Collision avoidance between road users

Abstract

Method (200) for collision avoidance between a first (105, 305) and a second (110, 310) road user, comprising the following steps: - Determining (230) a planned trajectory (315) of the first road user (105, 305); - Determining (205) a position of the second road user (110, 310); - Determining (215) a movement profile of the second road user (110, 310); - where the movement profile describes a maximum movement dynamic of the road user (110, 310), - where the dynamics of movement are based on a maximum speed or a minimum turning radius of the second road user (110, 310); - Issuing (250) a signal if the movement profile of the second road user (110, 310) from its position allows a collision with the first road user (105, 305) on the trajectory (315).

Description

[0001] The invention relates to the protection of road users against collisions. In particular, the invention relates to the estimation of a collision risk.

[0002] The number of electric and hybrid vehicles on the road, especially in urban areas, is increasing. These vehicles are quieter than conventionally powered vehicles and therefore significantly less noticeable to pedestrians and cyclists. This considerably increases the risk of accidents, particularly collisions between pedestrians and cyclists and such vehicles.

[0003] A collision warning system serves to warn a road user of a potential hazard in road traffic, such as an impending collision with a stationary or moving object. For this purpose, the road user's surroundings are scanned with suitable sensors and searched for objects with which there is a risk of collision. To assess the risk of a collision, the system typically detects and evaluates the position, distance to an object, and changes in that distance over time, and issues a warning if necessary.

[0004] US 5 983 161 A describes collision avoidance between road users based on their positions using a neural network.

[0005] DE 20 2014 003 224 U1 describes a driver assistance system for warning a driver of an impending collision with another road user.

[0006] One of the problems underlying the invention is to provide an improved technique for determining the risk of a collision between road users. The invention solves this problem by means of the subject matter of the independent claims. Dependent claims describe preferred embodiments.

[0007] According to a first aspect of the present invention, a method for avoiding collisions between a first and a second road user comprises steps of determining a planned trajectory of the first road user; determining a position of the second road user; determining a movement profile of the second road user, wherein the movement profile describes a maximum movement dynamic of the road user, the movement dynamic being based on a maximum speed or a minimum turning radius of the second road user; and outputting a signal if the movement profile of the second road user, from its position, permits a collision with the first road user on the trajectory.

[0008] The first road user can be, in particular, a motor vehicle, and the second road user can be a vulnerable road user who is typically at greater risk of personal injury in a collision with the first road user. The second road user can be, for example, a pedestrian, a cyclist, or a child. The planned trajectory of the first road user can be known, for example, from the route guidance of a navigation system, and the position of the second road user can be determined by suitable sensors or based on signals from a navigation system, particularly a satellite-based one such as GPS, GLONASS, or GALILEO.

[0009] The movement profile can comprise an abstracted behavioral model of the road user, based on their physical or physiological movement capabilities. Such a behavioral model can include an empirically determined behavioral pattern, which may be based on a multitude of recorded movements of the road user, boundary conditions, and / or the frequency of movements.

[0010] The movement profile describes a maximum movement dynamic. This maximum movement dynamic can be based on a maximum speed, maximum acceleration, or minimum turning radius of the second road user. Different road users can have different acceleration capabilities; for example, the maximum acceleration of a pedestrian may differ from that of a cyclist, a child, an elderly person, or an animal. This approach advantageously allows for the consideration of a possible future movement of the second road user, which might include a change in speed and / or direction. In this way, potential future movement paths of the second road user can be determined and tracked from a specific position.

[0011] If the potential path of movement of the second road user intersects the trajectory of the first road user, a collision may occur and a signal may be issued. Conversely, it may also be determined that the movement of the second road user is insufficient to reach the area of ​​the first road user's trajectory in time to establish a collision risk.

[0012] The acceleration capability can be particularly advantageous if it is direction-dependent, relative to the direction of movement of the second road user. This allows for consideration of the fact that a road user, for example, may accelerate more strongly when stopping than when starting or walking, or that they typically prefer a more uniform movement to one with frequent accelerations. The acceleration capability can be based on the orientation or body rotation of the second road user.

[0013] The system can be designed to determine a movement of the second road user that would lead to a collision and to issue a signal if the probability of that movement exceeds a predetermined threshold. The probability expresses how likely the second road user is to execute the collision-causing movement—optionally taking into account boundary conditions such as current movement. Additionally or alternatively, the probability can be determined based on a specific or retrievable behavioral model or pattern in the movement profile, based on the speed and / or direction of movement.

[0014] Preferably, a multitude of movements of the second road user are determined that would lead to a collision, with the signal being issued if at least one of the probabilities of the determined movements exceeds the threshold. Conversely, various movements whose probabilities exceed the threshold can also be determined, and it can be determined whether one of these movements leads to a collision. In this case, the signal can be issued.

[0015] Furthermore, it can be stipulated that the movement is determined based on the usability of a traffic area in the space between the second road user and the trajectory of the second road user. The movement options of the second road user can thus be restricted to those they are permitted or able to perform. For example, if the second road user is a cyclist, it can be assumed that they will not ride through a pedestrian zone, even if they could. Movement paths of the second road user can be determined taking into account the usability of traffic areas.

[0016] Advantageously, the trajectory of the first road user can be modified in response to the signal, for example, by changing speed or direction. Intervention in longitudinal and / or lateral control can be automated. If the first road user is a vehicle capable of automated, highly automated, or autonomous driving, the trajectory can be modified in such a way that a collision is impossible or the probability of a collision falls below a predetermined threshold.

[0017] Preferably, a warning is issued in the vicinity of the first road user. The first road user can be a motor vehicle, the driver of a motor vehicle, or a motor vehicle together with its driver. The warning to the driver can be visual, audible, and / or haptic, thus enabling the driver to take appropriate measures to avoid a collision. To enable automatic intervention in the vehicle's control system, the vehicle itself can be considered the first road user. The signal can then be transmitted to a suitable interface for controlling the vehicle.

[0018] The system may include a warning if there is no direct line of sight between road users. This can be determined by a device on board one of the road users, such as a camera or a LiDAR sensor.

[0019] According to a second aspect, a device for the first road user comprises a device for determining a planned trajectory of the first road user; a communication device for wireless communication; an interface for providing a signal; and a processing device. The processing device is configured to receive an indication of a position and a movement profile of a second road user, wherein the movement profile describes a maximum movement dynamic of the second road user, the movement dynamic being based on a maximum speed or a minimum turning radius of the second road user; to determine whether the movement profile of the second road user from the determined position permits a collision with the first road user on the trajectory; and, if so, to provide a signal at the interface.

[0020] The processing equipment may be configured to execute all or part of a method described herein. For this purpose, the processing equipment may include a programmable microcomputer or microcontroller, and the method may be in the form of a computer program product with program code. The computer program product may also be stored on a computer-readable data carrier. Features or advantages of the method may be transferred to the equipment or vice versa.

[0021] According to another aspect of the invention, a motor vehicle comprises a device as described herein.

[0022] According to yet another aspect of the invention, a device for a second road user comprises a positioning device, a device for determining a movement profile, wherein the movement profile describes a maximum movement dynamic of the road user, wherein the movement dynamic is based on a maximum speed or a minimum turning radius of the second road user; and a communication device for wireless communication.

[0023] According to a further aspect of the invention, a device for use at a location remote from road users comprises a communication device for wireless communication and a processing device configured to receive the position of a road user; to determine a movement profile of the road user based on a plurality of received positions, wherein the movement profile describes a maximum movement dynamic of the road user; wherein the movement dynamic is based on a maximum speed or a minimum turning radius of the second road user; and to provide a current position and the movement profile of the road user in response to a request. The processing device may be configured according to a further processing device described herein.

[0024] The invention will now be described in more detail with reference to the attached drawings, in which: Fig. 1 a system, Fig. 2 a flowchart of a procedure, and Fig. 3 An exemplary traffic situation with two road users is illustrated.

[0025] Fig. Figure 1 shows a system 100 comprising a first road user 105, a second road user 110, and optionally an external entity 115. In the following, a road user 105, 110 is understood to mean a person or vehicle that is moving or stationary on a traffic area. This includes a motor vehicle as well as, for example, a pedestrian, a cyclist, a person in a wheelchair, or a person in a stroller. If a road user 105, 110 is temporarily stationary, it may be part of a stationary traffic situation.

[0026] The first road user 105 is represented by way of example as a motor vehicle and can, in particular, include a passenger car, a motorcycle, a truck, or a bus. The motor vehicle 105 comprises a device 120 which includes a processing unit 125, a communication unit 130, a positioning unit 135, and an interface 140.

[0027] The device 120 mounted on board the motor vehicle 105 comprises a processing unit 125, which may be connected to a positioning unit 135. The processing unit 125 is configured to determine a planned trajectory of the motor vehicle 105, for example, based on a planned route. Optionally, the positioning unit 135 is also included by the processing unit 125 or by another system on board the motor vehicle 105, for example, a navigation system.

[0028] The positioning device 135 can be configured to detect the position of the second road user 110 in any desired manner. Preferably, the positioning device 135 includes a receiver for signals from a navigation system, particularly a satellite-based one. Furthermore, it can include a LiDAR sensor, a radar sensor, an ultrasonic sensor, or a camera, or it can use a mobile network to detect the position of the second road user 110.

[0029] The processing unit 125 is further connected to a communication unit 130 for wireless communication, which is configured to communicate with a second traffic participant 110 and / or an external entity 115. The communication unit 130 may, in particular, use a mobile network and / or the internet for this purpose.

[0030] In particular, the communication device 130 can be configured to receive information on the position and movement profile of the second road user 110 and to make this information available to the processing device 125. Furthermore, the processing device 125 is configured to determine whether the movement profile of the second road user 110, from its current position, permits a collision with the motor vehicle 105 on the trajectory.

[0031] This means that the second road user 110 can reach the first road user 105 along the latter's trajectory by moving in a characteristic manner. This movement pattern is stored in their movement profile, which can contain various values, such as their maximum speed, acceleration, or cornering behavior. For example, a toddler on a balance bike will move differently than an adult pedestrian or a young cyclist. By characterizing the movement dynamics of the second road user 110 in the movement profile, the question of whether there is a risk of collision with the first road user 105 can be answered more accurately.

[0032] If a potential collision is detected, the processing unit 125 can provide a signal at an interface 140 connected to it. This signal can include a warning to a driver of the vehicle 105. The signal can also be directed to another device on board the vehicle 105. For example, the signal may trigger a change in the planned trajectory, particularly if the vehicle 105 supports semi-automatic and / or autonomous driving.

[0033] The second road user 110 is typically weaker than the first road user 105, meaning that they can move or accelerate less quickly, or that they are likely to suffer greater personal injury in a collision than the first road user 105. The second road user 110 could, for example, be a pedestrian, a child, a cyclist, or an animal; here, they are depicted as a bicycle for illustrative purposes only. The road users 105 and 110 could also act with their roles reversed compared to the representation given here. In particular, the first road user 105 could be weaker than the second road user.

[0034] The second road user 110 comprises a device 150, which includes a device 155 for determining a movement profile, a positioning device 160, and a communication device 165. The device 155 may, in particular, include a processing device, for example, in the form of a programmable microcomputer. The external entity 115 comprises a processing device 170, a communication device 175, and optionally a data storage device 180. The communication devices 130, 165, and / or 175 are preferably configured for mutual communication.

[0035] The device 150 can be designed as a mobile device, for example in the form of a wristwatch, a smartphone, or a tablet computer. If the second road user 110 is only one person, they can carry the device 150 with them or have it attached to them, for example in the form of an article of clothing ("wearable") or a bicycle helmet. If the second road user 110 includes a vehicle such as a bicycle or a stroller, the device 150 can also be attached to the vehicle.

[0036] The device 155 for determining a movement profile is preferably connected to a positioning device 160 and a communication device 165 for wireless communication. The positioning device 160 is configured to determine the current position of the second road user 110 and may include a receiver of a navigation system, in particular a satellite-based one.

[0037] Preferably, the positioning device 160 is configured to determine a movement parameter such as a speed, an acceleration, a direction of movement and / or an orientation of the road user 110.

[0038] The device 155 is designed to determine a movement profile of the second road user 110, specifically based on a multitude of defined movement parameters. This includes determining, in particular, based on previously determined positions and / or speeds, which types of movements are possible by the second road user 110. Such movements can include, for example, acceleration, speed, and / or cornering behavior. The movement profile can include information that allows for the determination of how the second road user 110 moves between a starting point and a destination point. The probability of a movement can be determined by statistical analysis of previously executed movements and assigned to a movement.

[0039] In another embodiment, some or all of the aforementioned provisions may also be carried out by the external body 115. The necessary unprocessed or partially processed information may be transmitted using the communication devices 165, 175.

[0040] The external station 115 can receive the position and / or other information of the second road user 110 via the communication device 175. A specific movement profile can be stored in the data storage device 180. Optionally, additional information, such as data on the identity of the second road user 110, can also be stored in the data storage device 180.

[0041] An imminent collision risk between the first and second road users 105, 110 can alternatively be determined by the first road user 105, the second road user 110, and / or the external authority 115. The information required for this can be transmitted, if necessary, via the communication devices 130, 165, 175. Information can be requested, for example, regarding a predetermined time, a specific trajectory, or a predetermined position, or it can be provided periodically.

[0042] Fig. Figure 2 shows a flowchart of an exemplary method 200, which can be carried out, in particular, using a device 120 for a first road user 105, a device 150 for a second road user 110, and / or an external entity 115. The sequence of steps shown can be varied in further embodiments, as a person skilled in the art can readily see. Not all embodiments described herein are shown in the present flowchart. Method steps shown on the left side of the flowchart can be assigned to the first road user 105, and steps shown on the right side of the flowchart can be assigned to the second road user 110. The step shown in the middle can be carried out by the external entity 115.

[0043] In step 205, the current position of a road user 110 can be determined, for example, by means of a receiver for signals from a satellite-based navigation system. Optionally, speed, acceleration, and / or direction of movement can also be determined; for this purpose, the positioning device 160 can include an inertial sensor and / or a gyroscope sensor. The determination can be carried out at predetermined time intervals.

[0044] In step 210, the specific position and, if applicable, other specific movement parameters can be provided. Preferably, the information is transmitted to the external entity 115 and processed there. A communication link between the first road user 105 and the second road user 110 can be used to transmit the information. Alternatively, the processing can also be carried out by the second road user. The processing result can be provided by the external entity 115 or by the second road user 110.

[0045] In step 215, a movement profile of the second road user 110 can be determined. For this purpose, position and / or movement information of the second road user 110 is processed. The movement profile and a current position of the second road user 110 can be provided either by the external entity 115 or by the second road user 110.

[0046] The first road user 105 can determine its position in step 220. In step 225, it can be determined whether the distance to a second road user 110 falls below a predetermined value. A proximity sensor, such as a radar sensor, a LiDAR sensor, or an ultrasonic sensor, can be used for this purpose. Alternatively, a request can be sent to the external location 115, containing the position of the first road user 105. A further alternative is to send a corresponding request to all second road users 110 within a predetermined area around the first road user 105. The request can be answered with the position of a second road user 110.

[0047] In step 230, a trajectory 315 of the first road user 105 can be determined. This can be done based on a planned travel route or current movement data of the first road user 105. If a second road user 110 is sufficiently close, its movement profile can be determined. This can be requested, in particular, by the external entity 115 or by the second road user 110.

[0048] In step 235, a movement of the second road user 110 can be determined that leads to a collision of road user 110 with the first road user 105 on the latter's trajectory 315. The position of the first road user 105, the position and movement profile of the second road user 110, and the planned trajectory of the first road user 105 are preferentially taken into account.

[0049] A movement of the second road user 110 that complies with the movement profile adheres to a maximum value of a movement parameter defined by the movement profile. This movement parameter can, in particular, include a maximum speed, a maximum acceleration, and / or a minimum turning radius. Specifically, it can be determined whether the second road user 110 can execute a movement that leads to a collision with the first road user 105.

[0050] In an optional step 240, the probability of a movement by road user 110 leading to a collision can be determined. This can be determined based on the movement profile of the second road user 110.

[0051] In an optional step 245, it can be determined whether the probability of a specific movement exceeds a predetermined threshold. Preferably, for a multitude of movements leading to a collision, it is checked whether the associated probability exceeds the predetermined threshold. If at least one of the probabilities exceeds the threshold, a signal can be provided in step 250. This signal can be provided via an interface 140 to issue a warning. It can be provided that in step 255, the trajectory 315 of the first road user 105 is modified in such a way as to avoid a collision with the road user 110.

[0052] It may be provided that the signal issued is transmitted by means of the communication device 130 to the device 150 of the second road user 110 and a warning is issued to the latter.

[0053] This warning can include a visual, audible or haptic alarm and can preferably be issued via a mobile device.

[0054] Other exemplary signaling options include a perceptible vibration of the device 150, the transmission of electrical impulses to the second road user 110, the emission of a warning light, either continuous or flashing, or the emission of a warning tone. A warning tone can warn the second road user and is preferably also detected by the first road user. This can be done, in particular, in the form of an ultrasonic warning that is detected by the first road user 105 but does not acoustically disturb surrounding traffic.

[0055] The signal can be transmitted from the first road user 105 to the second 110 and displayed there, whereby the transmission can be carried out using the communication devices 130, 165. The signal can also be transmitted to the external location 115, for which the communication device 175 can be used.

[0056] In Fig. Figure 3 illustrates an example traffic situation used to describe a collision avoidance procedure 200 in more detail. A first road user 105 is represented as a motor vehicle 305 and has a planned trajectory 315 that describes its expected driving movement.

[0057] Furthermore, a second road user 110, represented as pedestrian 310, is shown with three possible movement lines 320, 325, 330. The movement lines 320, 325, 330 each represent possible movements of pedestrian 310, which are based on a movement profile of pedestrian 310. A device 150 of pedestrian 310 can detect his position and determine his movement profile.

[0058] The presence of pedestrian 310 can be detected by the motor vehicle 305, and it can be determined that a predetermined distance between the motor vehicle 305 and pedestrian 310 has been breached. A device 120 of the motor vehicle 305 can receive the position and movement profile of pedestrian 310 from the device 150.

[0059] The pedestrian's movement profile can include the three example movement lines shown. Two of the pedestrian's possible movement lines, 320 and 325, intersect the trajectory 315 of the first road user, 105. Therefore, the pedestrian's movement profile, 310, allows for a collision with the motor vehicle, 305, and a collision warning signal can be issued. Should the pedestrian, 310, choose the third movement line, 330, there is no risk of collision with the motor vehicle, 105.

[0060] A multitude of possible movement paths 330, which do not cross the trajectory 315 and therefore cannot lead to a collision, are also conceivable. If the movement profile comprises exclusively such movement paths 330, then there can be no risk of collision between the motor vehicle 305 and the pedestrian 310, and no signal is provided.

[0061] It can be stipulated that a probability is assigned to movement lines 320, 325, and 330. For example, movement line 320 could be assigned a probability of 5%, movement line 325 a probability of 20%, and movement line 330 a probability of 75%. The assignment of the probability to a specific movement can be predefined based on the movement profile. Alternatively or additionally, the current movement of pedestrian 310 can also be used to determine the assigned probability.

[0062] The signal can only be output if at least one probability of a movement line 320-330 leading to a collision with the motor vehicle 105 exceeds a predetermined threshold. For example, the threshold could be 15%. In this case, movement along movement line 320 cannot trigger a signal because the threshold is not exceeded. Movement along movement line 330 also cannot trigger a signal because movement line 330 does not intersect trajectory 315. However, a signal can be output for movement along the straight movement line 325, which intersects trajectory 315 and has a probability of 20%. Reference sign 100 System 105 First road user (motor vehicle) 110 second road user (bicycle) 115 external position 120 Device 125 Processing unit 130 Communication device 135 Positioning device 140 interface 150 Device 155 Device for determining a movement profile 160 Positioning device 165 Communication device 170 processing unit 175 Communication device 180 Data storage device 200 procedures 205 Determine position 210 Transmit 215 Determine position, movement, movement profile 220 Determine position 225 other road users nearby? 230 Determine trajectory 235 Determining Motion to Collision 240 Determine the probability of the movement 245 Probability > Threshold? Provide 250 signal 255 Change trajectory 305 First road user (motor vehicle) 310 second road user (pedestrian) 315 Trajectory 320, 325, 330 Movement line

Claims

[1] Method (200) for avoiding a collision between a first (105, 305) and a second (110, 310) road user, comprising the following steps: - Determining (230) a planned trajectory (315) of the first road user (105, 305); - Determining (205) a position of the second road user (110, 310); - Determining (215) a movement profile of the second road user (110, 310); - where the movement profile describes a maximum movement dynamic of the road user (110, 310), - where the dynamics of movement are based on a maximum speed or a minimum turning radius of the second road user (110, 310); - Issuing (250) a signal if the movement profile of the second road user (110, 310) from its position allows a collision with the first road user (105, 305) on the trajectory (315). [2] Method (200) according to claim 1, wherein the motion dynamics describes an acceleration capability. [3] Method (200) according to claim 2, wherein the acceleration capability is direction-dependent. [4] Method (200) according to one of the preceding claims, wherein a movement of the second road user (110, 310) is determined which will lead to a collision and the signal is issued (250) if a probability of the determined movement exceeds a predetermined threshold (245). [5] Method (200) according to claim 4, wherein a plurality of movements of the second road user (110, 310) are determined which will lead to a collision and the signal (250) is issued if at least one of the probabilities of the determined movements exceeds the threshold (245). [6] Method (200) according to claim 4 or 5, wherein the movement is determined by the second road user (110) depending on the usability of a traffic area in the area between the second road user (110) and the trajectory (315). [7] Method (200) according to one of the preceding claims, wherein the trajectory (315) of the first road user (105, 305) is changed in response to the signal (255). [8] Method (200) according to one of claims 1 to 7, wherein a warning is issued in the area of ​​the first road user (105). [9] Method (200) according to claim 8, wherein the warning is issued if there is no direct line of sight between the road users (105, 305). [10] Device (120) for a first road user (105, 305), comprising: - a device (125) for determining a planned trajectory (315) of the first road user (105, 305); - a communication device (130) for wireless communication; - an interface (140) for providing a signal (250); - a processing facility (125) which is equipped to, • to receive an indication of the position and movement profile of a second road user (110, 310); • where the movement profile describes a maximum movement dynamic of the second road user; • where the dynamics of the movement are based on a maximum speed or a minimum turning radius of the second road user (110, 310); • to determine whether the movement profile of the second road user (110, 310) from the determined position allows a collision with the first road user (105, 305) on the trajectory (315); and • in this case, provide a signal at the interface (250). [11] Motor vehicle (105, 305) comprising a device (120) according to claim 10. [12] Device (150) for a road user (110, 310), comprising: - a positioning device (150); - a device (155) for determining a movement profile, - where the movement profile describes a maximum movement dynamic of the road user; - wherein the dynamics of the movement are based on a maximum speed or a minimum turning radius of the second road user (110, 310); and - a communication device (165) for wireless communication. [13] Device (115) comprising: - a communication device (175) for wireless communication; - a processing facility (170) which is equipped to, • to receive the position of a road user; • to determine a movement profile of the road user based on a large number of received positions, • where the movement profile describes a maximum movement dynamic of the road user; • wherein the dynamics of the movement are based on a maximum speed or a minimum turning radius of the second road user (110, 310); and • to provide a current position and movement profile of the road user in response to a request.

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