WO2009019214A2 - Procédé de détermination d'une zone probable de maintien et de déplacement d'un organisme vivant - Google Patents

Procédé de détermination d'une zone probable de maintien et de déplacement d'un organisme vivant Download PDF

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Publication number
WO2009019214A2
WO2009019214A2 PCT/EP2008/060137 EP2008060137W WO2009019214A2 WO 2009019214 A2 WO2009019214 A2 WO 2009019214A2 EP 2008060137 W EP2008060137 W EP 2008060137W WO 2009019214 A2 WO2009019214 A2 WO 2009019214A2
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WO
WIPO (PCT)
Prior art keywords
living
movement
area
determined
account
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.)
Ceased
Application number
PCT/EP2008/060137
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German (de)
English (en)
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WO2009019214A3 (fr
Inventor
Oliver Scherf
Stephan Zecha
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.)
Aumovio Safety Engineering GmbH
Original Assignee
Continental Safety Engineering International 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 Continental Safety Engineering International GmbH filed Critical Continental Safety Engineering International GmbH
Priority to DE200811001804 priority Critical patent/DE112008001804B4/de
Publication of WO2009019214A2 publication Critical patent/WO2009019214A2/fr
Publication of WO2009019214A3 publication Critical patent/WO2009019214A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T7/00—Image analysis
    • G06T7/20—Analysis of motion
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/003—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks characterised by occupant or pedestian
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T2207/00—Indexing scheme for image analysis or image enhancement
    • G06T2207/30—Subject of image; Context of image processing
    • G06T2207/30241—Trajectory
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06T—IMAGE DATA PROCESSING OR GENERATION, IN GENERAL
    • G06T2207/00—Indexing scheme for image analysis or image enhancement
    • G06T2207/30—Subject of image; Context of image processing
    • G06T2207/30248—Vehicle exterior or interior
    • G06T2207/30268—Vehicle interior
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • 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

Definitions

  • a method for determining a probable range of motion of a living being
  • the invention relates to a method for determining a probable future movement-occupied area of a living being, in particular for use in a personal protection system in a vehicle or a driving simulator.
  • at least one sensor system detects environmental information.
  • the environmental information is evaluated by a computing unit in order to identify a living being.
  • a movement trajectory and a state of motion at a given point in time are determined for the living being.
  • the prognosis ability of the movement behavior of the living being is of crucial importance.
  • the more accurately the prognosis capability is developed the more likely a selective triggering of protection systems adapted to the situation becomes possible. In this way, in particular false alarms can be avoided, which contribute nothing to the protection of the road users and only increase the maintenance costs of the vehicle or in the case of false warnings irritate the driver or result in consequential damage.
  • DE 103 25 762 A1 describes a method for operating an image processing system for a vehicle.
  • information is detected with at least one image sensor and evaluated with a computing unit to the effect to detect the presence of road users.
  • the direction of view of one or more detected road users is recorded. This will estimate the risk of collision by taking the attention of road users into account.
  • the detection of the viewing direction of one or more road users is used as a measure of attention. This is based on the consideration that the line of sight of a road user indicates whether he is attentive and, for example, an approaching vehicle is perceived by this road user.
  • the risk of collision is considered to be higher if the road user looks in a direction opposite to the image sensor than if he / she looks directly into the image sensor.
  • road users recognized as a function of the detected and evaluated viewing direction form a probability measure for estimating the collision risk. This is formed on the basis of movement information of the vehicle and / or of the recognized road user (s).
  • the movement information is the speed, direction and trajectory with which a vehicle and / or a recognized road user move.
  • DE 10 2005 051 805 B3 describes a method for assisting a driver in dangerous areas, in which environmental information from the vehicle environment is detected in order to identify a danger area and its topology. Due to the topology of the danger zone, a minimum speed and permissible maximum speed necessary for passing the danger zone are then determined.
  • environmental information is recorded with at least one sensor system.
  • the environmental information is evaluated with a computing unit to identify a living being.
  • a movement trajectory and a state of motion are determined at a given time.
  • possible locations are determined for one or more future points in time based on a location of the movement trajectory and the state of motion, taking into account a physiological mobility of the living being.
  • a living being is understood to mean a cyclist, a pedestrian or an animal.
  • a movement-occupied area of the living being is understood to mean a region in which the living being will be present with a high probability (greater than 50%, in particular greater than 70% and more preferably greater than 90%) in a future or the next time.
  • the invention is based on the idea that the living organism can not move on physiologically conditioned in all directions with the same acceleration capacity.
  • the current form of exercise is therefore not updated into the future according to this method, but on the basis of which a limited physiological mobility is taken into account.
  • living beings have the possibility of abrupt changes of direction by turning around their own axis, steps sideways or to the rear, which massively changes the living space of the living being compared to conventional trajectory predictions, as determined by various Bwegungsstudien could be.
  • sensory recording of environmental information for example using imaging techniques, on the one hand a movement trajectory and on the other hand a state of motion for the living being can be determined.
  • RFID Radio Frequency Identification
  • the method is carried out iteratively for temporally progressing times, whereby a high prognosis quality is obtained.
  • One or more of the following parameters are determined and processed as parameters for determining the movement state and / or the future possible movement location area:
  • a position of the living thing This is understood to mean in particular a relative position of the living being to the vehicle.
  • the criterion can also be a distance or a relative position of the living being to a determined course of movement of the vehicle.
  • An orientation of the living being to the environment This is understood in particular in which angle the living being to the environment, in particular to the vehicle or to a roadway, is located. Due to the physiological motive power of the living being, the orientation of the living being to the environment, for example with the back to the road or the vehicle standing or going sideways to the roadway or the vehicle, plays a major role in the future possible movement area. A translational and / or rotational speed of the living being. The physiological mobility and thus the future possible range of movement habitation depend on a speed of the living being, with which this moves.
  • a translational and / or rotational acceleration of the living being from which, due to the physiological motive power of the living being, the maximum speed and / or the further acceleration capacity achievable by the living being depend on it.
  • This parameter to be taken into account is based on the consideration that a living being already making a turn can only make a limited change in the direction of movement and / or the speed and / or the acceleration in comparison to a living being running straight ahead.
  • a particularly weather-dependent ground friction value of the ground which is e.g. can be scaled at determined humidity.
  • the soil friction coefficient is of crucial importance for the acceleration capacity of the living being.
  • a class of the living being in particular the age of the living being, a given body dimension (eg height, leg or stride length), a gender or a genus (eg human / animal / child / cyclist) a mobility through one or more lateral
  • a step is a movement through one or more backward steps.
  • the parameters listed above can be determined, for example, by the evaluation of image information and / or location information. Although certain parameters thereof, such as the position,
  • a possible future residence or area of the living being assigned to the parameter (s) determined is read from a database or a characteristic field by comparing the metrologically acquired parameters, for example, with parameters stored in the database or the characteristic field.
  • the parameters underlying the database or the characteristic field can have been determined, for example, by tests.
  • one or more of the parameters are fed to a model computer for determining the range of motion of the living being, the model computer being based on an abstracted movement model for living beings.
  • the metrologically recorded parameters are fed to the model computer which, on the basis of the movement model for living beings is able to determine the future possible movement-stay area.
  • a movement course as a function of the current speed, the current orientation and the current body rotation is determined in order to determine the future possible movement location area.
  • Acceleration capacity of the living being taken into account as a function of its movement speed. This is based on the consideration that the acceleration capacity of a living being above the speed range covered by a living being is not constant but variable. The same applies to the deceleration of a living being. Furthermore, it has been found that the deceleration capacity of a living being is greater than the acceleration capacity. This knowledge can be used in the determination of the future possible movement-stay area.
  • a maximum acceleration capacity in the previous direction of movement preferably a maximum acceleration capacity is set opposite to the previous direction of movement and / or orientation of the living being. Thus, preferably at least one of the following parameters are specified for the living being:
  • Alignment becomes zero. From these values, it is then possible, based on a current form of motion, to determine the corresponding acceleration capacity in the direction of movement and also counteracting, that is, the deceleration capacity. Alternatively, of course, corresponding characteristics can be stored.
  • These values are preferably predetermined as a function of the class of the living being, in particular age, gender and body dimensions.
  • a minimally traversable curve radius as a function of the present running speed and / or acceleration is taken into account in order to determine the future possible movement location area.
  • the knowledge of a minimally traversable curve radius makes it possible to predict how quickly a living organism can change its direction, for example, to travel over a lane or to intersect with the course of movement of the vehicle.
  • a further embodiment provides that a maximum deceleration capability as a function of the movement speed and / or a radius of curvature of the movement of the Being considered.
  • a further embodiment provides for the determination of the future possible movement-stay area to consider an angle in which the living being stands for a determined driving course of the vehicle or moves to it, wherein it is determined as a function of the angle, in which time the living being in the direction of the driving course and can accelerate substantially simultaneously, to get into the range of the driving course.
  • the knowledge of the angle as well as the time required by the animal, e.g. getting into the lane allows a more precise estimation of a future possible movement area and thus an improved estimation of a collision risk.
  • an angle between 150 ° and 210 ° and thus a standing with the back to the driving course or moving creatures is taken into account.
  • an angle between 60 ° and 120 °, and thus a living creature standing or moving laterally relative to the course of travel is taken into account in particular as an angle.
  • the driving course can in this case coincide with the course of a roadway.
  • a relative position of the living being to the course of the journey is taken into account by the living being standing or moving toward the course of the journey, it being determined as a function of the relative position in which time the living being can accelerate, to get into the area of the driving course.
  • environmental information and / or obstacles are taken into account in order to determine the future possible movement location area. This information can be determined, for example, by means of digital maps or the environmental sensor system. The consideration of obstacles, eg a road course, the presence of house walls and the like, makes it possible to further increase the prediction accuracy of the future possible movement area.
  • the ascertained movement-occupied area of the living being is to be used as an input variable for a risk modeling in which the probability of collision between the living being and a vehicle carrying out the method according to the invention is determined.
  • the movement location area is subdivided into a plurality of areas with different residence probabilities.
  • the residence probabilities for example, measures to avoid a collision can be made. For example, in an area with a low probability of residence, it may be sufficient if the Vehicle makes an autonomous braking and / or emits a warning signal. In an area with a high probability of residence, it may be sensible to brake both autonomously and to perform a steering movement in order to reduce the risk of collision.
  • characteristic movement sequence patterns for predefined traffic situations are taken into account when determining the areas with different residence probabilities. In this case, it is taken into account, for example, that the living being will still try to get across the road in the case of a pedestrian traffic light that changes from green to red. Such knowledge can be taken into account for taking appropriate measures to minimize the collision risk.
  • the invention also encompasses a vehicle having a protective system for living beings outside the vehicle, in particular pedestrian protection devices equipped for carrying out the method with at least one sensor system in order to acquire environmental information, a computing unit which analyzes the environmental information to identify a living being, for the living being to determine a movement trajectory and a state of motion at a given time and derived a probable movement-stay area and therefrom a Kollisionswahrscheinkeit and thus need to trigger the protection system, wherein the vehicle for carrying out the method according to one of the preceding claims formed, in particular the sensor for detecting parameters of living beings and their physiological mobility as well as the arithmetic unit for determining the future possible movement-occupied area at the given time p oint is formed on the basis of a location of the movement trajectory and the state of motion taking into account a physiological mobility of the living being for one or more future times.
  • 1 is a diagram showing the relationship between lateral acceleration and deceleration capabilities of a
  • FIG. 2 is a diagram illustrating the relationship between Roatai onscle a living being as a function of a lateral velocity achieved by him,
  • 3 is a polar diagram showing the range of motion of a standing human in consideration of lateral acceleration and rotational ability
  • FIG. 4 is a polar diagram showing the range of motion of a standing human taking into account lateral acceleration, and rotational and lateral and backward motive power;
  • FIG. 5 is a diagram illustrating the range of motion of a person moving at a speed in the longitudinal and transverse directions
  • Fig. 6 is a flowchart showing the inventive method.
  • a vehicle in particular a pedestrian, cyclist or animal
  • driving tube a course of movement of the vehicle
  • the determination of the travel tube of a vehicle can already be carried out with high precision, the determination of the course of movement of the living being hitherto involves a large number of uncertainty factors.
  • the present invention enables a precise and reliable determination of a probable range of motion of the living being in which, in addition to a trajectory and a state of motion at a given time, physiological motive power of the living being is taken into consideration for one or more future times possible whereabouts and finally to determine the future possible movement area.
  • the results of the determination of the possible movement-occupied area of the living being are then fed to a known risk modeling as an input quantity in order to be able to estimate the probable location of a collision and the probability of the collision between the vehicle and the living being and to be able to prepare appropriate protective measures.
  • the maximum delay capacity of a pedestrian from full run, once without turning away and another time with the maximum possible change in direction is taken into account. Again, strong, age-related differences were found.
  • the deceleration capacity from full run without change of direction is greater in magnitude than the maximum acceleration capacity of the pedestrian.
  • Another parameter influencing the possible range of movement is the maximum acceleration from a walking speed.
  • the following typical cases are considered: a 90 ° turn to the left and right and a 45 ° turn to the left and right.
  • the minimum possible curve radii of the pedestrian were determined. It was found that a minimum radius of curvature could not be reached by pedestrians of any age. This information is valuable in order to be able to estimate at what place and, if appropriate, in what time a pedestrian can turn and move in the direction of a roadway on which a vehicle approaches.
  • curve radii of a pedestrian from full run to left and right were determined.
  • Fig. 1 shows a diagram in which the acceleration or deceleration capability of a pedestrian is represented as a function of its traveled speed.
  • the concept of the previous direction of movement / alignment means that a living being is assumed which moves in the orientation of its body, ie in particular the trunk, whereby in a standing living being there is no direction of movement, but just a corresponding body orientation.
  • Quadrant Ql shows the positive acceleration capability in the previous direction of motion / orientation.
  • the negative acceleration capability ie the braking ability during forward movement is shown
  • quadrants Q3 and Q4 from an existing motion backwards to align and sowmit Q3 describes the negative acceleration for this direction, ie deceleration and, if necessary, again accelerate in the normal direction during Q4 shows the acceleration in reverse.
  • FIG. 1 it should be noted in FIG. 1 as a very decisive difference from conventional trajectory algorithms that even a stationary pedestrian is assigned a defined acceleration capability both in and against the orientation.
  • the maximum acceleration capacity a max and the maximum deceleration capacity -a max are not pronounced at approximately the same speed v, but the acceleration decreases with increasing speed early, while at higher speeds still a significantly higher deceleration is noted.
  • Moderate amount here is the deceleration of a pedestrian greater than its acceleration capacity.
  • Fig. 2 shows analogous to the rotation capacity around its own axis, wherein normally the rotational capacity is symmetrical in both directions, but in the forward direction is significantly higher than in reverse and even at high speeds a decreasing, but quite amazing rotational ability is maintained.
  • this parameter of the physiological motive power differs from classical trajectory algorithms, since they do not know a rotation about their own axis, especially when stationary.
  • the lateral physiological mobility ie transverse to the body alignment and normal running direction, is also influenced by the ability to move sideways.
  • This ability to sideways steps is significant in the state and leads even at low speed of movement in the following figures 3 and 4 in comparison distinguishable differences in the maximum achievable lounge, but decreases with increasing speed significantly and can be omitted if necessary with normal forward movement and increased by an increased Rotating power to be replaced.
  • Fig. 3 is a polar diagram of the range of motion of a stationary pedestrian, taking into account its lateral and rotational acceleration capacity with omission of sideways and backward movements.
  • the polar diagram shows angles from 0 ° to 360 °. An angle of 0 ° means that the pedestrian is walking straight ahead.
  • the polar diagram also shows concentric circles marked 0.5, 1, 1.5 and 2. These are distances (eg in meters) relative to that Center where the human being is at the time to. At the times ti, t2, t3, t 4, t 5, with t 5> t 4> t 3> t 2> ti is, the person can reside within each of the respective associated ISO lines.
  • Time t 5 (t 5 > t 4 > t 3 > t 2 > ti) in the area enclosed by the corresponding ISO line. This is not only a forward movement, but also a movement laterally to the rear possible.
  • Alignment is shifted because the motive power in alignment is higher than opposite to the alignment.
  • FIG. 5 shows a flowchart from which the procedure according to the invention becomes apparent.
  • a step S1 an ACTUAL position of a pedestrian is detected. This can be done for example by image capture means in a vehicle.
  • a step S2 a disturbance of a position information (ST) is taken into account, which may be caused for example by measurement errors and the like.
  • a chronology ie a history of the movement of the pedestrian, is determined in a step S3. It is sufficient, for example, if the history reaches 0.5 to 1 s in the past.
  • a movement trajectory and, on the other hand, a state of movement of the pedestrian can be determined from this information.
  • the determination of the current state of motion of the pedestrian takes place in a step S5. Taking into account the physiological mobility of the pedestrian, a physical range of motion is determined in a step S6.
  • This range of motion corresponds to the future possible movement-occupied area, which the pedestrian can take due to its orientation, running speed, translational and / or rotational movement, its radius of curvature, its age, the Bodenreibwert and so on.
  • a probability distribution of the movement latitude or movement location area is determined.
  • the movement-stay area is divided into a number of different areas with a respective probability of stay.
  • the result is fed to an evaluation unit AE.
  • the current course of movement of the pedestrian, ie its movement trajectory, is determined in a step S6, which parallel to
  • Step S5 can be executed.
  • the future course of movement of the pedestrian is determined in advance in a step S7 by taking into account restrictions due to ambient conditions and fed to the evaluation unit AE.
  • typical motion sequence patterns can be taken into account in a step S8.
  • a realization flows in, as a pedestrian at a traffic light or a pedestrian crossing behaves. From this information, an attempt is made to determine an expected preferred direction of movement.
  • This information is also supplied to the evaluation unit AE, which determines a movement horizon of the pedestrian from the information supplied to it in a step S10. The movement horizon in this case again corresponds to the movement-stay area.
  • the invention enables a much more accurate prediction of the likelihood of a pedestrian or cyclist or animal residing in the near future, based on a position measured over time.
  • the e.g. The method implemented in a control unit calculates the risk of a collision from movement possibilities of the vehicle and of the living being.
  • the prognosis quality is increased by the consideration of the physiological motive power of the living being.
  • a person can delay significantly faster than accelerate or, at higher speeds, make no change of direction or only changes of direction with small radii.
  • this ability to move is individually dependent on age, sex, condition, etc. and is e.g. determined prior to implementation in an algorithm by tests.
  • the information may e.g. are stored in a memory and are used as a function of the determined input data for a more precise determination of the probability of residence.
  • characteristic patterns of movement patterns of living beings in particular in typical traffic situations (eg at pedestrian crossings, traffic lights, etc.) can be determined by tests or traffic observations and taken into account in the context of the method.
  • the prediction accuracy is increased by comparing the motion sequence pattern with the measured or determined movement of the living being.
  • the inclusion of environmental information is possible, which can be provided by navigation systems or digital maps.
  • a combination with state observers (combination of digital maps in conjunction with environmental sensors) is possible. Restrictions of movement possibilities due to obstacles (eg in a road, house walls and the like) can be taken into account, whereby the prediction accuracy also increases. This can also be taken into account when predicting the future residence of the vehicle.
  • a vehicle for carrying out this method is equipped with a corresponding sensor system for detecting parameters of living beings, in particular the parameters that are relevant for their physiological mobility, and the arithmetic unit for determining the future possible movement location area at the given time starting from a location of the movement trajectory and the Movement state under consideration of the physiological motive power of the living being for one or more future times formed, for example, by corresponding characteristic fields and physiology models stored and then determined by the arithmetic unit based on the parameters of the probable encryptions-Avemnethaltuns Surrey, a protective system for living beings outside the Vehicle, especially pedestrian protection devices activated much more accurate and false alarms are significantly reduced.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Mechanical Engineering (AREA)
  • Multimedia (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Theoretical Computer Science (AREA)
  • Measurement Of The Respiration, Hearing Ability, Form, And Blood Characteristics Of Living Organisms (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention décrit un procédé de détermination d'une zone probable de maintien et de déplacement d'un organisme vivant, destiné en particulier à être utilisé dans un système de protection des personnes d'un véhicule ou d'un simulateur de conduite. Les informations provenant de l'ambiance sont détectées par au moins un ensemble de détecteurs. Les informations concernant l'ambiance sont évaluées par une unité de calcul pour identifier un organisme vivant. Une trajectoire de déplacement et l'état de déplacement à un instant donné de l'organisme vivant sont déterminés. Pour déterminer la zone de maintien et de déplacement à l'instant donné, partant d'un point de la trajectoire de déplacement et de l'état de déplacement tout en tenant compte des capacités physiologiques de déplacement de l'organisme vivant, on détermine des emplacements possibles de maintien pour un ou plusieurs instants futurs.
PCT/EP2008/060137 2007-08-09 2008-08-01 Procédé de détermination d'une zone probable de maintien et de déplacement d'un organisme vivant Ceased WO2009019214A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE200811001804 DE112008001804B4 (de) 2007-08-09 2008-08-01 Verfahren zum Bestimmen eines wahrscheinlichen Bewegungs-Aufenthaltsbereichs eines Lebewesens

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007037610A DE102007037610A1 (de) 2007-08-09 2007-08-09 Verfahren zum Bestimmen eines wahrscheinlichen Bewegungs-Aufenthaltsbereichs eines Lebewesens
DE102007037610.5 2007-08-09

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WO2009019214A2 true WO2009019214A2 (fr) 2009-02-12
WO2009019214A3 WO2009019214A3 (fr) 2009-04-02

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EP2743144A3 (fr) * 2012-12-13 2014-11-05 Continental Automotive Systems US, Inc. Données GPS pour améliorer la protection des piétons
EP3552921A1 (fr) * 2018-04-13 2019-10-16 Siemens Mobility GmbH Planification autonome de vitesse d'un acteur mobile limité à un trajet prédéterminé
CN111079116A (zh) * 2019-12-29 2020-04-28 钟艳平 基于模拟驾驶舱的身份识别方法、装置和计算机设备

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DE102007052093B4 (de) 2007-10-31 2023-08-10 Bayerische Motoren Werke Aktiengesellschaft Erkennung von spontanen Bewegungsänderungen von Fußgängern
DE102008062916A1 (de) * 2008-12-23 2010-06-24 Continental Safety Engineering International Gmbh Verfahren zur Ermittlung einer Kollisionswahrscheinlichkeit eines Fahrzeuges mit einem Lebewesen
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