Door opening accident prevention for autonomous and semi-autonomous vehicles

Abstract

Method (600), performed by a control unit (100) configured to be contained in a vehicle (120), for notifying geographically adjacent vehicles (128, 129) of door information, the method comprising: Receiving (610) feature data that displays the features of the vehicle (120), Determining (620) door information using feature data, wherein the door information is determined by: Determining a risk level from several risk levels that indicates a risk that one or more doors of the vehicle (120) will open, by determining that the feature data satisfy one or more predetermined conditions that are associated with a specific risk level, Notify (630) the multiple vehicles (128, 129) of the door information by transmitting a wireless signal that includes the door information.

Description

Technical field

[0001] The present invention relates to a control unit configured to control the movement of a vehicle. In particular, it relates to controlling a vehicle to avoid dooring (a door opening accident) or a collision with a suddenly opening door of a stationary vehicle. The invention further relates to a vehicle comprising the control unit and a corresponding method of the control unit. background

[0002] As both autonomous and manually driven vehicles are equipped with advanced control, assistance, and warning systems, further traffic and accident scenarios are addressed. One common type of accident occurring in urban environments is dooring. Dooring is a traffic collision or accident in which a road vehicle collides with the door of a motor vehicle, typically caused by a person in a stationary vehicle who fails to pay attention to approaching traffic and unexpectedly opens a vehicle door. The term "dooring" is also typically used when such an unexpected door opening causes the approaching vehicle to swerve to avoid a collision, potentially causing an accident or a secondary collision with a third party's vehicle.

[0003] Conventional systems can address this by assigning a fixed-sized safety zone to detected stationary objects. The drawback of such solutions is that all stationary vehicles are treated the same, regardless of whether they are occupied. This can lead to an unnecessary reduction in vehicle speed, unnecessary lateral movement, or even cause the vehicle to stop.

[0004] German patent DE 10 2011 082 325 A1 describes a safety system for use in a first vehicle at a first location. The safety system comprises a positioning unit configured to determine the first location; a sensor group configured to detect an opening of the vehicle body; a control unit coupled to the positioning unit and the sensor group, the control unit being configured to generate a warning message including the first location when the opening of the vehicle body is detected; and a transmitter coupled to the control unit and configured to transmit the warning message.

[0005] FR 3 033 298 A1 describes a procedure that makes it possible to warn vehicle occupants when a first vehicle is stopped with an open door at the edge of a roadway in which at least one other vehicle is traveling. This procedure includes a step in which the first vehicle sends a radio message signaling the opening of the door near the roadway, so that upon receiving this message, the second vehicle reduces its speed, and / or in which the second vehicle sends a radio message to the first vehicle signaling the imminent arrival of at least one other vehicle, so that the occupants of the first vehicle close the door again and / or do not leave the first vehicle.

[0006] JP 2010-033409A describes a vehicle collision avoidance system equipped with a radio communication unit and an on-board computer for collision warning. The on-board computer acts as a determining component to assess the possibility of a door being opened when the vehicle's engine stops, and as a proximity vehicle detection component to instruct the radio communication unit to communicate with a radio communication unit mounted in another vehicle, obtain position information from that vehicle, and detect the approaching vehicle. The on-board computer locks the doors to prevent them from being opened when an approaching vehicle is detected that could potentially open the doors.

[0007] DE 10 2007 052 ​​667 A1 describes a method for detecting and reporting the exit of at least one person from a vehicle, comprising the following steps: a) detection of the exit by means of at least one exit sensor and b) reporting of the exit by wireless message transmission. Furthermore, the invention relates to a device for detecting and reporting the exit of at least one person from a vehicle, comprising an exit sensor for detecting the exit from the vehicle and a reporting device that transmits the exit wirelessly by querying the exit sensor.

[0008] German patent DE 10 2004 062 459 A1 describes a method and device for preventing collisions when opening vehicle doors. When opening vehicle doors, collisions frequently occur with stationary obstacles that are not visible to the occupants, or with moving obstacles that approach the vehicle unnoticed. Therefore, to prevent collisions when opening vehicle doors, changes in the vehicle's surroundings due to the vehicle's movements and the detected objects should be taken into account. In this way, collisions between vehicle doors and objects can be reliably avoided. To this end, the first step involves determining the expected trajectory of the vehicle. In a further step, the objects in the vehicle's vicinity are detected, and the expected trajectories of these detected objects are determined.Probability spaces are then defined for both the vehicle and the swing area. The probability spaces of the vehicle door swing areas are compared with the individual probability spaces of the objects to determine if an overlap exists. If an overlap is detected, a collision warning signal is generated.

[0009] Another disadvantage of such conventional systems is that the width of the door zone in which this can occur varies depending on the model of the stationary vehicle. Therefore, the safety zone considered around a stationary vehicle is often either too large or too small.

[0010] Therefore, there is a need for an improved procedure, an improved control unit, and an improved vehicle to notify geographically neighboring vehicles about door information. Objectives of the invention

[0011] One objective of embodiments of the present invention is to provide a solution that mitigates or overcomes the disadvantages described above. Summary of the invention

[0012] The above and other problems are solved by the object described herein. Further advantageous embodiments of the invention are described herein.

[0013] According to a first aspect of the invention, the problems are solved by a method carried out by a control unit which is configured to be included in a vehicle, for notifying geographically neighboring vehicles about door information, wherein the method comprises: receiving feature data indicating features of the vehicle, determining door information using the feature data, and notifying the multiple vehicles about the door information by transmitting a wireless signal comprising the door information.

[0014] At least one advantage of this first aspect is that it improves road safety. A further advantage is that it improves traffic flow, as unnecessary lateral movements or speed adjustments by moving vehicles are avoided by adjusting the size of the safety zone according to the level of risk.

[0015] According to a second aspect of the invention, the problems are solved by a method carried out by a control unit configured to be located in a moving vehicle and to receive door information from a stationary vehicle, the method comprising: receiving a notification by receiving a wireless signal containing door information, determining a safety zone around the stationary vehicle depending on the notification, and controlling the vehicle by determining a lateral target position of the vehicle within the boundaries of a road and outside the safety zone, reducing a target speed of the vehicle, or stopping the vehicle based on the received notification.

[0016] According to a third aspect of the invention, the problems are solved by a method carried out by a system for notifying geographically neighboring and moving vehicles with regard to door information, wherein the method comprises: notifying a neighboring and moving vehicle by transmitting a wireless signal comprising door information from a stationary vehicle (120), receiving a notification by receiving a wireless signal comprising door information, by the neighboring and moving vehicle, determining a safety zone around the neighboring and moving vehicle depending on the notification, and controlling the neighboring and moving vehicle by determining a lateral target position of the vehicle within the boundaries of the road and outside the safety zone.Reducing the vehicle's target speed or stopping the vehicle based on the received notification.

[0017] According to a fourth aspect of the invention, the problems are solved by a control unit which is designed to be included in a vehicle and which is designed to carry out the method according to any one of the first, second or third aspects.

[0018] According to a fifth aspect of the invention, the problems are solved by a vehicle comprising a control unit according to the fourth aspect.

[0019] According to a sixth aspect of the invention, the problems are solved by a computer program comprising computer-executable instructions for causing a control unit to perform any of the process steps according to any of the first, second or third aspects when the computer-executable instructions are executed in a processing circuit included in the control unit.

[0020] The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the invention, as well as an understanding of further advantages thereof, will become apparent to those skilled in the art by considering the following detailed description of one or more embodiments. Reference will be made to the accompanying drawing sheets, which will first be briefly described. Brief description of the drawings Fig. Figure 1A shows a first exemplary scenario in which a vehicle is driving on a road, while a stationary vehicle has all its doors closed. Fig. Figure 1B shows a first exemplary scenario in which a vehicle is driving on a road, with a stationary vehicle having an open door. Fig. Figure 2 shows a vehicle having a control unit according to one or more embodiments of the present invention. Fig. Figure 3 shows a system for notifying geographically neighboring and moving vehicles according to one or more embodiments of the present invention. Fig. Figure 4 shows how safety zones are determined relative to certain risk levels. Fig. Figure 5 shows a control unit according to an embodiment of the present invention. Fig. Figure 6 shows a block diagram of a method according to one or more embodiments of the present invention. Fig. Figure 7 shows a block diagram of a method according to one or more embodiments of the present invention. Fig. Figure 8 shows a block diagram of a method according to one or more embodiments of the present invention.

[0021] A more complete understanding of embodiments of the invention, as well as an understanding of its additional advantages, will become apparent to the person skilled in the art by considering the following detailed description of one or more embodiments. It should be understood that the same reference numerals are used to identify identical elements depicted in one or more figures. Detailed description

[0022] An "or" in this description and in the corresponding claims is to be understood as a mathematical OR, encompassing both "and" and "or," and not as an XOR (exclusive XOR). The indefinite article "a / an" in this disclosure and the claims is not limited to "a single one" and can also be understood as "one or more," i.e., as plural.

[0023] In the present disclosure, the term “lateral target position” means a target location at a given time at which the vehicle maneuvering system attempts to steer the vehicle. Multiple lateral target positions result from a target path, as further indicated by arrow 190 in Fig. 1A and Fig. 1B is shown.

[0024] Fig. Figure 1A shows a first exemplary scenario in which a vehicle 128 is driving on a road, while a stationary vehicle 120 has all its doors closed. The vehicle 128 is depicted in the figure traveling downwards in one direction. The road has left 172 and right 172 road boundaries. These road boundaries can be, for example, the edge of the road surface, guardrails, or tunnel walls. The road also has at least one lane, which has left 161 and right 162 lane boundaries. These lane boundaries can be, for example, lane markings or traffic cones that define the lane. Sensor data indicating the environment of the vehicle 128, such as the lane boundaries, are then received. Furthermore, the sensor data can be received, for example, from one or more sensors 121-123, such as radar, lidar, a video camera, an infrared camera, GPS, or other suitable environmental sensors.This additional sensor data can be displayed on the stationary vehicle 120.

[0025] Based on all this sensor data, a target speed and / or a lateral target position / lateral target path 190 of the vehicle within the left 171 and right 172 road boundary is / are typically determined.

[0026] Therefore, the target speed and lateral target position 190 are configured to exclude one or more obstacle positions, such as a stationary vehicle, that are present in the vehicle's vicinity and indicated in the sensor data. A safety zone of a specific size, encompassing the obstacle position, can also be taken into account.

[0027] In one example, the lateral target position can be determined by defining a path through a drivable area, which can be estimated, calculated, or derived based on sensor data. The drivable area typically includes initial lateral boundaries, such as left and right lateral boundaries, that extend beyond the left and right lane boundaries of the lane within which the vehicle is to be held. The drivable area can be initially estimated by adding a fixed or dynamic width limit to the left and right lane boundaries, making the drivable area wider than the lane when viewed in the direction of travel. The drivable area can further be configured to exclude one or more positions of obstacles present in the vehicle's vicinity and indicated by the sensor data.

[0028] In the scenario that is in Fig. As shown in Figure 1A, the sensor data indicates that the stationary vehicle 120 has all its doors closed, and that the vehicle 128 can pass relatively close to the stationary vehicle 120.

[0029] Fig. Figure 1B shows a second exemplary scenario in which a vehicle 128 is driving on a road, while a stationary vehicle 120 has an open door. The vehicle 128 is depicted in the figure traveling downwards in one direction.

[0030] In the scenario in Fig. 1B indicates that the sensor data shows that the stationary vehicle 120 has one or more doors open, and that vehicle 128 must pass the stationary vehicle 120 at a greater distance. In other words, a comparatively larger safety zone around the stationary vehicle 120 is required compared to Fig. 1A.

[0031] Based on all the sensor data, a target speed and / or a lateral target position 190 of the vehicle within the left 171 and right 172 road boundaries is typically determined. This may, for example, involve reducing the target speed relative to the target speed determined for the scenario, which is based on the following: Fig. 1A was described. This can further include determining a specific lateral target position 190 of the vehicle 128, i.e., a larger safety zone for the stationary vehicle 120 is taken into account, and the lateral target position 190 is determined further to the right in the figure, compared to the target speed determined for the scenario described with reference to Fig. As described in section 1A. In some scenarios, the target speed may be set to zero, or the vehicle may be effectively brought to a standstill if there is insufficient space to adjust the lateral target position further to the right. This may occur if there is traffic in the adjacent lane.

[0032] However, in order to safely adjust the lateral target position 190 and prevent a dooring incident, the moving vehicle 128 must notice that the door of the stationary vehicle is about to open before the door actually opens. If the moving vehicle 128 only notices the door at the moment it opens, a sharp turn or sudden stop may be necessary to prevent a dooring incident. This behavior can prevent further accidents, as other vehicles will react to the sharp turn or sudden stop.

[0033] The present disclosure addresses and solves this problem, as described in more detail below.

[0034] Fig. Figure 2 shows a vehicle 120, 128, 129 comprising a control unit 100, 102, 103 according to one or more embodiments of the present invention. The vehicle 120, 128, 129 can comprise a control unit 100, 102, 103 according to the embodiments described herein. The vehicle can further comprise one or more environmental sensors 121-123. The one or more environmental sensors can be configured to detect, register, or acquire initial sensor data indicating the vehicle's environment. The one or more environmental sensors 121-123 can further be configured to transmit the initial sensor data as a signal to the control unit 100, 102, 103. Examples of environmental sensors 121-123 can be any selection from a radar sensor, a lidar sensor, a video camera, an infrared camera, GPS with map, a traffic information receiver or any other suitable environmental sensor.In one example, the environmental sensors 121-123 may include a radar that detects obstacles in the vicinity of the vehicle. In another example, the environmental sensors 121-123 may include a camera that detects, for example, stationary vehicles, lane markings, or road signs, such as white lines indicating the road or lane surface. The environmental sensors 121-123 may include a processor that communicates with a transceiver for wired or wireless communication. Furthermore, the environmental sensors 121-123 may also include at least one optional antenna (not shown in the figure). The antenna may be connected to the transceiver and is configured to transmit and / or send and / or receive wired signals in a wired communication system and / or wireless signals in a wireless communication system.The processor can be communicatively connected to a selection of the transceiver and memory. In one example, the processor can be any processing circuit and / or a central processing unit and / or processor modules and / or multiple processors configured to cooperate with one another. Furthermore, the one or more sensors 121-123 can also include memory. The memory can contain instructions executable by the processor to perform the procedures described herein, for example, to acquire sensor data indicating the vehicle's environment and to send initial sensor data to the control unit 100, 102, 103. The vehicle can also include wheels W1-W4. The vehicle can also optionally include a drive control unit DC configured to control the vehicle's maneuvering.This may include steering the vehicle to a target speed and / or following a lateral target position or a position on a road.

[0035] The DC can be configured to actuate the steering devices of the vehicle 120, for example, to control the angle of a pair of wheels W1-W4, such as the front wheels. In one example, the steering devices are controlled such that the vehicle 120 is guided to a lateral position, such as the lateral target position 190. The DC can include control logic and / or a processor, optional memory, and an actuator configured to actuate the steering devices. The DC can be configured to receive control signals from the control unit 100, 102, 103 and to control an actuator, which is controlled by the DC and actuates the steering devices based on the control signals.The DC drive control unit can also be configured to send status signals from the control unit to the control units 100, 102, 103, indicating the status of the DC drive control unit, the actuator, or the control means. The control means can be any means or arrangement suitable for steering the vehicle, for example, hydraulic, electrical, or pneumatic means acting on any of the vehicle's wheels W1-W4.

[0036] The DU (Drive Unit) can be configured to actuate drivetrain components of the vehicle, for example, to control traction force or torque supplied to wheels W1-W4 of the vehicle. The DC (Drive Unit) can further be configured to receive control signals from the control unit 100, 102, 103 and to control an actuator controlled by the DC, for example, to actuate the drivetrain components based on the control signals. The DC can also be configured to send status signals from the control unit to the control unit 100, 102, 103, indicating the status of the DC, for example, the drivetrain components. The drivetrain components can be any means or arrangement suitable for actuating the drivetrain, for example, hydraulic, electrical, or pneumatic means.

[0037] The DC (Driving Control Unit) can be configured to actuate the vehicle's braking means, for example, to control a braking force acting on the vehicle. The DC can further be configured to receive control signals from the control unit 100, 102, 103 and to control an actuator controlled by the DC, for example, to actuate the braking means based on the control signals. The DC can also be configured to send status signals from the control unit to the control unit 100, 102, 103, indicating the status of the DC, for example, the braking means. The braking means can be any means or arrangement suitable for exerting a braking force on the vehicle, for example, hydraulic, electrical, or pneumatic means.

[0038] The control unit 100, 102, 103 can be connected to one or more environmental sensors 121-123 and / or to the DC vehicle control unit, for example via wired or wireless communication, such as via a Controller Area Network (CAN) bus, Bluetooth, WiFi, etc. The one or more environmental sensors 121-123 can be configured to send the sensor data directly or via a wired and / or wireless communication network 130 to the control unit 100, 102, 103. The wired or wireless communication can be carried out using any vehicle data bus 101, such as a CAN bus, Bluetooth, WiFi, GSM, UMTS, LTE or LTE Advanced communication network, or any other wired or wireless communication network known from the prior art.

[0039] Fig. Figure 3 shows a system 200 for notifying geographically neighboring and moving vehicles according to one or more embodiments of the present invention. The system 200 typically comprises at least one stationary vehicle 120 and one or more moving vehicles 128, 129. Optionally, the system may include a wireless communication network 130 and / or a cloud or server 140.

[0040] The control unit 100, which is integrated into the stationary vehicle 120, is configured to receive feature data indicating the characteristics of the vehicle 120. The feature data can be received from a memory or by calculating the feature data based on received and / or acquired sensor data and / or received from the server 140 or another data source.

[0041] The feature data can, for example, indicate a key sensor that detects an ignition key inserted in or near the ignition lock, a seat weight sensor that indicates a human occupant sitting in a seat, a door lock sensor that indicates a door lock status, a door sensor that indicates an open / closed state of a door, an engine sensor that indicates that the engine is running or switched on, control sensors that indicate that dashboard controls are being operated, or a door handle sensor that indicates the proximity of a hand to the door lock handle.

[0042] The door handle sensor can be, for example, a touch sensor or a camera that detects the proximity of a hand to the door handle that is closing the door.

[0043] The control unit 100, which is included in the stationary vehicle 120, is designed to determine door information using the feature data.

[0044] A probability or risk level that a door on the stationary vehicle 120 will be opened is determined locally in the stationary vehicle.

[0045] The control unit 100 determines door information by selecting a risk level from several possible risk levels, indicating the likelihood that one or more doors of the stationary vehicle 120 will open. The risk level is determined by verifying that the feature data meets one or more predetermined conditions associated with a specific risk level.

[0046] In one example, a first low-risk level is determined if feature data received from the vehicle data bus 101 indicates that the data meets one or more predetermined conditions, that no weight is being exerted on any of the seats, and / or that the engine is not running, and / or that the ignition key is not inserted in or near the ignition lock, and / or that all doors are closed and locked. The door information can then be determined to display or include data indicating the first low-risk level L1.

[0047] Alternatively, a second, medium-low risk level L2 is determined if feature data is received from the vehicle data bus 101 indicating that the data meets one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked. The door information can then be determined to display or include data indicating the second, medium-low risk level L2.

[0048] Alternatively, a third, medium-high risk level L3 is determined if feature data is received from the vehicle data bus 101 indicating that the data meets one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked and the proximity of a hand to a door handle is detected. The door information can then be determined to display or include data indicating the third, medium-high risk level L3.

[0049] Alternatively, a fourth, high-risk level L4 is determined if feature data is received from the vehicle data bus 101 indicating that the data meets one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked and a door sensor indicates an open door. The door information can then be determined to display or include data indicating the third, high-risk level L4.

[0050] In this embodiment, the control unit 100 further notifies one or more moving vehicles 128, 129 of the door information by transmitting a wireless signal that includes the door information. The control unit typically transmits the wireless signal by controlling a wired or wireless communication transceiver 104, which is included in or connected to the control unit, to transmit a wireless signal that includes the door information.

[0051] The notification can be sent directly to each of the multiple moving vehicles 128, 129, can be sent via the communication network 130 to each of the multiple moving vehicles 128, 129, or can be sent via the server 140 to each of the multiple moving vehicles 128, 129.

[0052] The control unit 102, 103, which is included in the moving vehicle 128, 129, is configured to receive the notification by receiving a wireless signal containing door information. The notification includes door information indicating a risk level, selected from several risk levels, indicating a risk that one or more doors of the stationary vehicle 120 are opening or will open.

[0053] The notification can be received directly by the stationary vehicle or can be received via the 130 communication network by the stationary vehicle and / or the server.

[0054] The control unit 102, 103, which is included in the moving vehicle 128, 129, is further configured to determine a safety zone around the stationary vehicle 120 depending on the notification, i.e., the risk level L1 to L4. The safety zone is typically determined relative to the risk level; that is, for a comparatively low risk level L1, a comparatively small safety zone is determined, and for a comparatively high risk level L4, a comparatively large safety zone is determined.

[0055] The control unit 102, 103, which is included in the moving vehicle 128, 129, is further equipped to control the vehicle 128, 129 by determining a lateral target position 190 of the vehicle 128, 129 within limits 171, 172 of a road and outside or excluding the safety zone and / or by reducing the target speed of the vehicle 128, 129 and / or by stopping the vehicle 128, 129 based on the received notification.

[0056] In an example relating to Fig. 1A the vehicle 128 is steered to a lateral position similar to what is described in Fig. 1A is shown if a low risk level L1 is determined.

[0057] In another example relating to Fig. 1B, the vehicle 128 is steered to a lateral position similar to what is described in Fig. 1B is shown if a comparatively high risk level L4 is determined.

[0058] In a further embodiment of the disclosure, which serves to illustrate the disclosure, a probability or degree of risk that a door on the stationary vehicle 120 will open is determined in the server or in the moving vehicle 128, 129.

[0059] In this further embodiment, the control unit 100 determines door information by selecting a subset of the received features of the stationary vehicle 120.

[0060] The selection of feature data can include, for example, key sensor data, seat weight sensor data, door lock sensor data, door sensor data, engine sensor data, control sensor data, or door handle sensor data. Any data or sensor data relevant to the risk of a door being opened on the stationary vehicle can be selected.

[0061] In this further embodiment, the control unit 100 also notifies the multiple moving vehicles 128, 129 of the door information by transmitting a wireless signal that includes the door information. The control unit typically transmits the wireless signal by controlling a wired or wireless communication transceiver 104, which is contained in or connected to the control unit, to transmit a wireless signal that includes the door information.

[0062] The control unit 102, 103, which is included in the moving vehicle 128, 129, is configured to receive the notification by receiving a wireless signal containing door information. The notification includes door information displaying feature data and the features of the stationary vehicle 120.

[0063] The notification can be received directly by the stationary vehicle, can be received via the communication network 130, or can be received by the stationary vehicle and / or the server 140.

[0064] In this further embodiment, the control unit 102, 103 or the server 140 determines a risk level from several risk levels, indicating a risk that one or more doors of the stationary vehicle 120 will open. The risk level is determined by ascertaining that the feature data fulfills one or more predefined conditions that are associated with a specific risk level.

[0065] In one example, a first low risk level is determined if feature data received from the stationary vehicle 120 or the server 140 indicates that the data meets one or more predetermined conditions, that no weight is being exerted on any of the seats, and / or that the engine is not running, and / or that the ignition key is not inserted in or near the ignition lock, and / or that all doors are closed and locked. The first low risk level L1 is then determined.

[0066] Alternatively, a second, medium-low risk level L2 is determined if feature data received from the stationary vehicle 120 or the server 140 indicates that the data fulfills one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked. The second, medium-low risk level L2 can then be determined.

[0067] Alternatively, a third, medium-high risk level L3 is determined if feature data received from the stationary vehicle 120 or the server 140 indicates that the data fulfills one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked and the proximity of a hand to a door handle is detected. In this case, the third, medium-high risk level L3 can be determined.

[0068] Alternatively, a fourth, high-risk level L4 is determined if feature data received from the stationary vehicle 120 or the server 140 indicates that the data fulfills one or more predetermined conditions, that weight is being exerted on at least one of the seats, and / or that the engine is running, and / or that the ignition key is inserted in or near the ignition lock, and / or that all doors are unlocked, and the proximity of a hand to a door handle is detected, and a door sensor indicates an open door. In this case, the fourth, high-risk level L4 can be determined.

[0069] The control unit 102, 103, which is included in the moving vehicle 128, 129, is further configured to determine a safety zone around the stationary vehicle 120 depending on the notification, i.e., the risk level L1 to L4. The safety zone is typically determined relative to the risk level; that is, for a comparatively low risk level L1, a comparatively small safety zone is determined, and for a comparatively high risk level L4, a comparatively large safety zone is determined.

[0070] The control unit 102, 103, which is included in the moving vehicle 128, 129, is further equipped to control the vehicle 128, 129 by determining a lateral target position 190 of the vehicle 128, 129 within limits 171, 172 of a road and outside or excluding the safety zone and / or by reducing the target speed of the vehicle 128, 129 and / or by stopping the vehicle 128, 129 based on the received notification.

[0071] In an example relating to Fig. 1A the vehicle 128 is steered to a lateral position similar to what is described in Fig. 1A is shown if a low risk level L1 is determined.

[0072] In another example relating to Fig. 1B, the vehicle 128 is steered to a lateral position similar to what is described in Fig. 1B is shown if a comparatively high risk level L4 is determined.

[0073] In embodiments, the communication network 130 communicates using wired or wireless communication methods that include at least one of the following: Local Area Network (LAN), Metropolitan Area Network (MAN), Global System for Mobile Network (GSM), Enhanced Data GSM Environment (EDGE), Universal Mobile Telecommunications System, Long Term Evolution, High Speed ​​Downlink Packet Access (HSDPA), Wideband Code Division Multiple Access (W-CDMA), Code Division Multiple Access (CDMA), Time Division Multiple Access (TDMA), Bluetooth®, Zigbee®, Wi-Fi, Voice over Internet Protocol (VoIP), LTE Advanced, IEEE 802.16m, WirelessMAN-Advanced, Evolved High-Speed ​​Packet Access (HSPA+), 3GPP Long Term Evolution (LTE), Mobile WiMAX (IEEE 802.16e), Ultra Mobile Broadband (UMB) (formerly Evolution-Data Optimized (EV-DO) Rev.).C), may include, but are not limited to, Fast Low-latency Access with Seamless Handoff Orthogonal Frequency Division Multiplexing (Flash-OFDM), High Capacity Spatial Division Multiple Access (iBurst®) and Mobile Broadband Wireless Access (MBWA) (IEEE 802.20) systems, IEEE 802.11p High Performance Radio Metropolitan Area Network (HIPERMAN), Beam-Division Multiple Access (BDMA), World Interoperability for Microwave Access (Wi-MAX) and ultrasound communication, etc.

[0074] Fig. Figure 4 shows how safety zones are determined in relation to certain risk levels.

[0075] As in Fig. As can be seen in section 4, different specific risk levels L1-L4 will lead to different sizes of the safety zone Z1-Z4, which is used for the stationary vehicle 120.

[0076] In other words, a relatively small safety zone is determined for a relatively low risk level L1, and a relatively large safety zone is determined for a relatively high risk level L4.

[0077] Fig. Figure 5 shows a control unit 100, 102, 103 according to an embodiment of the present invention. The control unit 100, 102, 103 can be in the form of an electronic control unit, a server, an on-board computer, a computer system installed in a vehicle, or a navigation device. The control unit 100, 102, 103 can include a processor 112 which is connected to a transceiver 104 for wired or wireless communication. Furthermore, the control unit 100, 102, 103 can include at least one optional antenna (not shown in the figure).The antenna can be connected to the transceiver 104 and is configured to transmit and / or send and / or receive wireless signals in a wireless communication system, for example, to send / receive control signals and / or status data to / from the one or more sensors 121 to 123, the control unit DC, or any other control unit or sensor. By way of example, the processor 112 can be any selection of a processing circuit and / or a central processing unit and / or processor modules and / or multiple processors configured to work together. Furthermore, the control unit 100, 102, 103 can also include a memory 115. The memory 115 can contain instructions that can be executed by the processor to perform the procedures described herein.The processor 112 can be connected to any one of the following: a transceiver 104, one or more environmental sensors 121 to 123, and the memory 115. The control unit 100, 102, 103 can be configured to receive the sensor data directly from one or more environmental sensors 121 to 123 or via a wired and / or wireless communication network 130.

[0078] In one or more embodiments, the control unit 100, 102, 103 may further comprise an input device 117 configured to receive input or information from a user and to send a user input signal indicating the user input or information to the processing means 112. In one or more embodiments, the control unit 100, 102, 103 may further comprise a display 118 configured to receive a display signal from the processing means 112, indicating rendered objects, such as text or graphic user input objects, and to display the received signals as objects, such as text or graphic user input objects.In one embodiment, the display 118 is integrated into the user input device 117 and is configured to receive a display signal from the processing means 112, which displays rendered objects, such as text or graphic user input objects, and to represent the received signals as objects, such as text or graphic user input objects, and / or to receive input or information from a user and send a user input signal that indicates the user input or information to the processing means 112. In embodiments, the processing means 112 are communicatively connected to the memory 115 and / or the communication interface and / or the transceiver and / or the input device 117 and / or the display 118 and / or the one or more sensors 121 to 123.In various embodiments, the communication interface and / or the transceiver communicates using wired and / or wireless communication methods.

[0079] In embodiments, the one or more memory locations 115 may comprise a selection of hard RAM, a disk drive, a floppy disk drive, a CD or DVD drive (R or RW), or another removable or permanently installed media drive or memory. In a further embodiment, the control unit 100, 102, 103 may further comprise and / or be connected to one or more additional sensors configured to receive, maintain, and / or measure physical properties relating to the vehicle 120 and to transmit one or more sensor signals that send the physical properties to the processing means 112, for example, secondary sensor data indicating the relative wheel speeds of the vehicle.

[0080] Fig. Figure 6 shows a block diagram of a method 600 according to one or more embodiments of the present invention. The method 600 is carried out by the control unit 100, which is configured to be located in the stationary vehicle 120 in order to inform geographically adjacent vehicles 128, 129 about door information, the method comprising: Step 610: Receiving feature data that displays the features of vehicle 120.

[0081] The feature data can be received from memory 115 and / or calculated by calculating the feature data based on received and / or queried sensor data and / or received from server 140 or another data source.

[0082] As in relation to Fig. As described in section 3, the feature data can, for example, indicate that a key sensor detects an ignition key inserted in or near an ignition lock; that a seat weight sensor indicates a human occupant sitting in a seat; that a door lock sensor indicates the door lock status; that a door lock sensor indicates the open / closed state of a door; that an engine sensor indicates that the engine is running or being started; that control sensors indicate that dashboard controls are being operated; or that a door handle sensor indicates the proximity of a hand to the door lock handle. The door handle sensor could, for example, be a touch sensor or a camera that detects the proximity of a hand to the door handle operating the door lock.

[0083] Step 620: Determining door information using feature data.

[0084] In one embodiment of the disclosure, a probability or degree of risk is determined locally in the stationary vehicle that a door on the stationary vehicle 120 will open.

[0085] In this embodiment, the door information is used to determine, by the control unit included in the stationary vehicle, a risk level from several risk levels indicating a risk that one or more doors of the vehicle 120 will open, by determining that the feature data meet one or more predetermined conditions associated with a specific risk level.

[0086] The predetermined conditions are selected from any of the conditions: an ignition key is detected, a seat weight sensor indicates a human occupant, door lock states indicate open, an engine is running, dashboard controls are detected as operated, a door handle sensor detects the proximity of a hand.

[0087] Any other predetermined condition indicating a human occupant in the stationary vehicle, indicating a human attempting to open a door of the vehicle, or indicating that the door is opening, may be considered.

[0088] In this embodiment, the door information is determined by the control unit 100 of the stationary vehicle 120 by selecting a subset of the received features of the stationary vehicle 120. The selection of feature data can include, for example, key sensor data, seat weight sensor data, door lock sensor data, door sensor data, engine sensor data, control sensor data, or door handle sensor data. Any data or sensor data relevant to the risk of a door being opened on the stationary vehicle can be selected.

[0089] Step 630: Notifying the multiple (moving) vehicles 128, 129 of the door information by transmitting a wireless signal containing the door information.

[0090] In this further embodiment, in step 630, the control unit 100 further notifies the multiple (moving) vehicles 128, 129 of the door information by transmitting a wireless signal containing the door information. The control unit typically transmits the wireless signal by controlling a wired or wireless communication transceiver 104, which is included in or connected to the control unit, to transmit a wireless signal containing the door information.

[0091] In one embodiment, where the door information is determined locally, the door information includes the risk level determined in step 620.

[0092] In a further embodiment, in which the door information is determined in the server 140 or in the moving vehicle 128, 129, the door information comprises a selected subset of the received features of the stationary vehicle 120.

[0093] Examples of one and the other embodiment are related to Fig. 3 described in more detail.

[0094] Fig. Figure 7 shows a block diagram of a method 700 according to one or more embodiments of the present invention. The method 700 is carried out by the control unit 102, 103, which is configured to be included in the one or more moving vehicles 128, 129 and receives the door information from the stationary vehicle 120, the method comprising: Step 710: Receiving a notification by receiving a wireless signal that includes door information.

[0095] The notification can be received directly by the stationary vehicle, or can be received via the 130 communication network by the stationary vehicle and / or the server.

[0096] Step 720: Determine a safety zone around the stationary vehicle (120) depending on the notification.

[0097] In one example, the sensor data displays camera or lidar data showing the relative position and estimated extent of the stationary vehicle. A safety zone larger than the estimated extent of the stationary vehicle is then determined to provide a margin of error in a collision with the stationary vehicle. Safety zones are defined with respect to Fig. 4 described in more detail.

[0098] Further examples of defining safety zones relate to Fig. 3 provided.

[0099] In one embodiment of the disclosure, a probability or degree of risk is determined locally in the stationary vehicle that a door on the stationary vehicle 120 will open.

[0100] In this embodiment, the door information includes a risk level or levels indicating a risk that one or more doors of the stationary vehicle 120 will open, and a size of the safety zone is determined in relation to the risk level or levels.

[0101] In one example, the size of the safety zone can be determined using the predetermined relationship: safetyZoneRange=doorOccupancySizeWhenFullyOpened*SafetyFactor, where safetyZoneRange is the safety distance used for the safety zone from the side of the vehicle, for example a normal to the outer side of the vehicle; where the safetyFactor can be greater than 1 and preferably greater than 2 or higher (design parameter / setting parameter).

[0102] According to another example, safetyZoneRange is calculated using doorOccupancySizeWhenFullyOpened = 2 m and SafetyFactor=risk level.

[0103] According to the example, safetyZoneRange can be calculated for the different risk levels as: safetyZoneRange(L1)=2*1=2m, safetyZoneRange(L2)=2*2=4m, safetyZoneRange(L3)=2*3=6m, safetyZoneRange(L4)=2*4=8m.

[0104] The safety zones Z1-Z4 can then be defined as circles or polygons that enclose the stationary vehicle and extend over safetyZoneRange, for example as vertical normals starting from the side of the vehicle.

[0105] The size of the safety zone can be determined in relation to the risk level. That is, a relatively small safety zone Z1 is defined for a comparatively low risk level L1, and a relatively large safety zone Z4 is defined for a comparatively high risk level L4.

[0106] In a further embodiment of the disclosure, a probability or risk level that a door on the stationary vehicle 120 will open is determined in the server 140 or in the moving vehicle 128, 129. If the server determines the risk level in a similar manner to that described for the stationary vehicle or the moving vehicle 128, 129, it will use door information indicating features of the stationary vehicle 120 to determine a risk level, to generate updated door information indicating the risk level, and to notify the multiple (moving) vehicles 128, 129 of the updated door information by transmitting a wireless signal that includes the door information.

[0107] In this embodiment, the door information includes feature data that displays features of the vehicle 120.

[0108] The procedure may further include determining a risk level from several risk levels indicating a risk that one or more doors of the vehicle 120 will open, by determining that the feature data satisfy one or more predetermined conditions associated with a particular risk level.

[0109] The size of the safety zone can be determined in relation to the risk level. That is, a relatively small safety zone Z1 is defined for a comparatively low risk level L1, and a relatively large safety zone Z4 is defined for a comparatively high risk level L4.

[0110] Step 730: Controlling the vehicle 128, 129 by determining a lateral target position 190 of the vehicle 128, 129, typically within limits 171, 172 of a road and outside or excluding the safety zone and / or reducing the target speed of the vehicle 128, 129 and / or stopping the vehicle 128, 129 based on the received notification.

[0111] Additionally or alternatively, the predetermined conditions are selected from any of the following: an ignition key is detected, a seat weight sensor indicates a human occupant, door lock states indicate open, an engine is running, dashboard controls are detected as operated, a door handle sensor detects the proximity of a hand.

[0112] Additionally or alternatively, the door information also includes an opening angle and a door length of the one or more doors 124, 125 of the stationary vehicle 120, and the size of the safety zone is further determined depending on the opening angle and the door length.

[0113] Angle and door length are examples of additional parameters that can be included in the door information. The door information can, for example, include the exact shape of the door and / or roll angle, pitch angle, and / or yaw angle. Additionally or alternatively, the rate of change of one or more of these angles can be included in the door information.

[0114] For example, the vehicle could be a bus with doors that are moved by a pivot axis instead of a fixed hinge. In this case, the shape of the door might need to be described by supplementary values, such as the length and shape of the additional axis and the angles of and behind this additional axis.

[0115] Fig. Figure 8 shows a block diagram of a method 800 according to one or more embodiments of the present invention. The method 800 is carried out by the system 200 to notify geographically neighboring and moving vehicles 128, 129 about door information, the method comprising: Step 810: Notifying a neighboring and moving vehicle 128, 129 by transmitting a wireless signal containing door information from a stationary vehicle 120, Step 820: Receiving a notification by receiving a wireless signal containing door information through the adjacent and moving vehicle 128, 129. Step 830: Determine a safety zone around the adjacent and moving vehicle 120 depending on the notification. Step 840: Controlling the adjacent and moving vehicle 128, 129 by determining a lateral target position 190 of the vehicle 128, 129 within limits 171, 172 of a road and outside the safety zone, reducing a target speed of the vehicle 128, 129 or stopping the vehicle 128, 129 based on the received notification.

[0116] In one embodiment, a control unit 100, 102, 103 is configured to be included in a vehicle 120, 128, 129 and to control any of the functions relating to Fig. 6 or Fig. to carry out the procedures described in section 7.

[0117] In one embodiment, a vehicle 120, 128, 129 is provided and includes a control unit 100, 102, 103, which has been described in the paragraphs above.

[0118] In one embodiment, a computer program is provided which includes computer-executable instructions for causing a control unit 100, 102, 103 to perform any process steps relating to Fig. 6, Fig. 7 or Fig. 8 described, to be carried out when the computer-executable instructions are executed in a processing circuit that is included in the control unit 100, 102, 103.

[0119] At least one advantage of this embodiment is to further increase road safety by reducing the driver's stress level and fatigue by assisting the driver in positioning the vehicle laterally, or by automatically positioning the vehicle laterally.

[0120] In one embodiment, a computer program is provided that includes computer-executable instructions for causing a control unit 100, 102, 103 to perform any of the process steps described herein when the computer-executable instructions are executed in a processing unit included in the control unit 100, 102, 103. Furthermore, any method according to the embodiments of the invention can be implemented in a computer program that includes code means which, when executed by processing means, cause the processing means to perform the steps of the method. The computer program is contained in a computer-readable medium of a computer program product.

[0121] In one embodiment, a computer program product is provided that includes a computer-readable storage medium, wherein the computer-readable storage medium contains the above computer program. The memory and / or the computer-readable storage medium referred to herein may essentially comprise any type of memory, such as ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), flash memory, EEPROM (Electrically Erasable PROM), or a hard disk drive.

[0122] In one embodiment, a carrier contains the above computer program, wherein the carrier is a storage medium that can transmit an electronic signal, an optical signal, or a computer-readable storage medium.

[0123] Furthermore, it will be recognized by those skilled in the art that the control unit 100, 102, 103 can possess the necessary communication capabilities in the form of, for example, functions, means, units, elements, etc., to implement the present solution. Examples of such means, units, elements, and functions are: processors, memory, buffers, control logic, encoders, decoders, rate equalizers, interleavers, deinterleavers, modulators, demodulators, inputs, outputs, antennas, amplifiers, receiver units, transmitter units, DSPs, MSDs, encoders, decoders, power supply units, power injectors, communication interfaces, communication protocols, etc., which are suitably arranged together to implement the present solution.

[0124] In particular, the processor and / or processing means of this disclosure may comprise one or more instances of processing circuits, processor modules, and multiple processors configured to cooperate with one another, central processing units (CPUs), processing units, processing circuits, processors, application-specific integrated circuits (ASICs), microprocessors, field-programmable gate arrays (FPGAs), graphics processing units (GPUs), or other processing logic capable of interpreting and executing instructions. The terms "processor" and / or "processing means" may therefore refer to a processing circuit comprising multiple processing circuits, such as any, some, or all of those mentioned above.The processing equipment may also perform data processing functions for inputting, outputting and processing data, including data buffering and device control functions, such as call processing control, user interface control or the like.

[0125] Finally, it should be understood that the invention is not limited to the embodiments described above, but relates to and includes all embodiments within the scope of the attached independent claims.

Claims

[1] Method (600) carried out by a control unit (100) configured to be contained in a vehicle (120) for notifying geographically adjacent vehicles (128, 129) of door information, the method comprising: Receiving (610) feature data that displays the features of the vehicle (120), Determining (620) door information using feature data, wherein the door information is determined by: Determining a risk level from several risk levels that indicates a risk that one or more doors of the vehicle (120) will open, by determining that the feature data satisfy one or more predetermined conditions that are associated with a specific risk level, Notify (630) the multiple vehicles (128, 129) of the door information by transmitting a wireless signal that includes the door information. [2] Method according to claim 1, wherein the door information is determined by: Determining door information by selecting a subset of the received features of the vehicle (120). [3] Method according to claim 1, wherein the specified conditions are selected from any of the following: an ignition key is detected, a seat weight sensor indicates a human occupant, door lock states indicate open, an engine is running, dashboard controls are detected as working, a door handle sensor detects the proximity of a hand. [4] Method (700) carried out by a control unit (102, 103) configured to be enclosed in a moving vehicle (128, 129) and to receive door information from a stationary vehicle (120), the method comprising: Receiving (710) a notification by receiving a wireless signal that includes door information, wherein the door information includes a risk level or levels indicating a risk that one or more doors of the stationary vehicle (120) will open, Determine (720) a safety zone around the stationary vehicle (120) depending on the notification, wherein a size of the safety zone is determined in relation to the risk level or levels, Steering (730) the vehicle (128, 129) by determining a lateral target position (190) of the vehicle (128, 129) within limits (171, 172) of a road and outside the safety zone, reducing a target speed of the vehicle (128, 129) or stopping the vehicle (128, 129) based on the notification received. [5] Method according to claim 4, wherein the door information further comprises an opening angle and a door length of one or more doors (124, 125) of the stationary vehicle (120), and wherein the size of the safety zone is further determined depending on the opening angle and the door length. [6] Method (800) performed by a system (200) for notifying geographically neighboring and moving vehicles (128, 129) regarding door information, the method comprising: Notifying (810) a nearby and moving vehicle (128, 129) by transmitting a wireless signal including door information from a stationary vehicle (120), wherein the door information includes a risk level or levels indicating a risk that one or more doors of the stationary vehicle (120) will open, Receiving (820) a notification by receiving a wireless signal containing door information by the adjacent and moving vehicle (128, 129), Determine (830) a safety zone around the stationary vehicle (120) depending on the notification, wherein a size of the safety zone is determined in relation to the risk level or levels, Controlling (840) the adjacent and moving vehicle (128, 129) by determining a lateral target position (190) of the vehicle (128, 129) within limits (171, 172) of a road and outside the safety zone, reducing a target speed of the vehicle (128, 129) or stopping the vehicle (128, 129) based on the received notification. [7] Control unit (100, 102, 103) which is configured to be included in a vehicle (120, 128, 129) and which is configured to perform the method according to one of claims 1 to 3 or 4 to 5. [8] Vehicle (120, 128, 129), comprising: a control unit (100, 102, 103) according to claim 7. [9] Computer program comprising computer-executable instructions for causing a control unit (100, 102, 103) to perform any process steps according to any one of claims 1 to 3 or 4 to 5, when the computer-executable instructions are executed in a processing circuit that is included in the control unit (100, 102, 103).

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