Method for preventing a collision of a vehicle

Abstract

A method for preventing a collision of a vehicle (200) comprises reading in a yaw rate signal (212), a speed signal (222) and a radar signal (232), wherein the yaw rate signal (212) represents a current yaw rate, the speed signal (222) represents a speed of the vehicle (200) and the radar signal (232) represents a relative position and a relative speed between the vehicle (200) and an object (240) detected in the surroundings. An object path signal (252), which represents a predicted movement path (254, 258) of the object (240), is determined using the yaw rate signal (212), the speed signal (222) and the radar signal (232). A vehicle path signal (256), which represents a predicted movement path (254, 258) of the vehicle (200), is determined using the yaw rate signal (212) and the speed signal (222). A collision signal (272), which indicates a risk of collision between the vehicle (200) and the object (240), is ascertained using the object path signal (252) and the vehicle path signal (256).

Description

[0001] Method for avoiding a collision of a vehicle

[0002] The present invention relates to a method for avoiding a collision of a vehicle. The present invention also relates to a computer program.

[0003] Mobile work machines often move in confusing terrain, so there is an increased risk of collision with other work machines, people or objects.

[0004] The object of the present invention is to provide an improved method for avoiding a collision of a vehicle. This object is achieved by a method for avoiding a collision of a vehicle according to the main claims.

[0005] Advantageously, the method presented here can predict and avoid a collision between a vehicle and objects in the environment in a particularly material- and cost-efficient, yet safe manner. Since only a few components are required in the system to execute the method, a required performance level (PLr) can be easily achieved because the chain of failure probabilities is less critical.

[0006] The approach presented here creates a method for avoiding a collision of a vehicle, which includes at least a yaw rate sensor, a speed sensor, and a radar device. The method comprises the following steps:

[0007] Reading in a yaw rate signal from a yaw rate interface to the yaw rate sensor, a speed signal from a speed interface to the speed sensor, and a radar signal from a radar interface to the radar device, wherein the yaw rate signal represents a current yaw rate of at least a part of the vehicle, and wherein the speed signal represents a speed of the vehicle's own movement, and wherein the radar signal represents a relative position and a relative speed between the vehicle and an object detected in an environment of the vehicle,

[0008] Determining an object path signal using the yaw rate signal, the speed signal and the radar signal, wherein the object path signal represents a predicted movement path of the object,

[0009] Determining a vehicle path signal using the yaw rate signal and the speed signal, wherein the vehicle path signal represents an expected path of movement of the vehicle, and

[0010] Determining a collision signal using the object path signal and the vehicle path signal, wherein the collision signal indicates a risk of collision between the vehicle and the object.

[0011] The vehicle may, for example, be a work machine whose size and vehicle structure can make it difficult or impossible for the driver to have a full view of the danger zone in front of, behind or next to the machine. In conjunction with frequent shunting, this can easily lead to dangerous situations for people and vehicles in the immediate vicinity or for the machine and its driver itself. In addition, the driver can only monitor one area at a time, which means that new dangerous situations can arise unnoticed in other areas. Dangerous situations can arise, for example, from objects in the immediate vicinity directly next to the machine or from objects somewhat further away that are moving towards the machine at a corresponding relative speed, meaning that a collision could occur.In any case, a collision must be avoided or mitigated so that damage to people and the vehicle can be avoided. For example, the approach presented can be used in conjunction with a mobile work machine that may be equipped with a hydrostatic drive, partly with electro-hydraulic control, or even an electrified drive. Operation, such as setting or reducing the travel speed, braking, and steering, can be carried out by a driver who can be supported by the approach described here. To monitor the surroundings, the driver may rely on their senses (sight, hearing), supported by rear-view mirrors and, in some cases, rear-view or bird's-eye view cameras.Typically, the driver can only monitor a limited area, but new dangerous situations can arise at any time in the danger zone around the vehicle, for example due to the vehicle's own movement and foreign objects, such as people or other vehicles.

[0012] The approach described can be used to complement systems known from the automotive sector, which are based on environmental sensors (radar, lidar, ultrasound, cameras) for collision warning and avoidance. Such systems can also be applied to construction machinery. The key challenge is to achieve a high detection rate of genuinely hazardous situations while simultaneously keeping the false positive rate as low as possible. The impact of false positives is critical because, on the one hand, they negatively impact confidence in the assistance function. On the other hand, active vehicle deceleration caused by a false detection can even create a dangerous situation, for example, by a following vehicle rear-ending. Steering angle sensors can be used to reduce such false detection moments, which can, among other things, result in increased costs and increased load on the overall system.Advantageously, the method presented here eliminates the need for a steering angle sensor. Instead, a yaw rate sensor, which is already required to operate a radar sensor and can be used, for example, an inertial measurement unit (IMU). A prediction of the vehicle's movement can then be made based on the vehicle speed and the yaw motion detected by the yaw rate sensor.

[0013] Yaw rate sensors can advantageously be constructed on a MEMS basis and offer low costs as well as simple and flexible integration into the vehicle. Since they are typically required for the operation of the radar sensor anyway, as the radar sensors require this information for internal signal processing, no additional system costs arise. Advantageously, the radar signal can be used to display a relative position (x, y) and a relative speed (vx, vy) of a detected object relative to the radar sensor and thus relative to the vehicle. Using the radar signal, a distance between the vehicle and the object can be calculated. Optionally, the existence probability of detected objects can be determined using the radar signal.For example, a corresponding probability of existence for the object can be determined using the radar signal, or a corresponding probability of existence for the object can be indicated directly from the radar signal.

[0014] The object in the vehicle's surroundings can be detected using an object detection method. The object detection can be based on data acquired by the radar sensor and, additionally or alternatively, on data acquired by another environment detection device.

[0015] Overall, the method presented here offers the advantage of avoiding costs associated with the sensor itself and its integration. Furthermore, system availability can be improved because reduced sensor load during system operation can mitigate the risk of system failure. Functional safety requirements can also be advantageously reduced because the effort required to calculate the achievable performance level can be reduced. A smaller number of elements in the functional safety chain can reduce the risk of not achieving the required performance level. Furthermore, numerical effort on the control unit can be optimized to predict vehicle movement based on steering angle information and vehicle kinematics.

[0016] If the vehicle is designed as an articulated vehicle, the sensors mentioned can be located, for example, on a front or rear part of the vehicle. Additional sensors can also be used, allowing both vehicle parts to be equipped with suitable sensors.

[0017] Advantageously, the vehicle path signal can be determined without using a steering angle signal from a steering angle sensor. This eliminates the need for a steering angle sensor on the vehicle while still providing reliable collision warning.

[0018] According to one embodiment, in the determining step, a time signal can be determined using the object path signal and the vehicle path signal, wherein the time signal can represent a calculated time period between a current point in time and a collision point in time. For example, the collision signal can be output using the time signal in order to indicate to a person driving the vehicle, in addition to the spatial distance between the vehicle and the object, a time period, for example in seconds, until a possible collision, calculated using the current speed and distance. This time period can also be referred to as time-to-collision. Advantageously, this can be used to predict how much time is available for a reaction, for example to redirect or brake the vehicle.

[0019] According to a further embodiment, the method may include a detection step in which the relative position and relative speed between the vehicle and the object are detected using the radar device and, additionally or alternatively, the yaw rate sensor and, additionally or alternatively, the speed sensor. The object can be detected, for example, using the radar device, and the relative position and relative speed can be calculated using additional sensor data, such as the vehicle's own motion and the current yaw rate. This advantageously optimizes collision avoidance.

[0020] According to a further embodiment, in the reading step, the radar signal can represent the relative position and relative speed within a maximum range of 5 meters between the vehicle and the object. For example, the radar device can be used to detect obstacles that may be located directly in front of, behind, or next to the vehicle. These can be, for example, larger stones that may be obscured from the driver by the vehicle itself or attachments, or they can be people who may be approaching from an obscured area. This can advantageously prevent a direct collision.

[0021] According to a further embodiment, in the reading step, the radar signal can represent the relative position and relative speed within a long-range area of ​​at least 5 meters between the vehicle and the object. For example, the radar device can be used to detect obstacles in a long-range area of ​​more than 5 m, for example up to 10 m, up to 15 m, or up to 20 m. The long-range area can also be defined laterally at least by the vehicle width or by an additional, wider safety zone. This has the advantage that potential collision hazards can be detected early on and, for example, a change in the vehicle's path can be initiated to avoid the collision.

[0022] The method may include a step of calculating a monitored area in the surroundings of the vehicle using the yaw rate signal and the speed signal. In the determining step, the collision signal may indicate a risk of collision between the vehicle and the object within the monitored area. In this way, steps of the method can be performed efficiently, since sensor information relating to outside the monitored area can be discarded. Advantageously, the monitored area can be determined without using a steering angle signal from a steering angle sensor.

[0023] According to a further embodiment, the vehicle can be designed as an articulated work vehicle with a front vehicle part and a rear vehicle part, wherein the yaw rate sensor and the radar device can be arranged on the front vehicle part and wherein a further yaw rate sensor and a further radar device can be arranged on the rear vehicle part. The step of determining the object path signal can be carried out when a direction of travel signal indicates forward travel. For example, the two vehicle parts can each have their own drive and be movably coupled to one another by a joint. In other words, the work vehicle can be an articulated work vehicle such that the two vehicle parts can be moved or pivoted relative to one another due to the joint arranged between them.Both the front and rear parts of the vehicle can each have a radar device for detecting objects and a yaw rate sensor for detecting the respective yaw rate of the respective part of the vehicle. For example, during forward travel, only the signals from the front radar and yaw rate sensor can be read in and a corresponding object movement path determined. Alternatively, signals from both the front and rear radar devices and yaw rate sensors can be read in continuously, whereby, for example, during forward movement, the signals from the rear part of the vehicle can be classified as negligible. Advantageously, the method can therefore also be used with work machines, which, due to their design, can be more difficult to see than smaller vehicles and can also have a higher damage potential in the event of a collision.This can advantageously be reduced by the method described here. In addition, in the reading step, a further yaw rate signal can be read in from a further yaw rate interface to the further yaw rate sensor and a further radar signal can be read in from a further radar interface to the further radar device. The further yaw rate signal can represent a current yaw rate of the rear part of the vehicle, and the further radar signal can represent a relative position and a relative speed of the vehicle to a further object detected in the surroundings of the vehicle. In the step of determining an object path signal, a further object path signal can be determined using the further yaw rate signal and the further radar signal if the direction of travel signal indicates reversing, wherein the further object path signal can represent an anticipated movement path of the further object.Furthermore, in the step of determining a vehicle path signal, the vehicle path signal can be determined using the further yaw rate signal and the speed signal, and in the step of determining, the collision signal can be determined using the further object path signal and the vehicle path signal. The collision signal can indicate a risk of collision between the vehicle and the further object.

[0024] Advantageously, the described method can also be optimally applied when the vehicle is moving backwards.

[0025] According to one embodiment, in the outputting step, the collision signal can be output to a user interface to generate a visual and additionally or alternatively auditory and additionally or alternatively haptic warning message. For example, using the collision signal, an indication can be shown on a display visible to a driver of the vehicle, which can display the risk of collision and, for example, the position of the detected object and, additionally or alternatively, the distance between the vehicle and the object or the time period until the predicted collision. Additionally or alternatively, a warning tone can be emitted, for example, via a loudspeaker, or an element touched by the driver can emit a warning by vibrating. Advantageously, this can alert a person driving the vehicle to the risk of collision and enable them to react accordingly.According to a further embodiment, the method may include a step of deactivating a drive system of the vehicle using the collision signal. For example, the drive system may be shut off and the vehicle brought to a standstill if, for example, the distance to a collision point of the detected collision risk falls below a certain threshold. Advantageously, this allows a collision to be avoided even without manual intervention.

[0026] This method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.

[0027] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a device.

[0028] The invention is explained in more detail below with reference to the accompanying drawings. They show:

[0029] Fig. 1 is a flowchart of a method for avoiding a collision of a vehicle according to an embodiment;

[0030] Fig. 2 is a schematic representation of a vehicle with a device for avoiding a collision;

[0031] Fig. 3 is a flowchart of a method for avoiding a collision of a vehicle according to an embodiment; Fig. 4 is a flowchart of a method for avoiding a collision of a vehicle according to an embodiment;

[0032] Fig. 5 is a schematic side view of a vehicle with a collision avoidance device;

[0033] Fig. 6A is a schematic representation of the kinematic relationships on a vehicle according to an embodiment;

[0034] Fig. 6B is a schematic representation of the kinematic relationships on a vehicle according to an embodiment;

[0035] Fig. 7 is a line diagram of a calculated yaw motion of a front vehicle part according to an embodiment.

[0036] Identical or similar elements may be provided with identical or similar reference numerals in the following figures. Furthermore, the figures of the drawings, their description, and the claims contain numerous features in combination. A person skilled in the art will appreciate that these features can also be considered individually or combined to form further combinations not explicitly described here.

[0037] Fig. 1 shows a flowchart of a method 100 for avoiding a collision of a vehicle according to an exemplary embodiment. The vehicle represents any type of moving machine. The vehicle comprises at least one yaw rate sensor, one speed sensor, and one radar device. The method 100 comprises a step 105 of reading in a yaw rate signal from a yaw rate interface to the yaw rate sensor, a speed signal from a speed interface to the speed sensor, and a radar signal from a radar interface to the radar device. The yaw rate signal represents a current yaw rate of at least part of the vehicle.The speed signal represents a speed of the vehicle's own movement and the radar signal represents, according to one embodiment, a distance of the vehicle to an object detected in an environment of the vehicle and additionally or alternatively a relative position and a relative speed between the vehicle and the object.

[0038] Furthermore, the method 100 includes a step 110 of determining an object path signal using the yaw rate signal, the speed signal, and the radar signal. The object path signal represents a projected movement path of the object. For example, the object represents a foreign vehicle.

[0039] Furthermore, the method 100 includes a step 115 of determining a vehicle path signal using the yaw rate signal and the speed signal. The vehicle path signal represents an expected movement path of the vehicle.

[0040] In one embodiment, step 110 of determining an object path signal and step 115 of determining a vehicle path signal are performed simultaneously. If both the movement path of the vehicle, i.e., a future trajectory of the vehicle, and the movement path of the object, i.e., a future trajectory of the object, are known, a collision risk between the vehicle and the object can be estimated.

[0041] The steps 110, 115 of determining are therefore followed by a step 120 of determining a collision signal using the object path signal and the vehicle path signal, wherein the collision signal indicates a risk of collision between the vehicle and the object.

[0042] In one embodiment, in step 105 of reading, the radar signal is read in, which represents the relative position and the relative speed between the vehicle and the detected object within a close range of, for example, 5 meters. In other words, in step 120, it is determined whether, where, and when the object path and the vehicle path intersect, or whether the vehicle and the object are moving toward each other, for example, within the close range. In one embodiment, in step 120 of determining, a time signal is also determined using the object path signal and the vehicle path signal. By way of example only, the time signal represents a calculated time span between a current time and a collision time.

[0043] In one embodiment, the determining step 120 is followed by a deactivation step 125. In this step 125, a drive system of the vehicle is deactivated using the collision signal, purely by way of example, in order to bring the vehicle to a standstill and thus avoid a collision.

[0044] All or some steps of the method 100 can be continuously repeated so that already determined movement paths can be continuously updated.

[0045] Fig. 2 shows a schematic representation of a vehicle 200 with a device 205 for avoiding a collision, wherein the device 205 is designed to control a method as described in the previous figure. The vehicle 200 comprises a yaw rate sensor 210, which is designed solely as an example as a MEMS-based inertial measurement unit (IMU) to detect a yaw rate of the vehicle 200 and to provide a yaw rate signal 212 representing the yaw rate to a yaw rate interface 217 to the device 205. In addition, the vehicle 200 comprises a speed sensor 220, which is designed to detect a current speed of a self-motion of the vehicle 200 and to provide a speed signal 222 representing the speed to a yaw rate interface 227 to the device 205.Furthermore, the vehicle 200 comprises a radar device 230, which is configured to detect an environment of the vehicle 200 and to provide a radar signal 232 to a radar interface 237 to the device 205. The radar signal 232 represents a relative position and a relative speed of the vehicle 200 to an object 240 detected in an environment of the vehicle 200. In one embodiment, the radar device 230 is configured with a radar capable of detecting a close range of only 5 meters, for example.

[0046] The device 205 is configured to read in the provided signals 212, 222, 232. By means of an exemplary determination unit 250, the device 205 is configured to determine an object path signal 252 using the yaw rate signal 212, the speed signal 222, and the radar signal 232, wherein the object path signal 252 represents an expected movement path 254 of the object 240. Similarly, the device 205 is configured to determine a vehicle path signal 256 using the yaw rate signal 212 and the speed signal 222, wherein the vehicle path signal 256 represents an expected movement path 258 of the vehicle 200.

[0047] In one embodiment, the object path signal 252 can be provided when a direction signal 265, provided merely by way of example by a direction unit 260 for detecting a direction of travel, indicates forward travel of the vehicle 200.

[0048] In one embodiment, the device 205 comprises a determination unit 270 for determining a collision signal 272 using the object path signal 252 and the vehicle path signal 256, wherein the collision signal 272 indicates a risk of collision between the vehicle 200 and the object 240. In one embodiment, the determination unit is also configured to determine a time signal 276 using the object path signal 252 and the vehicle path signal 256, which represents a calculated time period between a current time and a collision time. The collision signal 272 can be determined using the time signal 276 merely by way of example.

[0049] In one embodiment, device 205 is configured to control and deactivate a drive 280 of vehicle 200 using collision signal 272. By deactivating drive 280, the vehicle 200's own movement is interrupted, and a collision between vehicle 200 and object 240 can be avoided.

[0050] Fig. 3 shows a flowchart of a method 100 for avoiding a collision of a vehicle according to an exemplary embodiment. The method 100 shown here corresponds to or is similar to the method shown in the preceding Fig. 1, with the difference that it includes additional or alternative steps.

[0051] In this exemplary embodiment, step 105 of reading is preceded by a step 300 of detecting, in which, for example, the yaw rate of the vehicle is detected using the yaw rate sensor and the speed of the vehicle is detected using the speed sensor. Using the corresponding read-in signals, the vehicle's own motion is determined, for example.

[0052] In one embodiment, this is followed by a step 305 of transmitting the vehicle's own motion to the radar device. In an exemplary step 310 of further detection, the relative position and relative speed, and optionally the distance between the vehicle and objects in the surrounding area, are detected using the radar device in this exemplary embodiment. The radar signal or radar information representing this distance is read in, merely by way of example, in a step 315 of further reading.

[0053] This is followed in this exemplary embodiment by step 110 of determining the object path signal, in which, for example, a prediction of the movement paths of all detected objects is made. In one exemplary embodiment, this is followed by step 115 of determining the vehicle path signal, in which a prediction of the movement path of the vehicle is made. By way of example only, in parallel with step 115 of determining, step 300 of detecting is repeatedly performed in order to determine the vehicle path signal using the current yaw rate signal and speed signal. Likewise, in one exemplary embodiment, step 300 of detecting is repeatedly performed in order to perform a step 320 of calculating a near and far range to be monitored using the current yaw rate signal and speed signal.The position and extent of the area to be monitored can be indicated, for example, by an area signal calculated in step 320. This allows, for example, sensor information that lies outside the area to be monitored to be filtered out. Furthermore, the movement paths of both the vehicle and the object can be tracked only within the area to be monitored. Advantageously, the area to be monitored can be determined without using a steering angle sensor.

[0054] In this exemplary embodiment, step 120 of determining the collision signal follows, in which a collision prediction is made. For example only, step 120 includes a sub-step 325 of determining the time signal, in which a so-called time-to-collision is calculated and provided using the time signal. The time signal represents a calculated time span between a current time and a collision time. Furthermore, in this exemplary embodiment, step 120 of determining includes a sub-step 330 of determining a warning and a possible deceleration intervention. In one exemplary embodiment, the deceleration intervention is implemented in step 125 of deactivating the drive system.In one embodiment, the warning is implemented in a further transmission sub-step 335, in which a position of critical objects is transmitted to a user interface (HMI) using the collision signal. In a merely exemplary generation step 340, a merely exemplary visual, auditory, and haptic warning message is then generated on the user interface.

[0055] Fig. 4 shows a flowchart of a method 100 for avoiding a collision of a vehicle according to an exemplary embodiment. The method 100 presented here corresponds to or is similar to the method presented in the preceding Figures 1 and 3, with the difference that it has additional or alternative steps. Thus, in this exemplary embodiment, step 105 of reading is preceded by a step 300 of detecting. In this step 300, for example, the distance and additionally or alternatively the relative position and the relative speed between the vehicle and the object are detected using the radar device and, for example, the yaw rate sensor and, for example, the speed sensor.

[0056] In this embodiment, the radar signal read in step 105 of reading represents the relative position and speed within a long-range area of ​​only 10 meters, for example, between the vehicle and the object.

[0057] In one exemplary embodiment, the vehicle is designed as an articulated work vehicle with a front vehicle part and a rear vehicle part, wherein the yaw rate sensor and the radar device are arranged on the front vehicle part. Additionally or alternatively, a further yaw rate sensor and a further radar device are arranged on the rear vehicle part. By way of example only, in step 105 of the reading process, a further yaw rate signal is read in from a further yaw rate interface to the further yaw rate sensor and a further radar signal is read in from a further radar interface to the further radar device. In this exemplary embodiment, the further yaw rate signal represents a current yaw rate of the rear vehicle part, and the further radar signal represents a relative position and speed of an object in relation to the vehicle.Accordingly, purely by way of example, in step 110 of determining an object path signal, a further object path signal is determined using the further yaw rate signal and the further radar signal if a direction of travel signal indicates that the vehicle is traveling backward. The further object path signal represents an anticipated movement path of the further object. In step 115 of determining a vehicle path signal, in this exemplary embodiment, the vehicle path signal is determined using the further yaw rate signal and the speed signal, and in step 120 of determining, the collision signal is determined using the further object path signal and the vehicle path signal, by way of example. The collision signal indicates, by way of example, a risk of collision between the vehicle and the further object.

[0058] Furthermore, in one embodiment, in step 120 of determining the collision signal, the signal is output to a user interface to generate, for example, a visual or acoustic warning message on a display. This alerts a person driving the vehicle to the potential collision and gives them the opportunity to steer the vehicle in a different direction or reduce speed.

[0059] Fig. 5 shows a schematic side view of a vehicle 200 with a collision avoidance device 205. The vehicle 200 and the device 205 shown here correspond to or are similar to the vehicle and device described in the preceding Fig. 2, wherein the device is configured to control a method as described in the preceding Figs. 1, 2, and 4.

[0060] In this exemplary embodiment, the vehicle 200 is designed as an articulated work vehicle, which is merely an example of a dump truck or a so-called dumper. In this exemplary embodiment, the dump truck comprises a front vehicle part 500 and a rear vehicle part 505 coupled via an articulated joint M. The yaw rate sensor 210, the radar device 230, and, merely by way of example, the speed sensor 220 are arranged on the front vehicle part 500.

[0061] In this exemplary embodiment, a further yaw rate sensor 510 is arranged on the rear vehicle part 505. This sensor is designed, for example, to detect a yaw rate of the rear vehicle part and to provide it to a further yaw rate interface 517 to the device 205 using a further yaw rate signal 512. Furthermore, in this exemplary embodiment, a further radar device 530 is arranged on the rear vehicle part 505, which is designed to provide a further radar signal 532 to a further radar interface 537 to the device 205. The further radar signal 532 represents a relative position and relative speed between the vehicle 200 and a further object 540 detected in the surroundings.For this purpose, the further radar device 530 is designed, by way of example only, to monitor a rear area 550 of the environment around the rear vehicle part 505, which, by way of example only, includes both a near area of, for example, 0 to 5 meters and a far area of, for example, 5 to 10 meters. Similarly, the radar device 230 is designed, by way of example only, to monitor a front area 550 of the environment around the front vehicle part 500, which, by way of example only, also includes a near area and a far area.

[0062] In principle, monitoring areas can be defined in different directions, for example, "front" and "rear." Various system components are required for a monitored area, such as radar sensors for detecting objects, yaw rate sensors for detecting the yaw rate of the radar or the respective vehicle part, and sensors for detecting the vehicle's longitudinal speed, for example, a speed sensor on the output side. Furthermore, a control unit, i.e., a device 205, for electronically processing the sensor data, for predicting the vehicle's own motion, for predicting the movement of detected objects, and for calculating the warning or intervention signals.

[0063] In this exemplary embodiment, the device 205 is configured to determine a further object path signal using the further yaw rate signal 512 and the further radar signal 532 when a direction of travel signal, as described in the previous Fig. 2, indicates that the vehicle 200 is traveling backward. The further object path signal represents an expected movement path of the further object 540. In this exemplary embodiment, the device 205 is further configured to determine the vehicle path signal using the further yaw rate signal 512 and the speed signal and to determine the collision signal 272 using the further object path signal and the vehicle path signal. In this exemplary embodiment, the collision signal 272 represents a risk of collision between the vehicle 200 and the further object 540.

[0064] In this exemplary embodiment, the device 205 is further configured to use the collision signal 272 to control a user interface 555, which is, by way of example only, a display in a driver's cab in the front part of the vehicle 500. A warning message regarding the risk of collision can be output to a driver of the vehicle 200 via the user interface 555, by way of example only.

[0065] Figures 6A and 6B each show a schematic representation of the kinematic relationships on a vehicle 100 according to an exemplary embodiment, wherein the vehicle 100 described here corresponds to or is similar to the vehicle described in the preceding Figures 2 and 5. Figure 6A outlines the determination of a predicted driving corridor or the movement path of the vehicle 100 from the rotation rate, and Figure 6B illustrates the kinematic relationships on an articulated vehicle 100 in which the front vehicle part 500 and the rear vehicle part 505 are rotatably coupled via the articulated joint M.

[0066] The relationships between the steering angle, the yaw rate of the front and rear vehicles, and the vehicle speed are illustrated particularly in Figure 6B. To make the prediction shown in Figure 6A based on a steering angle sensor, the equations described below must be solved on the control unit or the device described in the preceding Figures 2 and 5.

[0067] Consider a radar installed on the front part of the vehicle 500. With a known heading angle θF, the speed of the front part of the vehicle 500 at point F is with vF as the longitudinal velocity. The articulation point M coincides for the front and rear parts of the vehicle 100, i.e.

[0068] Assuming that vF and vH have the same rate of change, considering the velocity at point M and with the geometric relationship results for the angular velocity on the front and rear axle

[0069] Assuming that the change in the steering angle is also 0, it follows

[0070] These steps can be completely omitted if the rotation rate is taken directly from the yaw rate sensor. It should be noted that predicting the driving corridor without steering angle detection is only possible at a vehicle speed other than zero, since only in such situations does an angular velocity other than zero occur at the front or rear of the vehicle.

[0071] Fig. 7 shows a line diagram of a calculated yaw motion of a front vehicle part according to an exemplary embodiment. The x-axis indicates time in seconds, and the yaw rate (PsiDot) in rad / s is indicated on the y-axis. The yaw motions shown here are based solely on examples of measurements taken on an articulated vehicle and various calculations, as described in the preceding Figures 6A and 6B. Periodic cornering is shown, and the change in the vehicle's steering angle is illustrated. The yaw rate 700, shown with a solid line, is based on an example measurement by a yaw rate sensor. The second yaw rate 705, shown with a dashed line, is based, for example, on the measured steering angle and the equation (D1) described in the preceding Figure 6B.The third yaw rate 710, shown with a dotted line, is based, for example, on the measured steering angle and the simplified equation (D2) described in the previous Figure 6B.

[0072] In other words, the method described in the preceding figures and the device controlling the method on a vehicle can be described as follows and optionally combined with other methods mentioned below.

[0073] Collision warning and avoidance systems based on environmental sensors (radar, lidar, ultrasound, cameras) are well known in the automotive sector. Such systems can also be applied to construction machinery. The key challenge is achieving a high detection rate of genuinely hazardous situations while simultaneously keeping the false positive rate as low as possible. The impact of false positives is critical because, on the one hand, they negatively impact confidence in the assistance function; on the other hand, active vehicle deceleration caused by a false detection can even create a dangerous situation (e.g., by a following vehicle rear-ending).

[0074] The following measures can be taken to reduce false positives:

[0075] 1. Model assumptions (specific to application and area of ​​operation, for example, “no crossing traffic on the motorway”)

[0076] 2. Additional environmental sensors (sensor fusion of multiple radar sensors, addition of cameras, lidar, ultrasound systems)

[0077] 3. Exploitation of vehicle knowledge, in particular prediction of the vehicle's own movement and restriction of monitoring to the area critical for a collision.

[0078] Measure 3, in particular, requires knowledge of the vehicle (dimensions, type of steering, such as articulated steering), but also additional information about the vehicle's condition and control. Known solutions often use a steering angle sensor to predict vehicle movement, in conjunction with the current vehicle speed and a kinematic model of the vehicle.

[0079] Based on this information, a prediction can be made about the critical area to be monitored for a specific period of time, for example, the next 5 seconds, assuming the current driving situation remains unchanged. Only objects detected by the radar within this predicted driving area are then considered critical, and only these objects can trigger a warning or intervention.

[0080] The solution requires a steering angle sensor, for example in the form of a steering sensor on the steering wheel or an angle sensor on the articulated joint or a position measuring system on the steering cylinder in articulated vehicles. This sensor causes, for example, additional costs due to the sensor itself, additional costs due to the integration of the sensor (deflection mechanisms or integration into the hydraulic cylinder), reduced system availability, as an additional sensor required for system operation increases the risk of system failure, and increased requirements for functional safety, as an additional sensor required for system operation increases the effort required to calculate the achievable performance level. An additional element in the functional safety chain poses the risk of no longer being able to achieve the required performance level.In addition, the sensor requires increased numerical effort on the control unit to predict the vehicle movement based on the steering angle information and the vehicle kinematics.

[0081] It is therefore desirable to be able to do without a steering angle sensor, but still be able to make a prediction about the vehicle movement in order to minimize false detections.

[0082] In the method described in the preceding figures, as well as the vehicle with the device controlling the method, the steering angle sensor and information on the vehicle kinematics are advantageously omitted. Instead, a yaw rate sensor (e.g., an inertial measurement unit) is used, which is required anyway to operate the radar sensor. A prediction of the vehicle's movement is made based on the vehicle speed and the yaw motion of the vehicle detected by the yaw rate sensor.

[0083] Yaw rate sensors are often MEMS-based and offer low costs and simple, flexible integration into the vehicle. Since they are required for the operation of the radar sensor anyway (the radar sensors require this information for internal signal processing), there are no additional system costs. While the steering angle cannot be derived from the yaw rate (integration is not possible due to measured offsets and unknown initial conditions), this is only noticeable when the vehicle is stationary, in which case intervention is not possible anyway (the vehicle is already stationary).

[0084] List of reference symbols

[0085] 100 methods for avoiding a collision of a vehicle

[0086] 105 Step of reading

[0087] 110 Step of determining an object path signal

[0088] 115 Step of determining a vehicle path signal

[0089] 120 steps of investigation

[0090] 125 Step of deactivation

[0091] 200 vehicles

[0092] 205 Device

[0093] 210 Yaw rate sensor

[0094] 212 Yaw rate signal

[0095] 217 Yaw rate interface

[0096] 220 speed sensor

[0097] 222 Speed ​​signal

[0098] 227 speed interface

[0099] 230 radar device

[0100] 232 radar signal

[0101] 237 Radar interface

[0102] 240 objects

[0103] 250 determination unit

[0104] 252 Object path signal

[0105] 254 Object movement path

[0106] 256 vehicle path signal

[0107] 258 Vehicle movement path

[0108] 260 direction unit

[0109] 265 Direction signal

[0110] 270 Investigation Unit

[0111] 272 Collision signal

[0112] 276 Time signal

[0113] 280 drive

[0114] 300 Step of capturing 305 Step of transmitting

[0115] 310 Step of further recording

[0116] 315 Step of further reading

[0117] 320 steps of calculation

[0118] 325 Substep of the determination

[0119] 330 Substep of determining

[0120] 335 Substep of transmission

[0121] 340 Step of creation

[0122] 500 front part of the vehicle

[0123] 505 rear part of the vehicle

[0124] 510 additional yaw rate sensor

[0125] 512 additional yaw rate signal

[0126] 517 additional yaw rate interface

[0127] 530 additional radar devices

[0128] 532 additional radar signals

[0129] 537 additional radar interfaces

[0130] 540 more objects

[0131] 545 front area

[0132] 550 rear area

[0133] 555 User interface part

[0134] 700 Gi guess

[0135] 705 second yaw rate

[0136] 710 third yaw rate M articulated joint

Claims

Claims Method (100) for avoiding a collision of a vehicle (200) comprising at least one yaw rate sensor (210), one speed sensor (220) and one radar device (230), wherein the method (100) comprises the following steps (105, 110, 115, 120): Reading (105) a yaw rate signal (212) from a yaw rate interface (217) to the yaw rate sensor (210), a speed signal (222) from a speed interface (227) to the speed sensor (220) and a radar signal (232) from a radar interface (237) to the radar device (230), wherein the yaw rate signal (212) represents a current yaw rate of at least a part of the vehicle (200) and wherein the speed signal (222) represents a speed of an intrinsic motion of the vehicle (200) and wherein the radar signal (232) represents a relative position and a relative speed between the vehicle (200) and an object (240) detected in a vicinity of the vehicle (200); Determining (110) an object path signal (252) using the yaw rate signal (212), the velocity signal (222) and the radar signal (232), wherein the object path signal (252) represents an expected path of motion (254) of the object (240); Determining (115) a vehicle path signal (256) using the yaw rate signal (212) and the speed signal (222), wherein the vehicle path signal (256) represents an expected motion path (258) of the vehicle (200); and Determining (120) a collision signal (272) using the object path signal (252) and the vehicle path signal (256), wherein the Collision signal (272) indicates a risk of collision between the vehicle (200) and the object (240).

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

3. Method (100) according to one of the preceding claims, wherein in step (120) of determining using the object path signal (252) and the vehicle path signal (256) a time signal (276) is determined, wherein the time signal (276) represents a calculated time interval between a current time and a collision time.

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

5. Method (100) according to one of the preceding claims, wherein in step (105) of reading the radar signal (232) represents the relative position and the relative speed within a short range of a maximum of 5 meters between the vehicle (200) and the object (240).

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

7. Method (100) according to one of the preceding claims, comprising a step (320) of calculating an area to be monitored in the vicinity of the vehicle (200) using the yaw rate signal (212) and the speed signal (222), wherein in the step of determining (120) the Collision signal (272) indicates a collision risk between the vehicle (200) and the object (240) within the area to be monitored. Method (100) according to one of the preceding claims, wherein the vehicle (200) is designed as an articulated work vehicle with a front vehicle section (500) and a rear vehicle section (505), wherein the yaw rate sensor (210) and the radar device (230) are arranged on the front vehicle section (500) and wherein a further yaw rate sensor (510) and a further radar device (530) are arranged on the rear vehicle section (505), wherein the step (110) of determining the object path signal (252) is performed when a direction signal (265) indicates forward travel. Method (100) according to claim 8.wherein in step (105) of reading, a further yaw rate signal (512) is read from a further yaw rate interface (517) to the further yaw rate sensor (510) and a further radar signal (532) is read from a further radar interface (537) to the further radar device (530), wherein the further yaw rate signal (512) represents a current yaw rate of the rear part of the vehicle (505) and wherein the further radar signal (532) represents a relative position and a relative velocity between the vehicle (200) and a further object (540) detected in the vicinity of the vehicle (200), wherein in step (110) of determining an object path signal (252), a further object path signal is determined using the further yaw rate signal (512) and the further radar signal (532) when the direction signal (265) indicates reversing, wherein the further object path signal represents an expected path of motion of the further object (540) represents,and wherein in step (115) of determining a vehicle path signal (256) the vehicle path signal (256) is determined using the further yaw rate signal (512) and the speed signal (222), and wherein in step (120) of determining the collision signal (272) is determined using the further object path signal and the vehicle path signal (256), wherein the, A collision signal (272) indicates a collision hazard between the vehicle (200) and the other object (540). A method (100) according to any one of the preceding claims, wherein in step (120) of detection the collision signal (272) is output to a user interface (555) to generate a visual and / or audible and / or haptic warning message. A method (100) according to any one of the preceding claims, comprising a step (125) of deactivating a drive system (280) of the vehicle (200) using the collision signal (272). A computer program configured to execute and / or control the steps of the method (100) according to any one of the preceding claims. A machine-readable storage medium on which the computer program according to claim 12 is stored.

Images