reading in, the radar signal can represent the relative position and relative speed between the vehicle and the object in a vicinity of up to 5 meters. For example, the radar device can be used to detect obstacles that can be arranged directly in front of, behind or in the vicinity of the vehicle. These obstacles can be, for example, large rocks that may be hidden from the driver by the vehicle itself or the mounting, or people who may be in the blind spot. Direct collisions can thus be avoided in an advantageous manner.

[0021] According to a further embodiment, in the step of reading in, the radar signal can represent the relative position and relative speed between the vehicle and the object in a remote range of at least 5 meters. For example, the radar device can be used to detect obstacles in a remote range of more than 5 meters, for example up to 10 meters, up to 15 meters or up to 20 meters. The remote range can also be defined laterally at least by the width of the vehicle or by an additional wider safety zone. This has the advantage that a possible risk of collision can already be identified in advance and, for example, a change in the vehicle path can be controlled to avoid a collision.

[0022] The method can include a step of calculating the area to be monitored in the environment of the vehicle using the yaw rate signal and the speed signal. In the step of acquiring, the collision signal can indicate a risk of collision between the vehicle and an object in the area to be monitored. Since sensor information relating to areas outside the area to be monitored can be discarded, the steps of the method can be efficiently implemented in this way. Advantageously, the monitoring area can be determined without using a steering angle signal of a steering angle sensor.

[0023] According to another embodiment, the vehicle can be constructed as an articulated work vehicle with a front vehicle part and a rear vehicle part, wherein a yaw rate sensor and a radar device can be arranged at the front vehicle part, and wherein a further yaw rate sensor and a further radar device can be arranged at the rear vehicle part. Here, if the driving direction signal indicates forward travel, the step of determining the object path signal can be performed. The two vehicle parts can, for example, each have their own drive and can be movably coupled to each other via a hinge. In other words, the work vehicle can be an articulated work vehicle in such a way that the two vehicle parts can move or pivot relative to each other due to the hinge arranged between them. Here, not only the front vehicle part but also the rear vehicle part can each have a radar device for detecting an object and a yaw rate sensor for detecting the corresponding yaw rate of the corresponding vehicle part. Here, during forward travel, for example, only the signals of the front radar and the yaw rate sensor can be read in and the corresponding object movement path can be determined. Alternatively, the signals of both the rear and the front radar device and the yaw rate sensor can also be continuously read in, wherein, during forward movement, for example, the signals from the rear vehicle part can be classified as negligible. Advantageously, the method can thus also be used in work machines that, due to their design, can be less noticeable than small vehicles and can also have a higher potential for damage in the event of a collision. This can be reduced in an advantageous manner by the method described here.

[0024] Furthermore, in the step of reading in, a further yaw rate signal can be read in from a further yaw rate interface relative to a further yaw rate sensor, and a further radar signal can be read in from a further radar interface relative to a further radar device. In this case, the further yaw rate signal can represent the current yaw rate of the rear vehicle part, and the further radar signal can represent the relative position and relative speed of the vehicle relative to a further object detected in the surroundings of the vehicle. In this case, in the step of determining an object path signal, if the direction of travel signal indicates backward travel, a further object path signal can be determined using the further yaw rate signal and the further radar signal, wherein the further object path signal can represent the estimated movement path of the further object. Furthermore, in the step of determining a vehicle path signal, a vehicle path signal can be determined using the further yaw rate signal and the speed signal, wherein in the step of acquiring, a collision signal can be acquired using the further object path signal and the vehicle path signal. In this case, the collision signal can indicate a risk of collision between the vehicle and a further object. Advantageously, the described method can thus also be used in an optimal manner when the vehicle is moving backward.

[0025] According to one embodiment, in the step of outputting, a collision signal can be output to a user interface in order to generate a visual and additionally or alternatively an acoustic and additionally or alternatively a tactile warning signal. When using a collision signal, for example, an indication can be displayed on a display visible to the driver of the vehicle, which can display the risk of collision and, for example, the position of the detected object and, additionally or alternatively, the distance between the vehicle and the object or the time period until the predicted collision. Additionally or alternatively, for example, a warning sound can be output by means of a loudspeaker, or an element touched by the driver can output a warning by means of vibration. In an advantageous manner, the person controlling the vehicle can thereby be made aware of the risk of collision and react accordingly.

[0026] According to a further embodiment, the method can include the step of deactivating the vehicle's travel drive when using the collision signal. If, for example, a certain limit value of the distance to the collision point of the identified risk of collision is fallen below, for example, the drive can be switched off and the vehicle can be stopped. In an advantageous manner, a collision can thus also be avoided without manual intervention.

[0027] The method can be implemented, for example, in the form of software or hardware or in a hybrid form of software and hardware, for example in a control unit.

[0028] Also advantageous is a computer program product or a computer program having a program code which can be stored on a machine-readable carrier or storage medium, such as a semiconductor memory, a hard disk memory or an optical memory, and which is used to execute, implement and / or control the steps of the method described in one of the above-described embodiments, in particular when the program product or the program is implemented on a computer or a device. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The present invention is explained in more detail below by way of example with reference to the accompanying drawings, wherein:

[0030] Figure 1 A flow chart of a method for avoiding a collision of a vehicle according to an embodiment is shown;

[0031] Figure 2 A schematic diagram of a vehicle having an apparatus for avoiding a collision is shown;

[0032] Figure 3 A flow chart of a method for avoiding a collision of a vehicle according to an embodiment is shown;

[0033] Figure 4 A flow chart of a method for avoiding a collision of a vehicle according to an embodiment is shown;

[0034] Figure 5 shows a schematic side view of a vehicle having an apparatus for avoiding a collision;

[0035] Fig. 6A A schematic diagram showing a kinematic relationship at a vehicle according to an embodiment;

[0036] Figure 6B A schematic diagram showing a kinematic relationship at a vehicle according to an embodiment;

[0037] Figure 7 A diagram of a calculated yaw movement of a front vehicle part according to one exemplary embodiment is shown. DETAILED DESCRIPTION

[0038] Identical or similar elements can be represented by identical or similar reference numerals in the following figures. In addition, the drawings, their description and the claims contain a large number of combined features. It is clear to the person skilled in the art that these features can also be considered individually or can be combined into other combinations not explicitly described here.

[0039] Figure 1A flow chart of a method 100 for avoiding a collision of a vehicle according to an embodiment is shown. The vehicle here represents any type of movable machine. The vehicle here comprises at least one yaw rate sensor, a speed sensor and a radar device. The method 100 comprises a step 105 of reading in a yaw rate signal from a yaw rate interface relative to the yaw rate sensor, reading in a speed signal from a speed interface relative to the speed sensor and reading in a radar signal from a radar interface relative to the radar device. Here, the yaw rate signal represents the current yaw rate of at least one component of the vehicle. The speed signal represents the speed of the vehicle's own movement, and the radar signal, according to an embodiment, represents the distance of the vehicle relative to an object detected in the surroundings of the vehicle and additionally or alternatively represents the relative position and relative speed between the vehicle and the object.

[0040] Furthermore, method 100 includes a step 110 of determining an object path signal using the yaw rate signal, the speed signal and the radar signal. The object path signal represents the estimated movement path of an object. The object is, for example, an external vehicle.

[0041] Furthermore, method 100 comprises a step 115 of determining a vehicle path signal using the yaw rate signal and the speed signal. The vehicle path signal represents an estimated movement path of the vehicle.

[0042] In one embodiment, step 110 of determining the object path signal and step 115 of determining the vehicle path signal are performed simultaneously. If both the movement path of the vehicle, i.e., the future trajectory of the vehicle, and the movement path of the object, i.e., the future trajectory of the object, are identified, the risk of collision between the vehicle and the object can be estimated.

[0043] The determining steps 110 , 115 are therefore followed by a step 120 of acquiring a collision signal using the object path signal and the vehicle path signal, wherein the collision signal indicates a risk of collision between the vehicle and the object.

[0044] In one embodiment, a radar signal is read in at step 105, which radar signal represents the relative position and relative speed between the vehicle and an object detected in a vicinity of, for example, 5 meters. In other words, it is determined in step 120 whether, where, and when the object path and the vehicle path coincide, or whether the vehicle and the object in the vicinity, for example, move in an overlapping manner. In one embodiment, in step 120 of determining, a time signal is also determined using the object path signal and the vehicle path signal. Merely by way of example, the time signal represents the calculated time period between the current time and the collision time.

[0045] In one exemplary embodiment, the acquisition step 120 is followed by a deactivation step 125. In this step 125, the vehicle drive is deactivated, merely by way of example, using the collision signal, in order to stop the vehicle and thus avoid a collision.

[0046] All or some of the steps of the method 100 can be repeatedly performed continuously, so that the determined movement path can be continuously updated.

[0047] Figure 2 A schematic diagram of a vehicle 200 with a device 205 for avoiding a collision is shown, wherein the device 105 is designed to control the method described in the previous figures. The vehicle 200 includes a yaw rate sensor 210, which is designed only as an example as a MEMS-based inertial measurement unit (IMU) in order to detect the yaw rate of the vehicle 200 and to provide a yaw rate signal 212 representing the yaw rate to a yaw rate interface 217 relative to the device 205. In addition, the vehicle 200 includes a speed sensor 220, which is designed to detect the current speed of the vehicle 200's own movement and to provide a speed signal 222 representing the speed to a yaw rate interface 227 relative to the device 205. In addition, the vehicle 200 includes a radar device 230, which is designed to detect the surroundings of the vehicle 200 and to provide a radar signal 232 to a radar interface 237 relative to the device 205. Radar signal 232 represents the relative position and relative speed of vehicle 200 relative to object 240 detected in the surroundings of vehicle 200. In one exemplary embodiment, radar device 230 is designed as a radar, by means of which a vicinity of, for example, only 5 meters can be detected.

[0048] Device 205 is designed to read in provided signals 212, 222, 232. Device 205 is designed to determine object path signal 252 using yaw rate signal 212, speed signal 222, and radar signal 232 by means of exemplary determination unit 250, wherein object path signal 252 represents an estimated movement path 254 of object 240. Similarly, device 205 is designed to determine vehicle path signal 256 using yaw rate signal 212 and speed signal 222, wherein vehicle path signal 256 represents an estimated movement path 258 of vehicle 200.

[0049] In one exemplary embodiment, object path signal 252 may be provided if direction of travel signal 265 provided merely by way of example by direction unit 260 for detecting the direction of travel indicates forward travel of vehicle 200 .

[0050] In one exemplary embodiment, device 205 includes an acquisition unit 270 for acquiring a collision signal 272 using object path signal 252 and vehicle path signal 256, wherein collision signal 272 indicates a risk of collision between vehicle 200 and object 240. In one exemplary embodiment, acquisition unit is further configured to acquire a time signal 276 representing a calculated time period between a current time and a collision time using object path signal 252 and vehicle path signal 256. Only by way of example, collision signal 272 can be ascertained using time signal 276.

[0051] In one exemplary embodiment, device 205 is designed to control and deactivate travel drive 280 of vehicle 200 using collision signal 272. By shutting down travel drive 280, the intrinsic movement of vehicle 200 is interrupted and a collision between vehicle 200 and object 240 can be avoided.

[0052] Figure 3 A flow chart of a method 100 for avoiding a collision of a vehicle according to an embodiment is shown. The method 100 shown here corresponds to or is similar to the aforementioned Figure 1 The method shown in , wherein the difference is that it has additional or alternative steps.

[0053] In the present exemplary embodiment, the read-in step 105 is preceded by a detection step 300 in which the yaw rate of the vehicle is detected by means of a yaw rate sensor and the speed of the vehicle is detected by means of a speed sensor, merely as an example. The vehicle's own motion is detected as an example using the corresponding read-in signals.

[0054] In one embodiment, a step 305 of transmitting the own motion to the radar device follows. In an exemplary step 310 of further detection, in the present embodiment, the relative position and relative speed and optionally the distance between the vehicle and objects in the surroundings are detected using the radar device. Only by way of example, a radar signal or radar information representing such a distance is read in in a further step 315 of reading in.

[0055] In the present exemplary embodiment, a step 110 of determining an object path signal follows, in which the movement paths of all detected objects are predicted by way of example. In one exemplary embodiment, a step 115 of determining a vehicle path signal follows, in which the movement path of the vehicle is predicted. By way of example only, parallel to the determining step 115, the detecting step 300 is repeatedly performed in order to determine the vehicle path signal using the current deviation rate signal and the speed signal.

[0056] Likewise, in one embodiment, the step 300 of detecting is repeatedly performed in order to perform the step 320 of calculating the nearby area and the remote area to be monitored using the current deviation rate signal and the speed signal. The position and range of the area to be monitored can be indicated, for example, by the range signal calculated in step 320. This makes it possible, for example, to filter out sensor information that is located outside the area to be monitored. It is also possible to track the movement path of not only the vehicle but also the object only in the area to be monitored. In an advantageous manner, the area to be monitored can be determined without using a steering angle sensor.

[0057] In the present embodiment, the following is a step 120 of acquiring a collision signal, in which a collision is predicted. Merely by way of example, step 120 includes a sub-step 325 of acquiring a time signal, in which the so-called collision time is calculated and provided when using the time signal. Here, the time signal represents the calculated time period between the current moment and the collision moment. In addition, the step 120 of acquiring in the present embodiment includes a sub-step 330 of determining a warning and a possible delayed intervention. In one embodiment, the delayed intervention is implemented in the step 125 of deactivating the travel drive. In one embodiment, a warning is implemented in a further sub-step 335 of transmission, in which the position of the critical object is transmitted to the user interface (HMI) when using the collision signal. In the merely exemplary step 340 of generation, a merely exemplary visual, audible and tactile warning signal is thus generated at the user interface.

[0058] Figure 4 A flow chart of a method 100 for avoiding a collision of a vehicle according to an embodiment is shown. The method 100 shown here corresponds to or is similar to the aforementioned Figure 1 and Figure 3 The method shown in , wherein the difference is that it has additional or alternative steps.

[0059] In the present exemplary embodiment, read-in step 105 is preceded by a detection step 300. In step 300, the distance between the vehicle and the object and also additionally or alternatively the relative position and the relative speed are detected, for example using a radar device and an exemplary yaw rate sensor and an exemplary speed sensor.

[0060] In this case, in the present exemplary embodiment, the radar signal read in in step 105 of reading in represents the relative position and relative speed between the vehicle and the object in a long-range range of, for example, only 10 meters.

[0061] In one embodiment, the vehicle is designed as an articulated work vehicle having a front vehicle part and a rear vehicle part, wherein a yaw rate sensor and a radar device are arranged on the front vehicle part. Additionally or alternatively, a further yaw rate sensor and a further radar device are arranged on the rear vehicle part. Merely by way of example, in this case, in the step 105 of reading in, a further yaw rate signal is read in from a further yaw rate interface relative to the further yaw rate sensor and a further radar signal is read in from a further radar interface relative to the further radar device. In this embodiment, the further yaw rate signal represents the current yaw rate of the rear vehicle part, and the further radar signal represents the relative position and relative speed of the object relative to the vehicle. Correspondingly, mere by way of example, in the step 110 of determining an object path signal, a further object path signal is determined using the further yaw rate signal and the further radar signal if the driving direction signal indicates rearward driving of the vehicle. Here, the further object path signal represents the estimated movement path of the further object. In the present embodiment, in step 115 of determining a vehicle path signal, the vehicle path signal is determined using the additional yaw rate signal and the speed signal, and in step 120 of acquiring, a collision signal is acquired using, for example, the additional object path signal and the vehicle path signal.

[0062] In this case, the collision signal indicates, by way of example, a risk of collision between the vehicle and another object.

[0063] Furthermore, in one exemplary embodiment, a collision signal is output to a user interface in the acquisition step 120, so that a visual or acoustic warning signal is generated, for example, on a display. This alerts the person controlling the vehicle to a possible collision and provides the option of steering the vehicle in another direction or reducing speed.

[0064] Figure 5 A schematic side view of a vehicle 200 with a device 205 for avoiding a collision is shown. The vehicle 200 shown here and the device 205 shown correspond to or are similar to the previously described Figure 2 The vehicle and the device described in the foregoing, wherein the device is configured to control the Figure 1 , Figure 2 and Figure 4 The method described in .

[0065] In the present embodiment, the vehicle 200 is configured as an articulated work vehicle, which is merely an example of a dump truck or a so-called dumping device. In the present embodiment, the dump truck comprises a front vehicle part 500 and a rear vehicle part 505 coupled via an articulated joint M, wherein the yaw rate sensor 210, the radar device 230 and merely as an example also the speed sensor 220 are arranged at the front vehicle part 500.

[0066] In the present exemplary embodiment, a further yaw rate sensor 510 is arranged at the rear vehicle part 505 . The further yaw rate sensor is designed, for example, to detect the yaw rate of the rear vehicle part and to provide it to a further yaw rate interface 517 relative to the device 205 using a further yaw rate signal 512 .

[0067] In addition, in the present embodiment, a further radar device 530 is arranged at the rear vehicle part 505, which is configured to provide a further radar signal 532 to a further radar interface 537 relative to the device 205. Here, the further radar signal 532 represents the relative position and relative speed between the vehicle 200 and the further object 540 detected in the surroundings. For this purpose, the further radar device 530 is only configured as an example to monitor the rear area 550 of the surrounding environment around the rear vehicle part 505, which only includes, as an example, not only the nearby area of ​​0 to 5 meters, but also the remote area of ​​5 to 10 meters. In a similar manner, the radar device 230 is configured as an example to monitor the front area 550 of the surrounding environment around the front vehicle part 500, which also includes, as an example, the nearby area and the remote area.

[0068] In principle, the monitoring area can be defined in different directions, for example "in front" and "behind". Different system components are required for the monitoring area, such as a radar sensor for detecting objects, a yaw rate sensor for detecting the yaw rate of the radar or the corresponding vehicle part, and a sensor for detecting the longitudinal speed of the vehicle, for example a rotational speed sensor on the output side. In addition, the control unit, that is to say the device 205, is used for electronic processing of the sensor data, for predicting the own movement, for predicting the movement of the detected object, and for calculating warning or intervention signals.

[0069] In this embodiment, the device 205 is configured to, if as described above Figure 2In the exemplary embodiment, device 205 is further configured to determine a vehicle path signal using further yaw rate signal 512 and a speed signal, and to acquire a collision signal 272 using further object path signal and vehicle path signal. In the exemplary embodiment, collision signal 272 represents a risk of collision between vehicle 200 and further object 540.

[0070] In the present exemplary embodiment, device 205 is also designed to actuate user interface 555, which is, merely by way of example, a display in the driver's cab in front vehicle part 500, using collision signal 272. Via user interface 555, merely by way of example, a warning signal about the risk of collision can be output to the driver of vehicle 200.

[0071] Fig. 6A and Figure 6B Schematic diagrams of kinematic relationships at a vehicle 100 according to an embodiment are shown, wherein the vehicle 100 described here corresponds to or is similar to the aforementioned Figure 2 and Figure 5 Here, in Fig. 6A Determining the predicted driving route or movement path of the vehicle 100 based on the rotation rate is briefly described in Figure 6B 2 shows the kinematic relationships of an articulated vehicle 100 in which a front vehicle part 500 and a rear vehicle part 505 are rotatably coupled via an articulated joint 54.

[0072] Especially in Figure 6B The relationship between the steering angle, the turning rate and the vehicle speed at the front and rear of the vehicle is shown in FIG. Fig. 6A Based on the prediction of the steering angle sensor, it can be in the controller or the aforementioned Figure 2 and Figure 5 Solve the equations described below on the device described in.

[0073] Consider a radar mounted on the front vehicle portion 500. At a known heading angle θ F In the case of , the velocity of the vehicle part 500 in front at point F is obtained as:

[0074]

[0075] Here, vF is the longitudinal velocity. The articulation point M coincides with the front and rear components of the vehicle 100, that is to say:

[0076]

[0077] By assuming that vF and vH have the same rate of change, taking into account the velocity at point M, we obtain:

[0078]

[0079] And using geometric relationships:

[0080] θ H =θ F -δ

[0081] For the angular velocities at the front and rear axles we have:

[0082]

[0083] Assuming that the change in the steering angle is also 0, we get:

[0084]

[0085] If the rotation rate is directly acquired from the yaw rate sensor, these steps can be completely omitted. It should be noted that in the absence of steering angle detection, the driving route can only be predicted when the driving speed is not equal to 0, because only in this case will an angular velocity not equal to 0 occur at the front or rear of the vehicle.

[0086] Figure 7 1 shows a graph of a calculated yaw movement of a front vehicle part according to an exemplary embodiment. The time in seconds is shown on the x-axis and the yaw rate (PsiDot) in rad / s is shown on the y-axis. The yaw movement shown here is based only on examples of measurements on an articulated vehicle and as described above. Fig. 6A and Figure 6B The different calculations described in . The periodic turning can be seen, showing the change in the steering angle of the vehicle. The yaw rate 700 shown in solid line is based on an exemplary measurement by a yaw rate sensor. The second yaw rate 705 shown in dashed line is based on an exemplary measurement of the measured steering angle and the aforementioned Figure 6B The third deviation rate 710 shown by the dotted line is exemplarily based on the measured steering angle and the aforementioned Figure 6B The simplified equation (D2) described in .

[0087] In other words, the method described in the preceding figures and a device on a vehicle for controlling the method can be described as follows and can optionally also be combined with other methods mentioned below.

[0088] Thus, systems for collision warning and avoidance based on environmental sensors (radar, lidar, ultrasound, cameras) are known from the automotive sector. Such systems can also be used for construction machinery. The main challenge is to achieve a high detection rate for real dangerous situations while keeping the false recognition rate (false positives) as low as possible. The influence of false positives can be considered critical because, on the one hand, it negatively affects the trust in the assistance function and, on the other hand, due to false recognition, it can lead to active vehicle deceleration or even dangerous situations (e.g. due to a rear-end collision with a following vehicle).

[0089] The following measures can be taken to reduce false positives:

[0090] 1. Model assumptions (specific to the application and domain of use, e.g. “lateral traffic does not exist on highways”)

[0091] 2. Additional environmental sensing devices (sensor fusion of multiple radar sensors, adding cameras, lidar, ultrasonic systems)

[0092] 3. Make full use of vehicle knowledge, especially predicting the vehicle's own movement, and limit monitoring to areas that are critical to the collision.

[0093] In particular, measure 3 presupposes knowledge of the vehicle (dimensions, type of steering, such as articulated steering), but also additional information about the state and handling of the vehicle. In known solutions, a steering angle sensor is often used to predict vehicle motion in conjunction with the current vehicle speed and a kinematic model of the vehicle.

[0094] Based on this information, conclusions can be drawn about critical areas to be monitored for a specific time period, for example the next 5 seconds, assuming that the current driving situation remains. Only objects detected by the radar that are in the predicted driving area are considered critical and only these objects can trigger a warning or intervention.

[0095] Said solution requires a steering angle sensor, for example in the form of a steering sensor at the steering wheel in an articulated vehicle or an angle sensor at the articulated joint or a travel measuring system at the steering cylinder.

[0096] Such sensors lead, for example, to additional costs due to the sensor itself, additional costs due to the integration of the sensor (integration into a deflection mechanism or into a hydraulic cylinder), reduced system availability (because the additional sensors required for the operation of the system increase the risk of system failures) and increased requirements for functional safety (because the additional sensors required for the operation of the system increase the complexity of the calculation of the achievable performance level). Due to the additional elements in the FuSi chain, there is the risk that the required performance level will no longer be achieved. In addition, the sensors require increased complexity in numerical calculations on the controller in order to predict the vehicle movement based on the steering angle information and the vehicle kinematics.

[0097] It would therefore be desirable to be able to dispense with a steering angle sensor but nevertheless still be able to predict vehicle movements in order to minimize false detections.

[0098] In the method described in the preceding figures and in a vehicle having a device for controlling the method, a steering angle sensor and information about vehicle kinematics are advantageously omitted and a yaw rate sensor (e.g., an inertial measurement unit) which is required anyway for operating a radar sensor is used instead. The vehicle movement is predicted based on the vehicle speed and the yaw movement of the vehicle detected by the yaw rate sensor.

[0099] Yaw rate sensors are often designed based on MEMS and are characterized by low cost, easy and flexible integration in the vehicle. Since the yaw rate sensor is required for operating the radar sensor anyway (the radar sensor needs this information for internal signal processing), no additional system complexity is incurred.

[0100] Although the steering angle cannot be derived from the yaw rate (integration is not possible due to the measured offset and unknown initial conditions), this is only noticeable when the vehicle is stationary, in which case no intervention is possible anyway (the vehicle is already stationary).

[0101] List of reference numerals:

[0102] 100 Methods for avoiding vehicle collisions

[0103] 105 Reading steps

[0104] 110 Steps for determining object path signal

[0105] 115 Steps to determine vehicle path signal

[0106] 120 Steps to obtain

[0107] 125 Deactivation Steps

[0108] 200 vehicles

[0109] 205 Equipment

[0110] 210 Deviation Rate Sensor

[0111] 212 Deviation rate signal

[0112] 217 Deviation rate interface

[0113] 220 speed sensor

[0114] 222 speed signal

[0115] 227 speed interface

[0116] 230 radar device

[0117] 232 radar signal

[0118] 237 Radar Interface

[0119] 240 objects

[0120] 250 confirmed units

[0121] 252 Object path signal

[0122] 254 Object's motion path

[0123] 256 vehicle path signals

[0124] 258 Vehicle movement path

[0125] 260 direction unit

[0126] 265 Driving direction signal

[0127] 270 Acquisition Unit

[0128] 272 Collision signal

[0129] 276 Time Signal

[0130] 280 Travel Drive

[0131] 300 detection steps

[0132] Steps of 305 transmission

[0133] 310 Additional Testing Steps

[0134] 315 Additional reading steps

[0135] 320 calculation steps

[0136] 325 Sub-steps of acquisition

[0137] 330 Determined sub-steps

[0138] 335 Sub-steps of transmission

[0139] 340 generated steps

[0140] 500 The front part of the vehicle

[0141] 505 rear vehicle section

[0142] 510 Additional deviation rate sensor

[0143] 512 Additional deviation rate signal

[0144] 517 Additional deviation rate interface

[0145] 530 Additional radar devices

[0146] 532 Additional radar signals

[0147] 537 Additional Radar Interfaces

[0148] 540 Additional objects

[0149] 545 Front Area

[0150] 550 Rear Area

[0151] 555 User Interface

[0152] 700 deviation rate

[0153] 705 Second deviation rate

[0154] 710 The third deviation rate

[0155] M joint hinge.

Claims

1. A method (100) for avoiding a collision of a vehicle (200), the vehicle comprising at least one yaw rate sensor (210), a speed sensor (220) and a radar device (230), wherein: The method (100) comprises the following steps (105, 110, 115, 120): reading in (105) a yaw rate signal (212) from a yaw rate interface (217) relative to the yaw rate sensor (210), reading in a speed signal (222) from a speed interface (227) relative to the speed sensor (220), and reading in a radar signal (232) from a radar interface (237) relative to the radar device (230), wherein the yaw rate signal (212) represents a current yaw rate of at least one component of the vehicle (200), and wherein the speed signal (222) represents a speed of the vehicle (200) itself, and wherein the radar signal (232) represents a relative position and a relative speed between the vehicle (200) and an object (240) detected in the surroundings of the vehicle (200); Determining (110) an object path signal (252) using the deviation rate signal (212), the speed signal (222), and the radar signal (232), wherein the object path signal (252) represents an estimated movement path (254) of the object (240); Determining (115) a vehicle path signal (256) using the yaw rate signal (212) and the speed signal (222), wherein the vehicle path signal (256) represents an estimated movement path (258) of the vehicle (200); and A collision signal (272) is acquired (120) using the object path signal (252) and the vehicle path signal (256), wherein the collision signal (272) indicates a risk of collision between the vehicle (200) and the object (240).

2. The method (100) according to claim 1, wherein: In the step of determining (115) the vehicle path signal (256), the vehicle path signal (256) is determined without using a steering angle signal of a steering angle sensor.

3. The method (100) according to any one of the preceding claims, wherein: In the acquisition step (120), a time signal (276) is acquired using the object path signal (252) and the vehicle path signal (256), wherein the time signal (276) represents a calculated time period between a current time and a collision time.

4. The method (100) according to any one of the preceding claims comprises a step (300) of detecting the relative position and relative speed between the vehicle (200) and the object (240) by using the radar device (230) and / or the yaw rate sensor (210) and / or the speed sensor (220).

5. The method (100) according to any one of the preceding claims, wherein: In the step (105) of reading in, the radar signal (232) represents the relative position and relative speed between the vehicle (200) and the object (240) within a proximity of a maximum of 5 meters.

6. The method (100) according to any one of claims 1 to 4, wherein: In the step (105) of reading in, the radar signal (232) represents the relative position and relative speed between the vehicle (200) and the object (240) within a long-range area of ​​at least 5 meters.

7. The method (100) according to any one of the preceding claims, comprising a step (320) of calculating the area to be monitored in the environment of the vehicle (200) using the deviation rate signal (212) and the speed signal (222), wherein: In the step of acquiring (120), the collision signal (272) indicates a risk of collision between the vehicle (200) and the object (240) in the area to be monitored.

8. The method (100) according to any one of the preceding claims, wherein: The vehicle (200) is constructed as an articulated work vehicle having a front vehicle part (500) and a rear vehicle part (505), wherein the yaw rate sensor (210) and the radar device (230) are arranged at the front vehicle part (500), and wherein a further yaw rate sensor (510) and a further radar device (530) are arranged at the rear vehicle part (505), wherein the step (110) of determining the object path signal (252) is performed if the direction of travel signal (265) indicates forward travel.

9. The method (100) according to claim 8, wherein: In the step (105) of reading in, a further yaw rate signal (512) is read in from a further yaw rate interface (517) relative to the further yaw rate sensor (510), and a further radar signal (532) is read in from a further radar interface (537) relative to the further radar device (530), wherein the further yaw rate signal (512) represents the current yaw rate of the rear vehicle part (505), and wherein the further radar signal (532) represents the relative position and relative speed between the vehicle (200) and a further object (540) detected in the surroundings of the vehicle (200), wherein in the step (110) of determining an object path signal (252), if the direction of travel signal (265) indicates a backward direction of travel, If the vehicle (200) is moving in a forward direction, a further object path signal is determined using the further yaw rate signal (512) and the further radar signal (532), wherein the further object path signal represents an estimated movement path of the further object (540), and wherein in the step (115) of determining a vehicle path signal (256), the vehicle path signal (256) is determined using the further yaw rate signal (512) and the speed signal (222), and wherein in the step (120) of acquiring, the collision signal (272) is acquired using the further object path signal and the vehicle path signal (256), wherein the collision signal (272) indicates a risk of collision between the vehicle (200) and the further object (540).

10. The method (100) according to any one of the preceding claims, wherein: In the step (120) of acquiring, the collision signal (272) is output to a user interface (555) in order to generate a visual and / or acoustic and / or tactile warning signal.

11. The method (100) according to claim 1, comprising a step (125) of deactivating a travel drive (280) of the vehicle (200) using the crash signal (272). 12 . A computer program designed to carry out and / or control the steps of the method ( 100 ) according to claim 1 .

13. A machine-readable storage medium having stored thereon a computer program according to claim 12.

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