EP2561499A1 - Procédé pour avertir un conducteur d'un véhicule de la présence d'objets dans une zone d'angle mort et équipement d'assistance de conduite correspondant - Google Patents

Procédé pour avertir un conducteur d'un véhicule de la présence d'objets dans une zone d'angle mort et équipement d'assistance de conduite correspondant

Info

Publication number
EP2561499A1
EP2561499A1 EP11712842A EP11712842A EP2561499A1 EP 2561499 A1 EP2561499 A1 EP 2561499A1 EP 11712842 A EP11712842 A EP 11712842A EP 11712842 A EP11712842 A EP 11712842A EP 2561499 A1 EP2561499 A1 EP 2561499A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
points
space
group
driver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11712842A
Other languages
German (de)
English (en)
Inventor
Adrien Charpentier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Schalter und Sensoren GmbH
Original Assignee
Valeo Schalter und Sensoren GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Schalter und Sensoren GmbH filed Critical Valeo Schalter und Sensoren GmbH
Publication of EP2561499A1 publication Critical patent/EP2561499A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88—Lidar systems specially adapted for specific applications
    • G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
    • G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9315—Monitoring blind spots

Definitions

  • the invention relates to a method for warning a driver of a vehicle of the presence of objects in a blind spot area of the vehicle. It is measured by means of a sensor unit in a single measuring cycle for a plurality of
  • the invention additionally relates to a driver assistance device which is designed to carry out such a method.
  • optical sensors are used which monitor the blind spot area. Such sensors are usually at one
  • Motor vehicle is the subject of the document WO 95/25322 A1.
  • the detection is done by heat generated by objects in the blind spot area, such as by motor vehicles.
  • the heat is detected by the passive sensor and the objects in the blind spot area can thus be detected.
  • Fig. 1 shows a vehicle 1, which has a longitudinal axis A.
  • the vehicle 1 comprises a driver assistance device 2, which has a sensor unit 3.
  • the sensor unit 3 is designed as a sensor array and comprises a plurality of individual infrared sensors.
  • the sensor unit 3 is for Detecting objects formed in a lying right of the vehicle 1 Totwinkel Anlagen 4.
  • the individual sensors generate all sensor signals 5 to 20, which have the same horizontal angular width b or in each case different angular widths b.
  • the individual sensors of the sensor unit 3 each have a different detection direction in the horizontal plane; this means that the sensor signals 5 to 20 in each case in a different beam angle to
  • Vehicle longitudinal axis A are emitted.
  • Radiation directions of the signals of the individual sensors, a corresponding surface area to be monitored is covered laterally and behind the vehicle 1.
  • the sensor unit 3 supplies a distance value for a plurality of detection directions, namely on the basis of received reflection directions. In a measuring cycle, this is for each detection direction or for each individual
  • Infrared light source each detected a distance value.
  • a multiplicity of distance values are thus available for each individual measuring cycle. If you now value the individual
  • a method according to the invention is designed to warn a driver of a vehicle of the presence of objects in a blind spot area of the vehicle.
  • a sensor unit detects a distance value for each of a plurality of different detection directions in a single measurement cycle, each pair of a detection direction and the associated distance value corresponding to a spatial point in an environment of the vehicle. It is provided according to the invention that, according to predetermined grouping criteria, the spatial points are combined in groups in such a way that the groups are each assigned to an object. Over at least two measuring cycles of the sensor unit, a change in a relative position of at least one of the groups with respect to the vehicle is detected, and the driver is warned depending on this change.
  • the effect according to the invention is thus achieved by combining the detected spatial points into groups according to predefined grouping criteria for detecting individual objects located in the surroundings of the vehicle, each representing an object located in the surroundings of the vehicle.
  • grouping criteria are defined in such a way that spatial points belonging to one and the same object are combined into a common group.
  • the space points are each by a few of a particular
  • the invention has the significant advantage that not - as in the prior art - individual space points must be tracked and monitored, which is connected in the prior art with a particularly high effort in terms of temporal allocation of the space points to each other, but observed the spatial points in groups and can be tracked. Unlike in the prior art, in the subject matter of the invention, individual objects located in the vicinity of the vehicle, which are represented by the groups of spatial points, can be tracked. This in turn makes it possible to establish simple criteria according to which the driver is to be warned in the presence of objects in the blind spot area.
  • the groupwise observation of the spatial points over the duration of at least two measurement cycles also has the advantage that the probability of an error in the tracking of objects or in the temporal assignment of the groups to one another is reduced to a minimum over a plurality of measurement cycles. Namely, it would be in the pursuit of individual points in space - as in the prior art - a certain point in space, which was detected in a previous measurement cycle, such a point in space from the current measurement cycle, which for the minimum causes local allocation errors. This means that from the current measurement cycle that point in space would be assigned to the previously acquired point in space - according to the criterion of the smallest distance - which corresponds to the previously acquired
  • Assignment errors can be provided by a corresponding algorithm, for example the Dijkstra algorithm.
  • the method according to the invention thus makes it possible to track detected objects with the highest accuracy and virtually error-free, so that the driver can be reliably warned against the presence of objects in the blind spot area.
  • the method is particularly preferably applied to such a sensor unit which has a plurality of stationary individual sensors arranged directly next to one another - in particular infrared light sources.
  • the individual sensors preferably send detection signals each in a different one
  • a first sensor may comprise, for example, such a detecting direction, which includes the vehicle longitudinal axis at an angle of 1 0 or 2 ° or 3 ° or 4 ° or 5 ° or 6 ° or 7 ° or 8 ° or 9 ° or 10 °.
  • the detection direction of a last of the sensors can with the
  • Vehicle longitudinal axis for example, an angle of 40 ° or 41 ° or 42 ° or 43 ° or 44 ° or 45 ° or 46 ° or 47 ° or 48 ° or 49 ° or 50 °.
  • the sensors can emit their detection signals in a single measurement cycle simultaneously or in chronological succession.
  • Detection signals sent in succession in a single measurement cycle it is preferably provided that this takes place with a frequency between 1 0 Hz and 100 Hz.
  • the measuring cycles can also be repeated with a frequency from a value range of 10 Hz to 100 Hz.
  • the sensor unit has more than five, in particular more than ten, in particular sixteen sensors.
  • the sensor unit can therefore, for example, a number of sensors from a range of 5 to 30 exhibit. If the sensor unit comprises sixteen individual sensors, then sixteen space points are available for each measuring cycle, which groups are grouped according to the predetermined grouping criteria.
  • a sensor unit which transmits light in the infrared spectral range.
  • a sensor unit can be used which is already known from the document DE 10 2007 004 973 A1.
  • With an optical sensor device can be achieved - in contrast to ultrasonic sensors or radar-based systems - on the one hand a particularly large spatial resolution and on the other hand, a wide detection range of a few millimeters to tens of meters.
  • the sensor unit may be arranged, for example, in or on an exterior mirror of the motor vehicle.
  • the group criteria are defined in such a way that spatial points belonging to the same object become a common group
  • Grouping criteria include that the individual space points depending on a geometric arrangement of the space points to each other and / or with respect to the
  • the grouping of the individual spatial points preferably takes place as a function of the arrangement of the individual spatial points relative to one another and / or with respect to the vehicle and / or depending on the arrangement of those formed from the spatial points
  • a segment is understood to be a straight line or a multiplicity of interpolation points, which connects at least two adjacent spatial points to one another.
  • the grouping of the individual spatial points for example, depending on the orientation or orientation of individual segments to each other and / or carried out with respect to the vehicle longitudinal axis.
  • This embodiment is the realization on the basis that the objects located in the vicinity of the vehicle are usually other motor vehicles or guardrails or protective walls standing next to the road and have a certain geometry, which is essentially known.
  • the grouping criteria include that a number of at least n space points whose balance line with the vehicle's longitudinal axis includes an angle of 0 ° +/- 10 ° are grouped together as a guardrail or guardrail adjacent to the road is interpreted as belonging.
  • the number n may be equal to 3 or 4 or 5 or 6 or 7.
  • the equalizer line is a straight line that is formed from the spatial points using the linear regression method. Ideally, then runs the
  • this group of spacepoints is preferably ignored in deciding to issue a warning to the driver. This means that this group of points in space will be disregarded if predetermined
  • Warning criteria are checked, according to which the driver should be warned. This has the advantage that the driver is not unnecessarily affected when driving the motor vehicle.
  • the respective distance between two directly adjacent spatial points can also be evaluated.
  • immediately adjacent room points are those points in space that are assigned to two directly adjacent detection directions of the sensor unit.
  • the grouping criteria may include that two immediately adjacent space points are then combined into a common group, if a distance between these space points smaller than a predetermined
  • This limit can, for example, in a range of 30 cm are up to 200 cm; he is for example 50 cm. In this way, it is possible to reliably separate the spatial points belonging to different objects from one another and to form groups of points in space, each one of them
  • the grouping criteria may include that two directly adjacent points in space are then combined to form a common group if a line or segment extending through these two points in space corresponds to an angle from a range of values of the vehicle longitudinal axis
  • the angle is 45 ° +/- 10 °, this is a sign that one of the points in space is a point of a side edge and the other point of space is a point of a front fabric catcher of another motor vehicle.
  • These two points in space can therefore be combined into a common group that represents a particular object, namely, for example, a motor vehicle.
  • the spatial points can be reliably grouped, and it can be found those spatial points that belong to a common group.
  • side flanks, front bumpers, as well as corners of motor vehicles can be detected.
  • the grouping criteria may further include that each group comprises at most a single subset of three immediately adjacent spatial points which are arranged in relation to each other such that a line passing through a first outer spatial point and the central spatial point extends through one the middle point in space and a second outer line point extending line includes an angle from a value range of 80 ° to 100 °. If such a subgroup is detected by three points in space, it is most likely to be points of a corner of another motor vehicle. Thereby the sensor unit - which detects the blind spot area - only a single corner of other vehicles can be detected, namely one of the front corners, each group is assigned at most a single subgroup of such three spatial points. This has the advantage that the spatial points can be separated even more accurately from one another and assigned to the objects located in the environment.
  • the grouping criteria described above allow the grouping of points in space that were recorded in a single measurement cycle. Additionally or alternatively, it can also be provided that spatial points acquired for the grouping of the spatial points into groups over at least two measuring cycles are used. Namely, the grouping of the spatial points can be carried out in such a way that those spatial points are combined into a common group which have the same velocity vector. In this way, for example, the grouping of the spatial points into groups can be made plausible; already generated groups of spatial points can be checked by means of velocity vectors.
  • the change in the position of at least one group with respect to the vehicle is detected, and depending on this change, the driver is warned.
  • the group is tracked for at least two measurement cycles, and the driver is warned or not depending on a result of this tracking.
  • the detection of the change in the position of the group or the tracking of the group preferably comprises assigning a group of spatial points acquired in a current measurement cycle to a corresponding group of spatial points acquired in a preceding measurement cycle and comparing the respective positions of these two groups with respect to the vehicle become.
  • the group detected in the preceding measurement cycle is preferably updated by the corresponding group detected in the current measurement cycle.
  • the exact assignment of the current group to the previously detected group thus enables the determination of the respective instantaneous position of an object with respect to the vehicle and thereby the reliable warning of the driver when fulfilling predetermined warning criteria. It proves to be particularly advantageous if the assignment of the groups takes place with the aid of the Dijkstra algorithm. This algorithm ensures a minimal allocation error. In fact, this algorithm finds the minimum global error instead of settling for the minimum local error. So the global allocation error is minimized, not the local one. In general, therefore, the assignment of the groups takes place by means of such an algorithm, in which the minimum global assignment error is found.
  • a certain group of spatial points detected in a previous measurement cycle can not be assigned a corresponding group of spatial points in the current measurement cycle.
  • a first object located initially in the detection range of the sensor unit - e.g. B. a first motor vehicle - by a second object - z. B. a second motor vehicle is covered.
  • the group of spatial points acquired in the preceding measuring cycle is preferably extrapolated to a new group of spatial points. This means that the position of the group in the current measurement cycle is estimated, namely based on the position of the group in at least one previous measurement cycle. In this way, the group thus extrapolated can then be assigned to a further group in a subsequent measuring cycle, namely when it reappears in the detection range of the sensor unit.
  • the change in the position of at least one group with respect to the vehicle is detected.
  • This detection preferably comprises detecting a relative speed of the group with respect to the vehicle and / or a direction of movement of the group with respect to the vehicle and / or an acceleration of the group with respect to the vehicle.
  • the tracking of the group may thus include the determination of the respective instantaneous relative speed of the objects or the corresponding groups and / or the direction of movement and / or the acceleration.
  • the speed and / or the direction of movement and / or the acceleration can be improved Warning criteria are defined according to which the driver is warned of the presence of objects in the blind spot area or not.
  • This warning criterion can initially include that at least one spatial point of a group of spatial points is in the blind spot area.
  • the warning criterion may further include that an elapsed time of the presence of the group in the blind spot area has exceeded a predetermined limit. If a certain object stops in the blind spot area for a certain period of time, the warning is thus output to the driver. The driver is thus warned of the presence of objects only if there is actually a risk of a collision. In each case, for at least two different directions, from which the object enters the blind spot area, it is particularly preferable to predetermine different limit values for the said period of time. This may, for example, be such that the warning to the driver when objects enter from the rear into the blind spot area is output significantly earlier than objects entering at the front.
  • overtaken vehicles as well as oncoming traffic are therefore not displayed to the driver, since the driver can see them themselves, unless they remain in the blind spot area longer than a predetermined period of time.
  • the warning can only be issued if these objects remain in the blind spot area for more than three seconds.
  • the warning can occur much earlier - namely already after 0.3 seconds or 0.4 seconds or 0.5 seconds or 0.6 seconds or 0.7 seconds or 0, 8 seconds or 0.9 seconds or after one second.
  • the driver is thus not unnecessarily impaired when driving the vehicle, he quickly gets only those vehicles displayed that pose a potential danger. The safety and comfort are thus ensured.
  • the warning criterion may include that an elapsed time period of the
  • Presence of the group in the blind spot area has exceeded a predetermined limit.
  • the warning criterion is further specified.
  • the space points are grouped according to the predetermined grouping criteria, and the space points are tracked in groups. If the spatial points are combined into groups, then objects of spatial points of at least one group-in particular of respective spatial points of each group-can be generated digitally. These digital objects - each representing a real object in the environment - can then be tracked.
  • the generation of the objects may, for example, be such that first of all a segment is formed from those spatial points of a certain group lying on a common line and the object is generated from these segments and / or by adding the segments with new segments.
  • the advantage of creating a digital object is that not only the respective points in space of the groups but also entire objects can be tracked, which in turn increases the accuracy and reliability of checking the warning criteria.
  • This also has the advantage that the creation of digital objects creates a digital environment map of the environment of the vehicle, which can be displayed to the driver on a display device in the vehicle, for example.
  • a top view of the vehicle and the surrounding objects can be displayed in a schematic representation on a display device.
  • a driver assistance device is designed to warn a driver of a vehicle of the presence of objects in a blind spot area of a vehicle.
  • the driver assistance device comprises a sensor unit, which in each case detects a distance value for a plurality of different detection directions in a single measurement cycle.
  • each pair of a detection direction and the associated distance value corresponds to a spatial point in an environment of the vehicle.
  • the driver assistance device is configured to group the spatial points into groups in accordance with predetermined grouping criteria such that the groups are each assigned to an object to detect a change in a relative position of at least one of the groups with respect to the vehicle over at least two measurement cycles and depending on this Change to warn the driver.
  • a vehicle in particular a motor vehicle, preferably a passenger car, which comprises a driver assistance device according to the invention.
  • Show it: 1 is a schematic representation of a plan view of a vehicle with a driver assistance device for detecting objects in the blind spot area;
  • FIG. 2 is a flowchart of a method according to an embodiment of the invention.
  • 3 is a schematic illustration of spatial points detected by a sensor unit, the manner in which the spatial points are grouped into groups according to predetermined grouping criteria;
  • Figure 4 is a schematic representation of a top view of the vehicle, wherein two separate groups of space points are shown.
  • Fig. 5 shows a schematic representation of the space points of FIG. 3, wherein from the
  • FIG. 6 is a schematic representation of the spatial points according to FIG. 3, wherein objects are formed from segments; FIG. and
  • FIG. 7 shows a schematic representation of two groups of two spatial points detected in successive measuring cycles, wherein the temporal assignment of the groups to one another is explained in more detail in the case of a tracking of an object.
  • the invention makes use of a driver assistance device 2, as shown in FIG. 1 and already described.
  • the vehicle 1 is a passenger car.
  • the vehicle 1 moves according to the arrow P1.
  • the vehicle 1 comprises the driver assistance device 2, which is designed to detect objects in the blind spot area 4 of the vehicle 1.
  • the driver assistance device comprises the first sensor unit 3, which is arranged on the right side of the vehicle 1, namely, for example, on an outside mirror.
  • the sensor unit 3 detects the blind spot area 4.
  • a further sensor unit 21 is also arranged, which is designed for detecting objects in a blind spot area, not shown, on the left side of the vehicle 1.
  • the driver assistance device 2 comprises a control and evaluation unit 22, which is designed to evaluate the signals detected by the sensor units 3, 21.
  • the sensor unit 21 is the same as the sensor unit 3 constructed.
  • the sensor unit 3 in the exemplary embodiment is a sensor array having a multiplicity of individual infrared light sources or infrared sensors.
  • sixteen separate infrared sensors are provided in this regard, the number being exemplary.
  • Each of these individual sensors of the sensor unit 3 is designed to generate an infrared signal.
  • the infrared sensors each have a different detection direction in the horizontal plane; the detection directions each include a different angle with the vehicle longitudinal axis A.
  • the infrared sensors are aligned to the rear, ie in the direction of the blind spot area 4.
  • the blind spot area 4 is known to be that area which is visible to the driver neither in the interior mirror nor in the exterior mirrors.
  • the blind spot area 4 is clearly defined (ISO definition). It can, for example, extend laterally of the vehicle 1 up to 3.5 meters and behind the vehicle 1 from the B-pillar up to six to nine meters.
  • FIG. 2 shows a flow chart, by means of which a method according to an embodiment of the invention will be explained in more detail below.
  • the sensor unit 3 supplies a detected distance value for all detection directions, that is to say for all infrared sensors, and transmits these distance values to the control and evaluation unit 22.
  • the measurement cycles can take place at a frequency of 10 Hz up to 100 Hz are repeated - distance values are supplied for all detection directions.
  • the control and evaluation unit 22 receives sixteen distance values from the sensor unit 3.
  • Each pair of a distance value and the associated detection direction represents a spatial point in the surroundings of the vehicle 1.
  • a point in space is determined both by a distance value and by defines the assigned acquisition direction.
  • the sensor unit 3 in the exemplary embodiment therefore supplies sixteen spatial points, which are each represented by a distance value and a detection direction or an angle with respect to the vehicle longitudinal axis A.
  • control and evaluation unit 22 groups the spatial points of each measurement cycle. Namely, the space points are grouped according to predetermined grouping criteria.
  • the grouping criteria are predefined so that the groups of spatial points formed from this are each assigned to a different object.
  • the spatial points are grouped together according to predetermined grouping criteria, each of which represents an object.
  • the grouping criteria thus include that points of interest belonging to the same object are combined to form a common group. Initially, the respective distances between each two immediately adjacent spatial points are evaluated.
  • the two immediately adjacent spatial points belong to a common group only if the distance between these spatial points is smaller than a predetermined limit. This limit can be, for example, 50 cm (in space).
  • the grouping of the spatial points becomes the orientation or the orientation of a line
  • Vehicle longitudinal axis A includes an angle from a value range of -10 ° to +10 ° or an angle from a value range of -80 ° to 100 ° or an angle from a value range of 35 ° to 55 °.
  • each group may, for example, comprise at most only one subgroup of three immediately adjacent spatial points in which a line passing through the first external point and the central point coincides with the line passing through the central point and the second external point includes an angle from a value range of 80 ° to 100 °.
  • the sensor unit 3 detects five points 23a to 23e in one measurement cycle, three further points in space 24a to 24c, as well as four further points in space 25a to 25d and three points in space 26a to 26c.
  • the vehicle longitudinal axis A is shown in Fig. 3 au outside.
  • the space points 24a to 24c are each at a distance from one another which is smaller than the above-mentioned limit value.
  • a through the space points 24a to 24c extending line 27 closes with the
  • Vehicle longitudinal axis A also an angle of about 90 °.
  • These space points 24a to 24c are arranged outside to the space points 23a to 23e and 25a to 25d and 26a to 26c at a distance larger than the above-mentioned limit. The space points 24a to 24c are thus after the mentioned
  • the space points 25a to 25d are in pairs also at such a distance from each other, which is smaller than the above limit. These spatial points 25a to 25d can therefore be combined into a common group 29. Likewise, the respective distance between the adjacent space points 26a to 26c is smaller than the above-mentioned limit value. The points in space 26a to 26c can thus also be combined into a common group 30.
  • each group 28 to 30 may in each case comprise at most only a single subgroup of three spatial points in which the two lines mentioned enclose an angle from a value range of 80 ° to 100 °.
  • Lines 25a and 25b extending line 31 encloses with an extending through the space points 25b and 25c line 32 an angle ⁇ of 90 °.
  • a line 33 passing through the point of space 26a and the point of space 26b encloses an angle of 90 ° with a line 34 passing through the points of space 26b and 26c.
  • the control and evaluation unit 22 recognizes that the spatial points 25a to 25c, as well as the spatial points 26a to 26c, are each points of a corner region of a motor vehicle is. It is thus not possible for the point of space 25d to belong to the group 30; the point of space 25d is assigned to the group 29.
  • control and evaluation unit 22 also recognizes, for example, that the group 35 comprises a total of five space points 23a to 23e and a balancing line 36 with the
  • Vehicle longitudinal axis A includes an angle of 0 °.
  • the control and evaluation unit 22 thus interprets the space points 23a to 23e as belonging to a guardrail or a protective wall which is adjacent to the road.
  • the balance line 36 is obtained by a linear regression of the space points 23a to 23e; Ideally, the balancing line 36 corresponds to a line passing through all the space points 23a to 23e. In the control and evaluation unit 22 criteria are stored, which allow the
  • FIG. 4 shows a further example of how the control and evaluation unit 22 combines the detected spatial points into groups.
  • 4 shows two groups of spatial points, namely a group 37, as well as a group 38.
  • the control and evaluation unit 22 interprets the group 38 of spatial points as points of a guardrail or a protective wall.
  • the spatial points of the group 37 are oriented or oriented in such a way that a line extending through these spatial points or, if appropriate, a straight line of equalization with the vehicle longitudinal axis A forms an angle of one
  • control and evaluation unit 22 interprets group 37 of space points as points of a front bumper of another vehicle.
  • segments are formed in a subsequent step S3, namely from the spatial points.
  • the generation of segments from the individual space points will be explained in more detail.
  • the space points 23a to 23e are not further processed.
  • the remaining groups 28 to 30 now form segments.
  • segments are generated from those points in space which lie substantially on a straight line.
  • a segment 39 is formed, which includes the space points 24a to 24c.
  • the segment 39 represents, as it were, a section or a line, and more precisely a multiplicity of interpolation points, and connects them
  • Evaluation unit 22 as side edges of other vehicles.
  • the vehicle is a vehicle
  • control and evaluation unit 22 can thus detect overtaking as well as outdated vehicles, as well as oncoming traffic.
  • step S4 digital objects are generated from the segments 39 through 43 to represent the actual detected objects.
  • step S4 digital objects are generated from the segments 39 through 43 to represent the actual detected objects.
  • the space points 23a to 23e of the group 35 are not further processed.
  • a - that is to say for each segment which encloses an angle from the value range of 80 ° to 100 ° with the vehicle longitudinal axis A - an object is formed in each case.
  • the objects are each represented as a rectangle.
  • the respective widths of the rectangles correspond to the length of the associated vertical segment.
  • the length of the rectangle is the length of the horizontal segment.
  • a predefined and stored value is used for the length of the rectangle, namely in the embodiment 3 m.
  • an object 44 is generated for the segments 40 and 41, an object 45 for the segments 42 and 43, and an object 46 with a predetermined length of 3 m for the segment 39.
  • Step S5 the change in the relative position of the objects 44 to 46 relative to the vehicle 1 is detected over a plurality of measurement cycles.
  • the tracking of the objects 44-46 includes associating the objects 44-46 acquired in the current measurement cycle with the corresponding objects 44-46 acquired in a previous measurement cycle representing the same object. This assignment takes place in step S5 according to the Dijkstra algorithm. This algorithm ensures that at the
  • FIG. 7 Shown in FIG. 7 are two spatial points 47, 48 of a group or of an object 49, as well as two spatial points 47 'and 48' of the same object 49 'detected in a subsequent measuring cycle. If one were to associate individual points in space according to the criterion of the smallest distance, one would associate with the point of space 47 the point of space 48 'according to the arrow P2, and not the point of space 47' - as is schematically illustrated in FIG. 7 with a strikethrough point 47 ' , Although such a mapping would have a minimal local allocation error, it would be wrong globally. If now the assignment of the entire groups or of the entire objects 49, 49 'to one another by means of the Dijkstra algorithm, the global allocation error is minimized, and the spatial point 47 is calculated according to the
  • the room point 48 is assigned the point in space 48 '.
  • the objects 44 to 46 are tracked by the control and evaluation unit 22.
  • This tracking includes - as already stated - the temporal assignment of the objects to each other, namely according to the Dijkstra algorithm. It also includes the fact that an object of a previous measuring cycle is updated by a corresponding object of the current measuring cycle.
  • the tracking further includes that the position of the objects 44 to 46 is estimated or extrapolated in the current measurement cycle, namely when one of the objects 44 to 46 in the current one Measuring cycle disappears.
  • Such a scenario may exist if one of the objects 44 to 46 is covered by another object 44 to 46, ie if one of the objects 44 to 46 is in a line of sight between the sensor unit 3 and another object 44 to 46.
  • Such an estimate of the current position of the objects 44 to 46 takes place, for example, using the Kalman filter.
  • a warning criterion is fulfilled or not. If the warning criterion is met, the control and evaluation unit 22 warns the driver by outputting, for example, an acoustic and / or an optical signal, namely in a further step S7.
  • the warning criterion includes that one of the objects 44 to 46 is at least partially in the blind spot area 4.
  • the control and evaluation unit 22 takes into account, on the one hand, the direction from which an object enters the blind spot area 4 and, on the other hand, also the elapsed time duration for which the object is in the blind spot area 4. If this time exceeds a predetermined limit value, the warning is output in step S7. This limit is different depending on the direction of entry of the object in the blind spot area. 4
  • this limit is for example in one
  • an object enters the blind spot area 4 from the front it is an overhauled vehicle or a vehicle
  • this limit is, for example, in a value range of 2 s to 5 s and is for example 3 s. If an object enters the blind spot area 4 laterally, this limit value can be in a value range of 0.1 s to 1 s.
  • control and evaluation unit 22 can also determine the relative speed and / or the relative acceleration
  • the warning is issued until the distance between the two vehicles a predetermined limit -. B. 2 or 2.5 or 3 meters - exceeds. In other words, the warning is issued in this case as long as the distance between the vehicles below the
  • step S4a it may happen that single space points remain that can not be assigned to a specific group.
  • Such spatial points are detected in a step S4a. These can, for example, be individual points in space or occur in pairs.
  • step S5a these individual points in space - like the objects in step S5 - are tracked. This tracking can be done in the same way as for items 44-46.
  • the simple criterion of the smallest distance can be applied.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electromagnetism (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Human Computer Interaction (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé servant à avertir un conducteur d'un véhicule (1) de la présence d'objets dans une zone d'angle mort (4) du véhicule (1), une valeur d'éloignement étant à chaque fois détectée au moyen d'une unité de capteur (3) dans un seul cycle de mesure pour une pluralité de directions de détection différentes et chaque paire à partir d'une direction de détection et de la valeur d'éloignement associée correspondant à un point spatial (23, 24, 25, 26) aux alentours du véhicule (1). Selon des critères de groupement prédéfinis, les points spatiaux (23, 24, 25, 26) sont rassemblés en des groupes (28, 29, 30, 35, 37, 38) de telle sorte que les groupes (28, 29, 30, 35, 37, 38) sont chacun associés à un objet se trouvant aux alentours du véhicule (1), une modification d'une position relative d'au moins un des groupes (28, 29, 30, 35, 37, 38) étant détectée par rapport au véhicule (1) sur au moins deux cycles de mesure et le conducteur étant averti en fonction de cette modification. L'invention concerne en outre un équipement d'assistance de conduite (2) correspondant.
EP11712842A 2010-04-23 2011-04-05 Procédé pour avertir un conducteur d'un véhicule de la présence d'objets dans une zone d'angle mort et équipement d'assistance de conduite correspondant Withdrawn EP2561499A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010018038.6A DE102010018038B4 (de) 2010-04-23 2010-04-23 Verfahren zum Warnen eines Fahrers eines Fahrzeugs vor der Anwesenheit von Objekten in einem Totwinkelbereich und entsprechende Fahrerassistenzeinrichtung
PCT/EP2011/055225 WO2011131477A1 (fr) 2010-04-23 2011-04-05 Procédé pour avertir un conducteur d'un véhicule de la présence d'objets dans une zone d'angle mort et équipement d'assistance de conduite correspondant

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EP2561499A1 true EP2561499A1 (fr) 2013-02-27

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DE (1) DE102010018038B4 (fr)
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DE102013001228B4 (de) 2013-01-25 2025-05-15 Zf Cv Systems Europe Bv Verfahren zum Ermitteln eines Auslösekriteriums für eine Bremsung und Notbremssystem für ein Fahrzeug
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DE102010018038B4 (de) 2023-08-10
WO2011131477A1 (fr) 2011-10-27

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