Methods for controlling a vehicle

Abstract

The invention relates to a method for controlling a vehicle (1). The method comprises the steps - Accessing a first predetermined route (4) along which a first vehicle (1) is to move in the future, - Determine whether the first vehicle (1) is likely to encounter an object (2) that does not follow a predefined path that the first vehicle (1) can access if the first vehicle (1) follows the first predefined path (4), - Issuing a warning signal (8) or initiating an emergency maneuver when the object (2) has been located, - Accessing a second predetermined route (5) along which a second vehicle (3) is to move in the future, and - Controlling the first vehicle (1) so that it moves along the first predetermined track (4) in an area where the second predetermined track (5) overlaps the first predetermined track (4).

Description

[0001] The invention relates to a method for controlling a vehicle.

[0002] Driver assistance systems for vehicles, and especially commercial vehicles, are known to increase the safety of vehicles and objects (such as people and goods). For example, the applicant's so-called TailGUARD assistance system helps to avoid accidents when reversing a commercial vehicle. This driver assistance system uses ultrasonic sensors to detect stationary and moving objects in the blind spot behind a vehicle. Through warning signals and active braking (if necessary, to a complete stop), the driver assistance system supports the driver when reversing.

[0003] The JP 2019-175050 A further teaches a first work vehicle that drives autonomously and a second work vehicle that drives behind the first work vehicle. A forward obstacle sensor and a reverse obstacle sensor are included in the first work vehicle, with an obstacle control unit detecting an obstacle based on measurement information from the forward obstacle sensor when the first work vehicle is moving forward. Furthermore, an obstacle is detected based on measurement information from the reverse obstacle sensor when the first work vehicle is moving backward. Additionally, an accompanying interval control unit is provided which, when the first work vehicle is moving forward, controls the speed of the first work vehicle based on measurement information from the reverse obstacle sensor, so that a measuring distance to the second work vehicle can be maintained at a defined distance.

[0004] Based on the aforementioned prior art, an object of the present invention can be seen as ensuring the safety of vehicles and obstacles in the vicinity of the vehicle, while simultaneously avoiding unnecessary vehicle delays. This object is achieved by the subject matter of the independent claims. Advantageous embodiments are the subject of the dependent claims, the following description, and the figures.

[0005] According to the present disclosure, it is proposed to warn a vehicle or its operator and / or, if necessary, to safely steer the vehicle when an obstacle is detected on a predetermined route that the vehicle is supposed to follow. Furthermore, the system is intended to tolerate other machines and vehicles located on a predetermined route. Examples include vehicles or work machines traveling on adjacent segments of a known, predetermined GPS route, e.g., following, parallel, or traveling in opposite directions.

[0006] In this context, a method for controlling a vehicle is provided according to one aspect of the invention. The vehicle is, for example, a motor vehicle powered by an engine, such as an automobile (e.g., a passenger car weighing less than 3.5 t), motorcycle, scooter, moped, bicycle, e-bike or pedelec (acronym for Pedal Electric Cycle), bus, or truck (e.g., weighing more than 3.5 t). In particular, the vehicles described in this disclosure may be commercial vehicles. A commercial vehicle can be understood to be a vehicle primarily used for transporting goods or providing services, rather than for transporting people.These vehicles are designed to perform practical tasks in the (agricultural) and industrial sectors, and include a wide variety of vehicle types that meet specific requirements in different industries.

[0007] The process involves accessing a predefined route along which a first vehicle is to travel. This first vehicle could be a commercial vehicle, specifically a work machine or agricultural machine. An agricultural machine is a vehicle specifically designed for agricultural work. Examples include tractors and harvesting vehicles such as combine harvesters. The first predefined route can be determined by the first vehicle itself, for example, by its driver assistance system. This can be based on input provided by the driver or user of the first vehicle. A predefined route can be understood as a fixed path, determined by various methods, which the vehicle is to follow.The predetermined route can be determined or specified, for example, by means of physical markers, digital maps, or coordinated instructions. Defining and adhering to this route is intended to ensure safe navigation and the efficient execution of harvesting and / or transport tasks. The predetermined routes described in this disclosure can, in particular, be GPS routes. A GPS route can be understood as a series of points in the world together with a path along which the points are to be approached (movement vectors at and between the respective points). The series of points can be implemented as a GPS route or as a route in any localization system.

[0008] In other words, a GPS route can be understood as a specific path defined by GPS coordinates and navigated using GPS technology to ensure high accuracy and efficiency. A GPS route is a specific type of predetermined route defined and monitored using the Global Positioning System (GPS). GPS is a satellite-based navigation system that enables the precise determination of an object's position on Earth. A GPS route is typically defined by a series of GPS coordinates that represent the desired path. Specifically, a GPS route consists of a sequence of waypoints (coordinates) specified in a global reference system (e.g., WGS 84). These waypoints determine the exact route the vehicle is to take.Vehicles traveling along a GPS route typically use GPS receivers to continuously determine their current position and compare it to the predetermined route. Deviations from the route can be detected and corrected by the navigation system.

[0009] According to the inventive method, it is further determined whether the first vehicle is likely to encounter an object that does not follow a predetermined path to which the first vehicle can access when following the first predetermined path. Such an object can be referred to as an obstacle. In particular, such an object is large enough to be recognized as an obstacle by the first vehicle. Furthermore, the object is located, in particular, above ground level on the predetermined first path. The object can be a stationary object that does not move. Alternatively, the object can also move but does not follow a predetermined path, or at least not a predetermined path that is transmitted to the first vehicle or that the first vehicle could otherwise access.

[0010] The procedure further includes issuing a warning signal or initiating an emergency maneuver when an object as described above has been detected. The warning signal can be, for example, acoustic (e.g., a voice announcement or a signal tone for an occupant of the first vehicle or a person outside the first vehicle who has been identified as an obstacle) or visual (e.g., in the form of text, an image, or a pictogram). The warning signal can, for example, inform the driver of the first vehicle that the first vehicle is likely to encounter a detected object if it follows the initial predetermined route. The warning signal can, for example, prompt the driver to take evasive action or actively reduce the speed of the first vehicle to mitigate the risk of a collision with the object.Alternatively or additionally, an emergency maneuver can be initiated. This maneuver might involve, for example, controlling the first vehicle in such a way that it brakes, stops, or steers in a manner that reduces the risk of a collision with the object. This prevents people from being unintentionally run over. The same applies to collisions with other objects. Depending on the work environment, this results in limit values, safety distances, and danger zones. This type of route monitoring can support the driver by providing warnings in case of danger during tiring tasks or in unclear situations (for example, if an obstacle is located on the predetermined initial path within a predefined zone). Optionally, a reaction to reduce speed or prevent the vehicle from starting can also be initiated.

[0011] The process also includes accessing a second predefined route along which a second vehicle is to travel in the future. This second predefined route can be determined by the second vehicle, for example, by a driver assistance system. This can be based on inputs provided by a driver or user of the second vehicle. The second vehicle, like the first, can be a commercial vehicle, particularly an agricultural machine.

[0012] The first vehicle is controlled such that it moves along the first predetermined path in an area where the second predetermined path overlaps the first. The overlapping feature can be understood as the second predetermined path either intersecting the first predetermined path or at least partially running along the first predetermined path. According to the present invention, a typological differentiation / classification of obstacles or objects is thus proposed: On the one hand, there are the tolerated second vehicles, and on the other hand, the objects described above, for which at least a warning is issued. Unnecessary delays, particularly of the first vehicle, are avoided if the first and second vehicles travel on the (partially) same predetermined GPS path, especially on adjacent segments, e.g., following each other, parallel to each other, or in opposite directions.

[0013] The procedure optionally includes determining the distance between the first and second vehicles in the area where the second predefined path overlaps the first. Furthermore, the procedure includes controlling the first vehicle so that it moves along the first predefined path if the determined distance does not fall below a predefined minimum distance between the first and second vehicles. If it is determined that the second predefined path overlaps the first predefined path in such a way that the second vehicle maintains a predefined distance from the first vehicle, then the first vehicle can be controlled to follow the first predefined path as planned. The length of the minimum distance can be specified to meet the desired level of safety.The minimum distance can, for example, correspond to one or more vehicle lengths, especially the length of the first vehicle. Furthermore, the minimum distance can also be less than one vehicle length or even 0 meters.

[0014] The first vehicle can still be controlled to move along a third predetermined path if the determined distance falls below the specified minimum distance. In other words, if it is determined that the second predetermined path overlaps the first predetermined path to such an extent that the second vehicle comes undesirably close to the first vehicle, the first predetermined path is discarded and the first vehicle is instead controlled along a third predetermined path.

[0015] The third predetermined route is designed to differ from the first in such a way that the specified minimum distance is not undercut; that is, the calculated distance is always greater than, or at least equal to, the specified minimum distance. The third predetermined route thus always maintains a sufficiently large minimum distance between the first and second vehicles. This reduces the risk of a collision between the first and second vehicles.

[0016] The first predetermined section of track is monitored for obstacles, particularly in a defined direction of travel. This can be achieved using at least one sensor to detect the area surrounding the first vehicle. Technologies such as radar, camera, lidar, or ultrasound can be used as sensors, either individually or in combination. The sensor's mounting position on the first vehicle can be chosen to allow monitoring of the area in the direction of travel (forward, backward, and laterally) of the first vehicle.In this sense, according to a further embodiment, it is provided that the determination of whether the first vehicle is likely to encounter an object that does not follow a predetermined path to which the first vehicle can access is based on sensor data generated by at least one sensor of the first vehicle, in that the at least one sensor sensorially detects a section of the first predetermined path and evaluates whether an object as described above is located on the section of the first predetermined path.

[0017] According to a "1D variant," overlaps can be checked within zones. For example, an ultrasonic or 1D radar sensor can be used. Such sensors only indicate the distance to an obstacle (radially). In this case, the other vehicles, especially the second vehicle, must report their position, as a 1D sensor typically does not recognize vehicle classes. This report can be made via Car2X or tags. The only remaining step is to compare the position to the first predefined route, particularly the first GPS route. The overlap check can include comparing the position of the reported vehicles to the operator's own position, possibly in addition to defining the zones or GPS route and tolerances.In this sense, according to a further embodiment, the sensor data is one-dimensional, with the second vehicle identifying itself to the first vehicle as the second vehicle following the second predefined route. Car2X (pronounced "Car to x") can be understood as a communication technology in which vehicles communicate with their environment ("x") as well as with each other. Data exchange between neighboring vehicles is a special case of Car2X and is usually referred to as Car2Car. Transmission in Car2X is possible in both directions, i.e., from the vehicle to the environment and vice versa. Car2X typically does not process image or video data, but rather sensor data in tabular form, which is typically only a few kilobytes in size per transmission.

[0018] According to a "2D variant," overlaps in the image can be checked. Specifically, a camera can be used for clustering or classification to obtain the object or the second vehicle along with its position in image coordinates. In one application, construction machinery of varying sizes may be present. Uneven terrain may also be involved. Furthermore, the assumption of a foot point may not be permissible—not all obstacles are at a "height zero" relative to the first vehicle. In this application, further comparisons can be performed within the image. Existing 3D information (e.g., GPS track, tolerances) can be projected onto the image based on extrinsic and intrinsic calibration.

[0019] In detail, at least one sensor, particularly a camera, can be used to obtain two-dimensional positions of objects and vehicles in sensor coordinates, as well as a classification. If a GPS track is available, it can be combined with a 3D tolerance. Additionally, extrinsic and intrinsic calibration of the camera to the first vehicle can be performed. From this, a GPS track with a 2D tolerance can be generated. Furthermore, three-dimensional warning zones can be defined for the vehicle, in addition to the aforementioned extrinsic and intrinsic calibration of the camera to the first vehicle. This can then result in defined two-dimensional warning zones (similar to the display of a driving path on the screen of a car's reversing camera).Furthermore, the two-dimensional position of detected objects can be combined with a known GPS route and a two-dimensional tolerance, plus a definition of two-dimensional warning zones. A comparison can then be performed to check whether an object's bounding box overlaps with the projection of the GPS route and tolerance, as well as with the projection of the warning zones. Based on a check to see if the object type is "working machine," a warning and, if necessary, a response can then be determined according to the predefined configuration.

[0020] Classification can be omitted if the type and position of work machines are exchanged or communicated, for example, via Car2X communication using a corresponding connectivity interface. Objects in the environment without a type assignment for their respective position via Car2X communication can then be considered of type "any" or as objects that do not follow a predefined path accessible to the first vehicle. This means that all detected objects without a match in Car2X are considered intolerable obstacles. Their position is also projected onto the image and associated with obstacles detected in the image. In another embodiment, the sensor data is two-dimensional, and the object and the second vehicle are determined based on this two-dimensional sensor data.Alternatively, the presence of the second vehicle is communicated to the first vehicle, particularly via Car2X communication, and a warning signal or an emergency maneuver is initiated for all other objects identified using the two-dimensional sensor data.

[0021] According to a "3D variant," overlaps can be checked in world coordinates or vehicle coordinates. Specifically, a three-dimensional point cloud can be generated using sensor technology such as radar, lidar, or a stereo camera, enabling clustering and classification. Alternatively, positioning and typing methods known from the prior art can be used. Using both of the aforementioned approaches, the object or the second vehicle, along with its position, can be obtained in three-dimensional coordinates. Optionally, classification can be omitted if the type and position of the object or the second vehicle are communicated to the first vehicle. This can be achieved via Car2X communication, for example, through a dedicated connectivity interface, and in particular, bidirectionally, meaning all vehicles exchange their type and position with each other.Objects in the environment without a type assignment to their respective position via Car2X can be considered of type "any", i.e., all detected objects without a match in Car2X are considered intolerable obstacles.

[0022] In this way, a set of detected obstacles is generated (3D position in sensor coordinates, type). The 3D sensor coordinates can be supplemented by extrinsic calibration to the first vehicle, resulting in 3D coordinates with respect to the first vehicle. Furthermore, it is possible to supplement the 3D coordinates with respect to the first vehicle with the first vehicle's position within the global system (in particular GPS). This then generates 3D coordinates in the global system. Additionally, the 3D coordinates in the global system can be supplemented with the type of detected objects (e.g., their GPS path and tolerance). In the sense described above, a further embodiment provides that the sensor data generated by the at least one sensor are three-dimensional sensor data, and that the object and the second vehicle are determined based on this three-dimensional sensor data.Based on the identified object or second vehicle, appropriate warning or control measures can then be implemented for the first vehicle.

[0023] The route can run within zones that can be monitored or detected by the first vehicle, particularly by means of the sensors described above. In particular, a first zone ("yellow" zone) and a second zone ("red" zone) can be distinguished or defined. The two zones can be located ahead of the first vehicle along the first predefined route in its respective direction of travel, either statically or dynamically, as will be explained in more detail below in connection with an embodiment. The zones can be defined, for example, by the driver of the first vehicle, specifically for two categories of objects: obstacles or objects that do not follow a GPS route detected by the first vehicle, and GPS-route-dependent vehicles.

[0024] In a first example, the first and second zones can be spatially identical. The associated reaction can then differ, for example, issuing only a warning instead of braking. In a second example, the first vehicle can be stopped immediately if any obstacle or object enters the outer first zone. However, if a work vehicle on a GPS track enters the first zone, a warning is issued first, and the vehicle is only stopped when it reaches the inner second zone. In a third example, the second zone for subsequent vehicles following the GPS track can be shorter than the first zone for all other detected obstacles.

[0025] In this sense, according to a further embodiment, the method additionally comprises the following steps: defining a first zone within which the first predetermined path runs, defining a second zone within which the first predetermined path runs, and determining whether the object, which does not follow any predetermined path accessible to the first vehicle, is located within the first or the second zone. The warning signal is issued or the emergency maneuver is initiated when it has been determined that the object is located in the first or the second zone. Furthermore, the first vehicle can be controlled to move along the first predetermined path when it has been determined that the second vehicle is located in the first or the second zone.

[0026] Alternatively, this can only occur if it has been determined that the second vehicle is in the first zone (and not in the second zone), meaning it is expected to maintain a sufficient distance from the first vehicle. In this context, the first zone can be defined in such a way that the specified minimum distance between the first and second vehicles is maintained within the first zone. The second zone can be defined in such a way that the minimum distance is also maintained within the second zone. In this case, the first vehicle can be controlled to continue following the specified first route. Alternatively, the second zone can be defined in such a way that the minimum distance is not maintained within the second zone. In this case, the first vehicle can be controlled to follow the specified third route described above.

[0027] The first and second zones can be dynamically adjusted depending on at least one of the following factors: the state of the first vehicle, the first predetermined route, or the state of the second vehicle or object.

[0028] Dynamic adjustment can still be adapted based on input from the driver of the first vehicle.

[0029] The state of the first vehicle (ego vehicle) can include its speed. It can also include its deceleration capability, particularly if it is a work machine. In this case, the deceleration capability also depends on the task being performed by the first vehicle. Furthermore, the state can include its steering angle and, optionally, its steering behavior. It can also refer to the elapsed time since the last update of its position, especially that of the first work machine. Finally, the state can include its width, particularly that of the first work machine (and specifically, the width and state of any attached implement).

[0030] Regarding the first predefined path, this can include, in particular, its curvature or curvature. The same applies to the direction of the first path. Furthermore, the accuracy of the first vehicle's positioning within the global system along the GPS path, or the time elapsed since the last sufficiently accurate positioning, can be used as a factor relative to the first predefined path. As for the state of the second vehicle or object, the state of the nearest detected target (second vehicle or object) can be used as a factor, for example, the steering behavior of the second vehicle. The width of a second piece of machinery detected as an obstacle (including the width and condition of any attached implement) that follows the second predefined path can also be used as a factor.Furthermore, the first zone and the second zone can be dynamically adjusted depending on the relative or absolute speed of the second vehicle or object relative to the first vehicle.

[0031] The first vehicle can be a combination of a work machine and an implement or attachment attached to the work machine. In this case, the warning zones (first zone and second zone) can be defined relative to the combination rather than to an edge of the work machine. According to a further embodiment, the method also includes defining a third zone ("grey zone") that extends at least partially around the first vehicle and covers an area within which an attachment is located. The second zone adjoins the third zone, for example, in the area ahead of the vehicle when the first vehicle travels forward along the first predetermined path. It is not necessary to search for obstacles in the third "grey" zone, as it may contain attachments.The size of the third zone can be available as a parameter, specified by a driver, or, for example, camera-based through the detection of attachments.

[0032] If both the first and second routes are GPS routes, they can be defined with a spatial or temporal tolerance. The rationale is that the GPS route in question is approached from the center. However, the resulting coverage of the area by the machine itself and by any obstacles detected is as wide as the machine including its attachments and deviates by a tolerance due to the accuracy of the localization. To account for these effects, tolerances are defined, e.g. - constant (distance and optionally as a direction vector to maintain the course of the points), - depending on the distance to the parallel track segments, - depending on the width of the work machine recognized as an obstacle (second vehicle), - depending on the steering behavior of the operator's own work machine (first vehicle) or the detected work machine, - depending on the curvature of the track at a point (thus achieving a greater tolerance in the headland area), - depending on the direction of the vehicles around the predetermined course of the points, - depending on the speed of the first vehicle, - depending on the relative or absolute speed of an obstacle (second vehicle or object) to the first vehicle, - depending on the quality of the positioning of the vehicles in the global system or - depending on the time elapsed since the last update of the position of your own work vehicle (first vehicle).

[0033] The tolerances listed above can be used individually or combined.

[0034] Furthermore, an extended calculation of the travel paths or the initial predetermined route can be performed. A travel path is typically determined based on a steering angle and the vehicle's width. However, it may occur that the steering angle or an articulation angle (when the vehicle is pulling or pushing an implement) is not available in the vehicle. To solve this problem, the present disclosure proposes assuming a maximum value on both sides of the first vehicle and calculating the widest possible travel path based on this. This calculation is an improvement because it models the worst-case scenario, as articulated vehicles are more maneuverable than conventional vehicles. The possible range of future positions of the first vehicle is calculated more accurately, thus increasing safety. This applies particularly to the lateral area, where the extended GPS route is also defined.In this sense, according to a further embodiment, it is provided that the first predetermined distance is defined in such a way that it has a width that extends at least as far as a maximum width of the first vehicle based on its steering angle and / or articulation angle.

[0035] Further advantageous embodiments of the invention are explained in more detail below. For example, driving in the field can be carried out at higher speeds (transport, empty runs, etc.). These driving speeds can be above 20 km / h. Other agricultural machinery ("partner vehicles") also operating in the field may approach the first vehicle to within a relatively small distance (depending on the process, working widths, track planning, and other influencing parameters) without warning. For other objects that may pose a hazard, a warning should be issued at a greater distance (e.g., pedestrians immediately after detection).

[0036] Furthermore, field operations can be carried out at lower speeds (e.g., plowing, cultivating, etc.). Driving speeds in these cases are below 20 km / h. Other agricultural machinery ("partner vehicles") operating in the field may approach the ego vehicle to within a relatively small distance (depending on the process, working widths, track planning, and other influencing parameters) without warning. This distance may be the same as at higher speeds, but it can also be adapted to specific processes or influencing conditions. For other objects that could pose a hazard, a warning should be issued at a greater distance (e.g., pedestrians immediately after detection), but the distance is smaller compared to the example at higher speeds.

[0037] At startup, GPS routes and tolerances can be read in. During operation, the GPS position can be updated. Furthermore, driving instructions can be calculated and executed to ensure adherence to the GPS route. In addition, stationary and dynamic objects can be detected, along with their position, relative speed to the first vehicle, and thus their direction of movement in 3D, based on the sensor's extrinsic calibration. A driving path / route can also be calculated based on the predefined GPS route plus tolerances. For each object within the driving path, including zones, the position and, optionally, the direction or orientation of the obstacles can be compared with the GPS route (position, direction of travel). This can be done as a position.Optionally, this can be done using a movement vector, either as a direction and / or as an absolute value or as a relative speed to the first vehicle. This can be achieved by having cross traffic overlap the GPS track. Alternatively, vehicles that have mistakenly left the designated route can be handled: Second vehicles that are too far from target points, or that are at target points but traveling much faster or slower than the first vehicle, can be classified as non-compliant objects, and a warning signal and / or an emergency maneuver can be initiated accordingly.

[0038] Furthermore, systems on construction machinery can be used to carry out the method according to the invention. This can include a localization unit, in particular a GPS unit. A connectivity unit or an interface for reading the GPS route can also be used. Additionally, sensors for environmental perception can be used: radar, camera, lidar, ultrasound, individually or in combination. The installation position of these sensors is chosen such that monitoring of the area in the direction of travel (forward, backward, and also laterally) is possible. Furthermore, a display or a solution for acoustic warnings or a warning light (simply visual warning) can be used. The process steps for parameterizing the danger zones, warnings, and reactions can be entered via a human-machine interface (defining the zone size based on the vehicle center or sensor center).Furthermore, a connection to the first vehicle can be established (CAN, bus system) and displays or solutions for acoustic warning or a warning light can be used.

[0039] Furthermore, ECUs can be used, which in principle can be any ECU for pre-processing and subsequent processing of the sensor data. The following can be implemented in particular using the ECUs: - Recording and / or evaluation of the current position, the specified GPS route and control of the actuators to comply with this specification. - Storage of the parameter settings and determination of the hazard zones - Calculation of the route based on driving data available in the vehicle (information on steering angle, speed) and optionally based on the specified GPS route. - Handling of signals, in particular the input of data from other sensors (e.g. compensation of vehicle movement in continuous radar measurement for signal evaluation, gear detection, gradient information, etc.) - Identification of critical obstacles - Evaluation of vehicle data, e.g., via CAN bus system - Calculation of route boundaries - Calculation of a warning, e.g. in the form of determining which conditions are met for a warning or reaction. - Reaction in the form of setting a trigger for a visual display, an acoustic warning or for a reaction in the first vehicle (prevention of starting, speed reduction, braking, etc.)

[0040] In the following, exemplary embodiments of the invention are explained in more detail with reference to the schematic drawing, wherein identical or similar elements are provided with the same reference numeral. Here, [the following is shown] Fig. 1. A top view of a first vehicle detecting an object on a predetermined path along which the first vehicle is moving. Fig. 2 a top view of a first vehicle detecting a second vehicle on a predetermined first track along which the first vehicle is moving, wherein the second vehicle is moving along a predetermined second track which overlaps the predetermined first track section by section, Fig. 3 a top view of the first and second vehicles after Fig. 2, while the second vehicle is on a section of the specified second route which overlaps the specified first route, maintaining a minimum distance between the first vehicle and the second vehicle, Fig. 4 a top view of the first and second vehicles after Fig. 2, while the second vehicle is on a section of the specified second route which overlaps the specified first route, without maintaining a minimum distance between the first vehicle and the second vehicle, Fig. 5 a perspective view of two agricultural vehicles following a common predetermined route, with a person within a first zone and one of the two vehicles within a second zone of the other vehicle, Fig. 6 a perspective view of several agricultural vehicles following a common predetermined route, with a person and a vehicle within a second zone and one of the two vehicles, Fig. 7 a perspective view of two mine clearance vehicles following a common predetermined route, with a person located within a first zone of one of the two vehicles, Fig. 8 a perspective view of two industrial trucks following a common predetermined route, with a person located within a first zone of one of the two vehicles, Fig. 9 Two perspective views of an agricultural vehicle, each with two zones of different sizes, Fig. 10 a perspective view of an agricultural vehicle with three zones, Fig. 11 Three perspective views of a vehicle following a predetermined initial route, which includes tolerances, and Fig. 12 a perspective view of a vehicle with the widest possible driving path.

[0041] Fig. Figure 1 shows a first vehicle 1 and an object 2. The first vehicle 1 could be, for example, an agricultural vehicle, such as a tractor or a harvester. The first vehicle 1 is controlled to follow a predefined first path 4. If the first vehicle 1 is an agricultural vehicle, then the predefined first path 4 could, for example, run through agricultural land that is being cultivated by the first vehicle 1. The object 2 does not follow any predefined path that the first vehicle 1 can access. For example, the object 2 could be a person or an animal, which may or may not be moving. Alternatively, the object 2 could be a stationary obstacle, such as a sign or a tree. The first vehicle 1 can be controlled by a driver of the first vehicle 1.Alternatively, the first vehicle 1 can be controlled autonomously or semi-autonomously, e.g. by a driver assistance system 6 of the first vehicle 1 set up for this purpose. The first vehicle 3 also has a sensor 7.

[0042] The driver assistance system 6 allows access to the first predefined route 4, along which the first vehicle 1 is to travel in the future. Optionally, the predefined first route 4 can also be determined by the driver assistance system 6. Furthermore, the driver assistance system 6 determines, in particular, whether the first vehicle 1 is likely to encounter an object, e.g., the one defined by Fig. 1. Object 2 shown, if the first vehicle 1 follows the first predetermined path 4. In the by Fig. In the scenario shown in Figure 1, object 2 is located on the predefined first path 4, so the driver assistance system 6 will determine that the first vehicle 1 is likely to collide with object 2. In this case, the driver assistance system 6 initiates the output of a warning signal 8 – regardless of the distance between the first vehicle 1 and object 2 – for example, in acoustic form within the interior of the first vehicle 1 or, for example, as an acoustic signal emitted to the external surroundings of the first vehicle 1 so that it can be perceived by the object, e.g., a person. A warning signal 8 for the driver of the first vehicle 1 could, for example, include information about object 2 being located on the predefined first path 4, what object 2 is, and / or its position.A warning signal 8 for person 2 may, for example, indicate that the person is on the first specified route 4 and should stay away from it or from the first vehicle 1.

[0043] Alternatively or additionally, the driver assistance system 6 can initiate an emergency maneuver, also regardless of the distance between the first vehicle 1 and the object 2. This emergency maneuver could, for example, involve braking or stopping the first vehicle 1. If it is subsequently determined that the object 2 has changed its position so that it is no longer on the predetermined path, then the speed of the first vehicle 1 can be increased again, or the journey along the predetermined path can be continued. Alternatively, the first vehicle 1 can be steered in such a way that it drives around the object 2 (i.e., passes the object 2 at a distance) instead of running over it. In other words, the predetermined path 4 can be modified so that the object 2 is not located on the modified predetermined path 4.

[0044] Fig. Figure 2 shows a first vehicle 1 and a second vehicle 3. The first vehicle 1 could again be, for example, an agricultural vehicle, such as a tractor or a harvester. The same applies to the second vehicle 3. The first vehicle 1 is controlled in such a way that it follows a predetermined first trajectory 4. The second vehicle 3 is controlled in such a way that it follows a predetermined second trajectory 5. If the first vehicle 1 and the second vehicle 3 are agricultural vehicles, then the predetermined first route 4 and the predetermined second route 5 could, for example, run across agricultural land (e.g., a field) that is being cultivated by the two vehicles 1 and 3.

[0045] In the illustrated embodiment, the predetermined second segment 5 has a first section 5.1 and a second section 5.2. The first section 5.1 runs towards the predetermined first segment 4 until it reaches it. Upon reaching the predetermined first segment 4, the second section 5.2 begins, running congruently along or on the predetermined first segment 4. Fig. For clarity, section 5.2 is shown parallel to the first section 4 at a small distance. The first section 4 is shown as interrupted in an area between the first vehicle 1 and section 5.2 of the second section 5, to illustrate that this area can be particularly long, e.g., many times longer than the length of the first vehicle 1.

[0046] The two vehicles 1 and 3 can be controlled by a driver of the respective vehicle 1 or 3. Alternatively, the two vehicles 1 and 3 can be controlled autonomously or semi-autonomously, e.g., by means of driver assistance systems. In the by Fig. In the embodiment shown in Figure 2, the first vehicle 3 comprises a driver assistance system 6 and a sensor 7, the functionalities of which are explained in more detail below. The second vehicle 3 can also have a driver assistance system and a sensor. Using the driver assistance system 6, the first vehicle 1 can access the first predefined route 4, along which the first vehicle 1 is to travel in the future. Optionally, the predefined first route 4 can also be determined by the driver assistance system 6. Furthermore, using the driver assistance system 6, the second predefined route 5, along which the second vehicle 3 is to travel in the future, can be accessed. The second predefined route 5 can be determined by the second vehicle 3, for example, by a driver assistance system of the second vehicle 3. This can be based on inputs made by a driver or user of the second vehicle 3.The specified second route 5 can, for example, be transmitted to the first vehicle 1, in particular to the driver assistance system 6 of the first vehicle 1. Furthermore, the first vehicle 1 can also be configured to detect the second vehicle 3 by means of its sensor 7 and driver assistance system 6 and to classify it as such, which will be explained in more detail below.

[0047] Using the driver assistance system 6 of the first vehicle 1, a maneuver can be performed based on the specified second route 5. Fig. The distance 9 shown in Figure 3 between the first vehicle 1 and the second vehicle 3 is determined. This is done in particular for an area where the second predefined path 5 overlaps the first predefined path 4. In the area where the distance is determined by the first vehicle 1 9, the distance 9 between the first vehicle 1 and the second vehicle 3 is determined. Fig. 2 and Fig. In the embodiment shown in Figure 3, the specified first segment 4 is overlapped by the specified second segment 5 of its second section 5.2. Fig. Figure 3 shows the first vehicle 1 and the second vehicle 3 at a later time than indicated by Fig. 2 shown. According to Fig. 3 the second vehicle 2 is already on the second section 5.2 of the specified second route 5. In the by Fig. In the embodiment shown in Figure 3, the distance 9 extends between a front edge of the first vehicle 1 and a rear edge of the second vehicle 3.

[0048] Depending on the determined distance 9, the first vehicle 1 can be controlled. This differs from the situation with a detected object 2 (see the explanations in connection with...). Fig. 1) If a second vehicle 2 is detected or if the second vehicle 2 maintains the specified second path 5, a warning signal 8 does not need to be issued immediately or an emergency maneuver initiated. Instead, the first vehicle 1 can be controlled in such a way that it continues its journey along the specified first path 4 if the determined distance 9 does not fall below a specified minimum distance 10 between the first vehicle 1 and the second vehicle 2, which, according to the embodiment shown, Fig. 3 is the case. A corresponding value for the minimum distance 10 can, for example, be stored in a memory unit of the driver assistance system 6.

[0049] Fig. 4 shows one to Fig. Three alternative scenarios. According to Fig. 4. The minimum distance 10 is no longer maintained after the second vehicle 2 has reached the predetermined first section 4 and is moving along the second section 5. 2 of the predetermined second section 5. In this case, the first vehicle 1 can be controlled by the driver assistance system 6 in such a way that it moves along a third predetermined section 11, which is also a GPS section. As by Fig. As shown in Figure 4, the third predetermined route 11 differs from the first predetermined route 4 in such a way that the specified minimum distance 10 is not undercut. This prevents the first vehicle 1 and the second vehicle 3 from coming undesirably close to each other or even colliding. Fig. Figure 4 shows the route of the third predetermined path 11, according to which the first vehicle 1 avoids the second vehicle 3. Alternatively, the route of the third predetermined path 11 can coincide with the first predetermined path 4. In this case, the first vehicle 1 can be braked so that the minimum distance 10 is maintained.

[0050] To detect and classify object 2 or the second vehicle 3 as described above, the first vehicle 1 or its driver assistance system 6 can use sensor 7. Sensor 7 can be, for example, an ultrasonic or a 1D radar sensor to implement a "1D variant" according to which overlaps in zones can be checked. Such sensors only indicate the distance to an obstacle (in the radial sense). The second vehicle 3 identifies itself to the first vehicle 1 as the second vehicle 3 following the second predefined path 5. This notification can be sent via Car2X or tags.

[0051] Sensor 7 can also be a camera to implement a "2D variant" that allows for the checking of image overlaps. Specifically, a camera can be used for clustering or classification to obtain object 2 or the second vehicle 3 along with their position in image coordinates. Alternatively, the presence of the second vehicle 3 is communicated to the first vehicle 1 via Car2X communication, and a warning or an emergency maneuver is initiated for all other objects 2 identified using the two-dimensional sensor data. According to a "3D variant," overlaps can be checked in world coordinates or vehicle coordinates. Specifically, a three-dimensional point cloud can be generated using sensor technology such as radar, lidar, or a stereo camera, enabling clustering or classification.Alternatively, a positioning and typification known from the prior art can be used.

[0052] Fig. Figure 5 shows that the specified first route 4 can run within zones that can be monitored or detected by the first vehicle 1, in particular by means of the sensor 7 of the first vehicle 1 described above. In particular, a first zone (“yellow” zone) 12 and a second zone (“red” zone) 13 can be distinguished or defined. The two zones 12, 13 are located in the embodiment according to Figure 5. Fig. 5 in the direction of travel of the first vehicle 1 ahead on the first predetermined route 4. Zones 12, 13 can, for example, be defined by the driver of the first vehicle 1, in particular for two categories of objects each, namely for obstacles or objects that do not follow any GPS route recognized by the first vehicle (in the area defined by Fig. 5 shown embodiment for a person 2), and for GPS route-dependent vehicles, in which by Fig. 5 shown embodiment for a second vehicle 3, which follows a predetermined second track 5 that is congruent with the predetermined first track 4.

[0053] The driver assistance system 6 of the first vehicle 1 defines the first zone 12 and the second zone 13. Furthermore, sensor 7 and the driver assistance system 6 of the first vehicle 1 determine that person 2 is located within the first zone and that a previously mentioned event has occurred. Fig. 1. Warning signal 8 is issued. This also occurs if it is determined that person 2 is behaving differently than described. Fig. 5 is located in the second zone 13. The first zone 12 extends, for example, in such a way that a specified minimum distance is maintained between the first vehicle 1 and the second vehicle 3 in the first zone 12, so that the first vehicle 1 can continue along the specified first route 4. This can also be the case in the second zone 13. Fig. Figure 5 shows the second vehicle 3 as it moves along the designated first path 4 in the first zone 13. Since the minimum distance 10 is maintained in this case, the first vehicle 1 can be steered in such a way that it continues to follow the designated first path 4. In other words, the entry of the second vehicle 3 into the second zone 13 is tolerated. This tolerance is specifically based on the assumption that the second vehicle 3 will follow its designated second path 5, which corresponds to the designated first path 4, so that no collision occurs between the first vehicle 1 and the second vehicle 3.

[0054] Fig. Figure 6 shows that overlapping first GPS tracks 4, 4' and second GPS tracks 5, 5' can each be distributed across a first vehicle 1 and a second vehicle 2. The GPS tracks 4, 4' and 5, 5' run as in the example shown. Fig. 5 within zones 12 and 13, which can each be monitored or detected by the first vehicle 1, in particular by means of the sensor 7 of the first vehicle 1 described above. In particular, a first zone (“yellow” zone) 12 and a second zone (“red” zone) 13 can be distinguished or defined. The two zones 12 and 13 are located in the embodiment according to Fig. 6 each in the direction of travel of the first vehicle 1 ahead on the first predetermined route 4 or 4'. Zones 12, 13 can, for example, be defined by the driver of the first vehicle 1 in question, in particular for two categories of objects each, namely for obstacles or objects that do not follow any GPS route recognized by the first vehicle (in the area defined by Fig. 6 shown embodiment for a person 2), and for GPS route-dependent vehicles, in which by Fig. 6 shown embodiment for the two second vehicles 3, which each follow a predetermined second track 5 or 5', which is congruent with the predetermined first track 4 or 4'.

[0055] The driver assistance system 6 of the first vehicle 1 defines the first zone 12 and the second zone 13. Furthermore, the sensor 7 and the driver assistance system 6 of the first vehicle 1 determine that person 2 is located within the second zone 13 and that a previously mentioned event has occurred. Fig. 1. A warning signal 8 was issued and, if necessary, an emergency maneuver was initiated. The first zone 12 and the second zone 13 extend within the area defined by Fig. In the embodiment shown in Figure 6, the predetermined minimum distance 10 between the respective first vehicle 1 and the respective second vehicle 3 is maintained in the first zone 12 and in the second zone 13, so that the driver assistance system 6 controls both first vehicles 1 in such a way that they continue to follow the predetermined first path 4. In other words, it is tolerated that the two second vehicles 3 enter the second zone 13. This tolerance is based in particular on the assumption that the second vehicle 3 in question will follow its predetermined second path 5, which corresponds to the predetermined first path 4, so that no collision occurs between the first vehicles 1 and the second vehicles 3.

[0056] Fig. Figure 7 shows a predetermined first route 4, which runs in a circular pattern and along which mines are to be transported. In the case of the Fig. The first vehicle 1 and the second vehicle 3 shown in Figure 7 can accordingly be mine clearance vehicles. The specified first route 4 can be a GPS route. Alternatively, the specified first route 4 can be a specified route in an alternative underground localization system. The specified first route 4 can run within zones that can be monitored or detected by the first vehicle 1, in particular by means of the sensor 7 of the first vehicle 1 described above. In particular, a first zone (“yellow” zone) 12 and a second zone (“red” zone) 13 can be distinguished or defined. The two zones 12 and 13 are located in the embodiment shown in Figure 7. Fig. 7 in the direction of travel of the first vehicle 1 ahead on the first predetermined route 4. Zones 12, 13 can, for example, be defined by the driver of the first vehicle 1, in particular for two categories of objects each, namely for obstacles or objects that do not follow any GPS route recognized by the first vehicle (in the area defined by Fig. 7 shown embodiment for a person 2), and for GPS route-dependent vehicles, in which by Fig. 7 shown embodiment for a second vehicle 3, which follows a predetermined second track 5 that is identical to the predetermined first track 4.

[0057] The driver assistance system 6 of the first vehicle 1 defines the first zone 12 and the second zone 13. Furthermore, sensor 7 and the driver assistance system 6 of the first vehicle 1 determine that person 2 is located within the first zone and that a previously mentioned event has occurred. Fig. 1. A warning signal is issued as described. This also occurs if it is determined that person 2 is behaving differently than described. Fig. 7 is located in the second zone 13. The first zone 12 and the second zone 13 extend within the area defined by Fig. In the embodiment shown in Figure 7, the predefined minimum distance 10 between the respective first vehicle 1 and the respective second vehicle 3 is maintained in the first zone 12 and in the second zone 13, so that the driver assistance system 6 controls both first vehicles 1 in such a way that they continue to follow the predefined first path 4. In other words, it is tolerated that the two second vehicles 3 enter the second zone 13. This tolerance is based in particular on the assumption that the second vehicle 3 in question will follow its predefined second path 5, which corresponds to the predefined first path 4, so that no collision occurs between the first vehicles 1 and the second vehicles 3.

[0058] Fig. Figure 8 shows a predefined first path 4, which runs in a loop. The predefined first path 4 can be learned or specified by means of a marker. In the case of the Fig. The first vehicle 1 and the second vehicle 3 shown in Figure 7 can be industrial trucks such as forklifts. The specified first route 4 can run within zones that can be monitored or detected by the first vehicle 1, in particular by means of the sensor 7 of the first vehicle 1 described above. In particular, a first zone (“yellow” zone) 12 and a second zone (“red” zone) 13 can be distinguished or defined. The two zones 12 and 13 are located in the embodiment shown in Figure 7. Fig. 7 in the direction of travel of the first vehicle 1 ahead on the first predetermined route 4. Zones 12, 13 can, for example, be defined by the driver of the first vehicle 1, in particular for two categories of objects each, namely for obstacles or objects that do not follow any route recognized by the first vehicle (in the route defined by Fig. 8 shown embodiment for a person 2), and for route-dependent vehicles, in which by Fig. 8 shown embodiment for a second vehicle 3, which follows a predetermined second track 5 that is identical to the predetermined first track 4.

[0059] The driver assistance system 6 of the first vehicle 1 defines the first zone 12 and the second zone 13. Furthermore, sensor 7 and the driver assistance system 6 of the first vehicle 1 determine that person 2 is located within the first zone and that a previously mentioned event has occurred. Fig. 1. A warning signal is issued as described. This also occurs if it is determined that person 2 is behaving differently than described. Fig. 8 is located in the second zone 13. The first zone 12 and the second zone 13 extend within the area defined by Fig. In the embodiment shown in Figure 8, the predetermined minimum distance 10 between the respective first vehicle 1 and the respective second vehicle 3 is maintained in the first zone 12 and in the second zone 13, so that the driver assistance system 6 controls both first vehicles 1 in such a way that they continue to follow the predetermined first path 4. In other words, it is tolerated that the two second vehicles 3 enter the second zone 13. This tolerance is based in particular on the assumption that the respective second vehicle 3 will follow its predetermined second path 5, which corresponds to the predetermined first path 4, so that no collision occurs between the first vehicles 1 and the second vehicles 3.

[0060] The first zone 12 and the second zone 13 can be described in the exemplary embodiments according to Fig. 5, Fig. 6, Fig. 7 to Fig. 8 can be defined statically or adjusted dynamically. Fig. Figure 9 shows a dynamic adjustment of the first zone 12 and second zone 13 depending on the state of the first vehicle. Alternatively, this dynamic adjustment can also occur depending on the first predefined route 4 or depending on the state of the second vehicle 3 or the object 2. In the by Fig. In the embodiment shown in 9, the first vehicle 1 in the upper illustration is to move at a speed of 0 km / h, i.e., remain stationary. In contrast, the first vehicle 1 in the lower illustration is to move at a speed of 15 km / h along the path not defined by Fig. The first segment 4 shown in Figure 9 is moved along the predetermined path. According to these speeds, the upper first zone 12 and the upper second zone 13 are defined as smaller than the lower first zone 12' and the lower second zone 13'.

[0061] In the through Fig. The first vehicle 1 shown in Figure 10 is a combination of a work machine 1.1 and a work implement or attachment 1.2, which is attached to the work machine 1.1. In this case, the definition of the warning zones (first zone 12 and second zone 13) can be relative to the combination 1 instead of to an edge of the work machine 1.1. For this purpose, a third zone ("grey zone") 14 is defined, which runs around the first vehicle 1 in the area of ​​the attachment 1.2 and covers an area within which the attachment 1.2 is located, which is attached to the work machine 1.1 of the first vehicle 1. The second zone 14 adjoins the third zone 13 in a forward area of ​​the first vehicle 1 if the first vehicle 1 follows the first specified path 4 (not by Fig. (shown in 10) drives forward. In the third "grey" zone 14, there is no need to search for obstacles 2, as the attachment 1.2 is located there. The size of the third zone 14 can be available as a parameter, specified by the driver, or determined, for example, by camera-based detection of attachments 1.2.

[0062] Fig. Figure 11 shows first zones 12 and second zones 13, which are identical. Fig. Figure 11 further shows a predefined first route 4 and a predefined second route 5, which are GPS routes. The GPS routes 4 and 5 can be defined with a spatial or temporal tolerance. The motivation is that the respective GPS route 4 or 5 is approached from the center. However, the resulting coverage of the space by the machine 1 and by the machine 2, which is recognized as an obstacle, is as wide as the machine including its attachment and deviates by a tolerance due to the accuracy of the localization. To account for these effects, tolerances 15 are defined. In the upper representation of the Fig. 11. This is done, for example, constantly in the form of a distance from the given first segment 4 or from the given second segment 5, or optionally as a direction vector to maintain the course of the points. In the middle representation of the Fig. 11. This continues to depend on the width of the second vehicle identified as an obstacle, at which point he adjusts himself according to Fig. 11 is an agricultural vehicle. The lower illustration of the Fig. 11. This also occurs depending on the relative or absolute speed of the object recognized as an obstacle to the first vehicle 1, in which the Fig. 11. Example shown: a pedestrian 2.

[0063] Fig. Figure 12 illustrates an extended calculation of the driving paths or the first predefined route 4. A driving path is typically determined based on a steering angle and a width of the vehicle. Fig.Figure 12, however, shows the case where the first vehicle 1 is pulling an implement 1.2. A corresponding steering angle or articulation angle may not be available in the first vehicle 1. To solve this problem, a maximum width 17 on both sides of the first vehicle 1 is assumed, and based on this, the widest possible travel path 16 is calculated. This calculation is an improvement because it represents the worst-case scenario, as articulated vehicles are more maneuverable than conventional vehicles. The possible range of future positions of the first vehicle 1 is calculated more accurately, thus increasing safety. This applies particularly to the lateral area, where the extended GPS track 4 is also defined. Reference sign 1 first vehicle 1.1 Working machine 1.2 Work equipment 2 objects 3 second vehicle 4. Predefined first route (first GPS route) 4' predetermined first route (first GPS route) 5. Predefined second route (second GPS route) 5' predetermined second route (second GPS route) 5.1 First section of the route 5.2 second section of the route 6 Driver assistance systems 7 Sensor 8 Warning signal 9 distance 10 Minimum distance 11. Predetermined third route (third GPS route) 12 first zone 12' first zone 13 second zone 13' second zone 14 third zone 15 Tolerance 16 Wide roadway 17 Width of first vehicle or predetermined first route QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2019-175050 A

[0003]

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