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WO2020127689A1 - Procédé de commande automatisée d'un véhicule sur un passage pour piétons, bloc de commande - Google Patents

Procédé de commande automatisée d'un véhicule sur un passage pour piétons, bloc de commande Download PDF

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Publication number
WO2020127689A1
WO2020127689A1 PCT/EP2019/086244 EP2019086244W WO2020127689A1 WO 2020127689 A1 WO2020127689 A1 WO 2020127689A1 EP 2019086244 W EP2019086244 W EP 2019086244W WO 2020127689 A1 WO2020127689 A1 WO 2020127689A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
pedestrian
crossing
trajectory
time
Prior art date
Application number
PCT/EP2019/086244
Other languages
German (de)
English (en)
Inventor
Holger Mielenz
Christoph Gustav Keller
Original Assignee
Robert Bosch Gmbh
Daimler Ag
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
Priority claimed from DE102018133157.6A external-priority patent/DE102018133157A1/de
Application filed by Robert Bosch Gmbh, Daimler Ag filed Critical Robert Bosch Gmbh
Publication of WO2020127689A1 publication Critical patent/WO2020127689A1/fr

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Classifications

    • 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
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • 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
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V40/00—Recognition of biometric, human-related or animal-related patterns in image or video data
    • G06V40/10—Human or animal bodies, e.g. vehicle occupants or pedestrians; Body parts, e.g. hands
    • G06V40/103—Static body considered as a whole, e.g. static pedestrian or occupant recognition
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V40/00—Recognition of biometric, human-related or animal-related patterns in image or video data
    • G06V40/20—Movements or behaviour, e.g. gesture recognition
    • G06V40/23—Recognition of whole body movements, e.g. for sport training

Definitions

  • the invention relates to a method for the automated execution of a driving function of a vehicle at a pedestrian crossing and a control unit for executing the method and a computer program for executing the method and a storage medium for the computer program.
  • Methods are known with which the behavior of a pedestrian when crossing a road can be classified.
  • a pedestrian or a pedestrian environment can be detected using a sensor signal.
  • a physical quantity of a connection between the pedestrian and the at least one environment information is determined and the method of the pedestrian is classified on the basis of this quantity in a third step. This makes it possible to make a reliable prediction of a possible pedestrian movement.
  • Such a method is disclosed in the document DE 10 2014 201 159 A1.
  • a method for automatically executing a driving function of a vehicle at a pedestrian crossing can be carried out in such a way that a pedestrian trajectory of a pedestrian is first predicted.
  • a vehicle trajectory for crossing the pedestrian crossing can be determined. This step can be performed before the pedestrian trajectory prediction or after the pedestrian trajectory prediction.
  • a first point in time at which the pedestrian moving on the pedestrian trajectory will reach the pedestrian crossing and a second point in time at which the vehicle moving on the vehicle trajectory will leave the pedestrian crossing can be calculated.
  • a crossing decision can be made on the basis of the pedestrian trajectory and the vehicle trajectory. Alternatively, a crossing decision can be made on the basis of the first point in time and the second point in time.
  • a control signal for at least one driving function of the vehicle is then output on the basis of the crossing decision in such a way that the vehicle moves along the vehicle trajectory when it is controlled using the control signal.
  • sensor data can be used to calculate which further route a pedestrian will travel.
  • experience can be used.
  • the crossing decision is positive if it is decided that the vehicle should cross the pedestrian crossing. This is the case if it is possible to cross the pedestrian crossing without endangering or impairing the pedestrian.
  • the crossing decision made is negative if it is decided that the vehicle should not cross the pedestrian crossing. This is the case when it is not possible to cross the pedestrian crossing without endangering or impairing the pedestrian.
  • the crossing decision is made on the basis of the pedestrian trajectory and the vehicle trajectory
  • a positive crossing decision is made if it is determined on the basis of the pedestrian trajectory and the vehicle trajectory that there is no fear of a collision between the pedestrian and the vehicle.
  • the method can also be designed such that a positive crossing decision is only made if a dangerous or uncomfortable situation for the pedestrian can be excluded on the basis of the pedestrian trajectory and the vehicle trajectory.
  • the method can be carried out in several applications. For example, the method can be carried out when the vehicle is approaching the pedestrian crossing, ie is still in motion. Furthermore, it is possible to carry out the method if the vehicle has come to a standstill in front of the pedestrian and is now to start again to cross the pedestrian crossing.
  • the control signal for at least one driving function of the vehicle can include information about a steering movement, braking and / or acceleration of the vehicle.
  • the method can be used in the context of the different degrees of automation for driver assistance systems defined by the Federal Highway Research Institute. It can be seen before that the driver assistance system assists the driver by taking over either lateral or longitudinal guidance of the vehicle.
  • the method can also be used in partially automated, highly automated or fully automated vehicles, with the driver assistance system taking over both lateral and longitudinal guidance in all degrees of automation.
  • the systems differ in terms of the driver's duty to monitor the driver assistance system.
  • the driver is obliged to monitor the driver assistance system.
  • the driver assistance system issues a request to take over the vehicle.
  • the driver assistance system changes the vehicle to a risk-minimized vehicle state if the driver does not comply with a handover request.
  • the crossing decision is negative and the at least one driving function of the vehicle is controlled in such a way that the vehicle brakes to let the pedestrian cross the pedestrian crossing and only then crosses the pedestrian crossing itself.
  • the braking can result in a reduction in speed or a complete standstill of the vehicle.
  • the proposed method can be used for a vehicle with a driver assistance system, which provides functions for the automated execution of driving functions, in which the driver is supported by the system.
  • the proposed method can also be carried out tized vehicles, especially in local public transport.
  • a pedestrian crossing is first recognized.
  • the pedestrian approaching the pedestrian crossing can be recorded. These two steps can also be carried out simultaneously or in the reverse order. Then who carried out the further process steps.
  • the detection of the pedestrian crossing and the detection of the pedestrian can be carried out as described in document DE 10 2014 226 254 A1.
  • an environment sensor system with camera sensors can be provided in order to recognize the pedestrian crossing and to detect the pedestrian.
  • the method disclosed in publication DE 10 2014 201 159 A1 can be used to predict the pedestrian trajectories.
  • the content of the documents DE 10 2014 226 254 A1 and DE 10 2014 201 159 A1 relating to these aspects is hereby incorporated in full by reference.
  • the detection can include both the recording and the evaluation of corresponding sensor data.
  • the pedestrian crossing can be recognized and / or the pedestrian approaching on the pedestrian crossing can be detected by means of object recognition.
  • object recognition can in particular include an evaluation of a camera image on the basis of predetermined patterns.
  • a location and a movement vector of the pedestrian are taken into account when predicting the pedestrian trajectories.
  • a speed of the pedestrian can be determined by the motion vector are taken into account, especially if a pedestrian moves faster than walking speed, for example when jogging.
  • it can also be provided to detect changes in the direction of the pedestrian and to predict a new pedestrian trajectory on the basis of a detected change in direction. The latter can be used in particular to recognize that the pedestrian wants to let the vehicle through, for example by pivoting his pedestrian trajectory in such a way that the vehicle has more time to cross the pedestrian crossing or by reducing its speed and thus also more time for the vehicle to cross the pedestrian crossing.
  • a first security area around the pedestrian is taken into account when making the crossing decision.
  • changes in speed of the pedestrian, in particular, which have not been incorporated into the prediction of the pedestrian trajectory can be intercepted, since appropriate tolerances can thereby be applied.
  • the first security area can include an area around the pedestrian, a size of the area being predetermined by a predetermined first distance from the pedestrian, for example in the range between 30 centimeters and 2 meters, in particular between 50 centimeters and 1 meter.
  • the first safety area then includes the area around the pedestrian, which contains all points that are less than the first distance away from the position of the pedestrian.
  • a second security area around the vehicle is taken into account when making the crossing decision.
  • the second security area can comprise an area around the vehicle, a size of the area being predetermined by a predetermined second distance from the pedestrian, for example in the range between 1 meter and 5 meters, in particular between 2.5 meters and 4 meters.
  • the second security area then encompasses the area around the vehicle that contains all points that are less than the second distance from the position of the vehicle.
  • a dead time and / or an engine torque and / or a coefficient of friction and / or an engine jerk and / or another engine parameter is taken into account when determining the vehicle trajectory. This enables a more precise determination of the vehicle trajectory.
  • a first point in time is calculated, the pedestrian moving on the pedestrian trajectory reaching the pedestrian crossing at the first point in time. Furthermore, a second point in time is calculated at which the vehicle moving on the vehicle trajectory leaves the pedestrian crossing.
  • a positive crossing decision is made when the first time is after the second time. If the first point in time is after the second point in time, the pedestrian only reaches the pedestrian crossing when the vehicle has already left the pedestrian crossing. This can ensure that the pedestrian can safely cross the pedestrian crossing after the vehicle has in turn crossed the pedestrian crossing. If the second point in time lies after the first point in time, it can be provided that the vehicle trajectory is changed in such a way that the vehicle brakes before the pedestrian crossing and / or comes to a standstill. If the vehicle is already at the pedestrian crossing, a negative crossing decision means that the vehicle will not start again.
  • the first safety area around the pedestrian and the second safety area around the vehicle can be taken into account in this embodiment in such a way that a first safety time is subtracted from the first point in time and a second safety time is added to the second point in time and a positive crossing decision is only made if the first point in time minus the first safety time is after the second point in time plus the second safety time.
  • the crossing decision made is a positive crossing decision permitting the crossing of the pedestrian crossing if the first point in time is at least one predetermined safety time reserve after the second point in time.
  • the time reserve can be, for example, one second, two seconds or five seconds, or a value between one second and five seconds.
  • the safety time reserve can correspond to a sum of the first safety time and the second safety time.
  • an intersection of pedestrian trajectory and vehicle trajectory is evaluated in order to make the crossing decision.
  • This evaluation can include, in particular, the point in time at which the vehicle trajectory reaches the intersection and the point in time at which the pedestrian trajectory reaches the intersection.
  • a plurality of vehicle trajectories with different driving parameters are determined.
  • Each of the vehicle trajectories determined is evaluated with regard to driving comfort.
  • the crossing decision is made on the basis of the pedestrian trajectory and the multiple vehicle trajectories, wherein the control of the at least one driving function of the vehicle takes place in such a way that the vehicle moves along one of the multiple vehicle trajectories with a predetermined minimum driving comfort.
  • a positive crossing decision is made when at least one of the vehicle tractors determined enables a positive crossing decision based on the criteria described above.
  • the vehicle trajectory is selected according to which of the determined vehicle trajectories with a positive crossing decision offers the greatest possible driving comfort. If none of the vehicle trajectories determined with a positive crossing decision have the required minimum driving comfort, it can be provided that the positive crossing decision is revised and the vehicle is not controlled via the pedestrian crossing.
  • a second point in time is calculated for each vehicle trajectory at which the vehicle moving on the respective vehicle trajectory will leave the pedestrian crossing and the crossing decision is made on the basis of the first point in time and the plurality of second points in time.
  • the different driving parameters can include different accelerations and / or different steering angles, for example for avoidance.
  • the minimum driving comfort can, for example, be defined in such a way that only certain longitudinal and lateral accelerations are permissible for maintaining the minimum driving comfort. It can be provided that an acceleration, in particular a longitudinal acceleration, takes place when the vehicle is started up to a maximum of 1.7 meters per square second. Most people find starting with such an acceleration quick, but safe.
  • the acceleration in particular the longitudinal acceleration, is a maximum of 1.4 meters per square second. If there is standing space in the vehicle and people are standing in the vehicle, a maximum acceleration of 1.3 meters per square second can be specified. In the latter case, it can be provided by means of sensors, for example cameras, to determine whether standing places of the vehicle are occupied.
  • the predefined minimum driving comfort is reduced if a standing time of the vehicle exceeds a predefined value. This can be useful, for example, if, due to the large number of pedestrians crossing the pedestrian crossing, vehicle trajectories suitable for crossing without endangering the pedestrians are calculated, but these are not driven due to the requirement for minimum driving comfort. If the service life is too long and exceeds the specified value, the minimum driving comfort is reduced accordingly so that possible vehicle trajectories can now be driven on. This aspect of the method can also be used several times, with the minimum driving comfort being reduced further and further.
  • vehicle trajectories with a maximum acceleration of 1.4 meters per second square can first be taken into account and then, after a reduction in the minimum driving comfort, vehicle trajectories with a maximum acceleration of 1.7 meters per second square can also be taken into account.
  • the predefined value for the maximum standing time can be determined as a function of a position of the vehicle and a time of day.
  • the specified value can be reduced during rush hour traffic. Rush-hour traffic takes place, for example, in the periods Monday to Friday between 6 a.m. and 9 a.m. and between 4 p.m. and 7 p.m.
  • the specified value for the maximum standing time may be lower on main traffic roads than on secondary roads.
  • the specified value for the maximum standing time can be 30 seconds for a main traffic route during rush hour traffic, 60 seconds for secondary roads during rush hour traffic and 90 seconds outside of rush hour traffic for both main traffic and secondary roads.
  • a central point determines the utilization of a road network and transmits the predetermined value for the maximum standing time to vehicles that are moving in this road network.
  • the vehicle or a control device of the vehicle can then be set up to receive this predetermined value. It is also possible to receive different values for different positions within the road network.
  • a teleoperator of the vehicle can be switched on when a vehicle's standing time exceeds a further predetermined value. This is particularly advantageous for fully automated vehicles, for example in local public transport.
  • the teleoperator can then possibly intervene manually in the control of the vehicle and thus make a decision regarding the crossing of the pedestrian crossing.
  • a control unit of a vehicle is set up to carry out one of the processes described.
  • control device has in particular an input for at least one sensor signal. Furthermore, the control device has a computing unit for carrying out the method steps and an output for passing on driving information on a system for the automated execution of driving functions.
  • a computer program comprises instructions that lead to the execution of the method when the computer program is executed on a computer.
  • the computer program includes a machine-readable storage medium.
  • FIG. 1 shows a vehicle with a control unit
  • the control unit 22 is set up to read sensor data from the sensor 23 and to transmit a control signal to the system 24 for the automated execution of at least one driving function. Furthermore, the control unit 22 is set up to carry out a method for automatically controlling a vehicle at a pedestrian crossing. The control unit 22 and the system 24 can thereby also form a unitary component, that is, be out as a unitary component. Furthermore, the control device 22 can comprise a computing unit which is set up to carry out method steps in the context of a computer program. The computer program can be stored on a machine-readable storage medium within the control unit.
  • the system 24 for executing the at least one driving function is set up to control at least one steering movement and / or a speed of the vehicle 20, for example by means of intervention in a steering, accelerating or braking the vehicle 20.
  • the sensors 23 can be set up for pedestrian detection and / or for pedestrian crossing detection and include camera sensors, lidar sensors and / or radar sensors. Furthermore, data from a plurality of sensors 23 can also be fused.
  • FIG. 2 shows a first traffic situation at a pedestrian crossing 1 of a street 2.
  • a pedestrian 10 approaches the pedestrian crossing 1.
  • a vehicle 20 approaches the pedestrian crossing 1 on street 2 as well.
  • the vehicle 20 has the control unit 22 of FIG. 1 on.
  • the vehicle 20 has a sensor 23 analogous to FIG. 1.
  • the pedestrian crossing 1 can be detected by means of the sensor 23. This can be done, for example, on the basis of a traffic sign 3 which points to the pedestrian crossing 1. Alternatively, this can be done by recognizing a pattern of the pedestrian crossing 1.
  • the pedestrian crossing 1 is shown as a so-called zebra crossing and thus corresponds to the identification of a pedestrian crossing valid in Germany.
  • the pedestrian crossing 1 can also be marked as a solid surface which differs in color from the street 2, by means of two boundary lines crossing the street, by means of two broken boundary lines crossing the street or in such a way that in addition to the marking shown in FIG. 2 Continuous lines across the street are attached. Furthermore, it is possible to attach the strips of the pedestrian crossing 1, which here run parallel to the street 2, at an angle to the street. All of the variants described are intended for pedestrian crossings 1 in the United States of America, depending on State or municipality different. Furthermore, the pedestrian path 1 can also be marked using other markings, which are usual in other parts of the world.
  • the detection of the pedestrian crossing 1 by means of the sensor 23 can also take place, for example, on the basis of an evaluation of the pattern of the road marking.
  • the sensor 23 can also detect the pedestrian 10 approaching the pedestrian crossing 1. This can be done for example by means of object detection or by evaluating a movement of a sensor image of the sensor 23. The detection of the pedestrian crossing 1 and the detection of the pedestrian 10 can already be done by the electronics of the sensor 23. Alternatively, the raw data of the sensor 23 can be passed on to the control unit 22, the detection of the pedestrian crossing 1 and the detection of the pedestrian 10 is then carried out by the control unit 22. Furthermore, the control unit 22 is set up to make a prediction of a pedestrian trajectory 11 of the pedestrian 10. In addition, the control unit 22 determines a vehicle trajectory 21 for crossing the pedestrian crossing 1.
  • a location and a motion vector of pedestrian 10 are taken into account, and pedestrian trajectory 11 is predicted using these two.
  • the control unit 22 is also set up to make a crossing decision in a next method step using the pedestrian trajectory 11 and the vehicle trajectory 21.
  • the crossing decision can be made as a positive crossing decision or a negative crossing decision. If a positive crossing decision is made, the vehicle 20 crosses the pedestrian crossing 1 on the vehicle trajectory 21.
  • the vehicle trajectory 21 of the vehicle is changed such that the vehicle 20 brakes before the pedestrian crossing 1 and / or comes to a standstill is coming. This follows by outputting a control signal to a system for the automated execution of at least one driving function, which for example can correspond to the system 24 of FIG. 1.
  • Fig. 3 shows a further course of the traffic situation of Fig. 2. Since after evaluating the pedestrian trajectory 11 and the vehicle trajectory 21 was determined by the control unit 22 that a collision between the vehicle 20 and pedestrian 10 is to be feared or a dangerous or uncomfortable situation for the pedestrian 10 would arise if the vehicle simply moved further on the vehicle trajectory 21, the vehicle 20 was braked to a standstill in front of the pedestrian crossing 1. The pedestrian 10 moved on his pedestrian trajectory 11 and entered the pedestrian path 1. A vehicle trajectory 21 for crossing the pedestrian crossing 1 is now calculated in the control unit 22 of the vehicle 20. The vehicle trajectory 21 comes too close to the pedestrian trajectory 11, so that no positive crossing decision can be made in the current traffic situation, since this would still endanger the pedestrian or would still result in a collision.
  • FIG. 4 shows the further course of the first traffic situation.
  • the vehicle 20 has stopped in front of the pedestrian crossing 1, the pedestrian 10 has continued to move on the pedestrian crossing 1.
  • the control unit 22 now further calculates a vehicle trajectory 21 on which the vehicle 20 could now cross the pedestrian crossing 1. Since pedestrian 10 would no longer be endangered by this vehicle trajectory 21, there would not be a dangerous situation and / or there would be no fear of a collision, a positive crossing decision is now made and at least one driving function of vehicle 20 based on the positive crossing decision controlled in such a way that the vehicle 20 moves along the vehicle trajectory 21 and thus crosses the pedestrian crossing 1.
  • FIG. 4 Also shown in FIG. 4 is an optional first security area 12 around the pedestrian 10 and an optional second security area 25 around the vehicle 20. It can be provided that the first security area 12 and / or the second security area 25 when the crossing detection occurs. Divorce is considered.
  • the security areas 12, 25 correspond to areas around the pedestrian 10 or the vehicle 20. It can be seen that the security areas 12, 25 are determined by a predetermined distance from the pedestrian 12 or the vehicle 20. When considering whether a collision between pedestrian 10 and vehicle 20 is to be feared, the security areas 12, 25 are also taken into account. In this way, in addition to collisions between pedestrian 10 and vehicle 20, dangerous situations for pedestrian 10 and / or uncomfortable situations for pedestrian 10 can also be avoided.
  • a dead time and / or an engine torque and / or a friction coefficient and / or an engine jerk and / or another engine parameter are taken into account when determining the vehicle trajectory 21.
  • the detection of the pedestrian crossing 1 by means of the sensor 23 can take place, for example, by means of object detection of the traffic sign 3.
  • the pedestrian crossing 1 can be identified by means of a Li-DAR sensor, additional reflectors for the LiDAR signal in front of the pedestrian crossing analogous to the traffic sign 3 can also be provided.
  • FIG. 5 shows an alternative further course of the first traffic situation as the second traffic situation.
  • Fig. 5 corresponds partially to Fig. 3, the pedestrian 10 has thus moved to the pedestrian crossing 1 in front of the vehicle 20 be.
  • another pedestrian 13 is also moving towards pedestrian crossing 1 here.
  • the other pedestrian 13 approaching the pedestrian crossing 1 is also detected and a further pedestrian trajectory 14 is predicted.
  • the further pedestrian trajectory 14 also runs over the pedestrian crossing 1.
  • the control unit 22 now takes into account both the pedestrian trajectory 11 and the further pedestrian trajectory 14.
  • a positive crossing decision is only made if, in addition to the pedestrian 10, the other pedestrians 13 have crossed the pedestrian crossing 1.
  • should other pedestrians approach pedestrian crossing 1 then these are also recorded and additional pedestrian trajectories for these pedestrians are predicted and taken into account in the crossing decision.
  • FIG. 5 also shows further vehicle trajectories 26, 27, 28.
  • vehicle trajectory 21, but also the further vehicle trajectories 26, 27, 28 are determined.
  • the driving tool trajectories 21, 26, 27, 28 are illustrated by arrows, with different lengths of the arrows symbolizing a different degree of acceleration.
  • the vehicle trajectories 21, 26, 27, 28 are evaluated with regard to driving comfort.
  • the other vehicle trajectories 26, 27, 28 are also taken into account when making the crossing decision. If a positive crossing decision can be made for one or more of the vehicle trajectory 21, 26, 27, 28, then the one with a certain minimum driving comfort is selected for the vehicle trajectory with a positive crossing decision.
  • the vehicle 20 is still not based on this vehicle trajectory 21, 26, 27 , 28 controlled via the pedestrian crossing 1, since the associated vehicle trajectory 21, 26, 27, 28 does not meet the minimum driving comfort.
  • the further vehicle trajectory 27 with the greatest acceleration would lead to the vehicle 20 crossing the pedestrian walkway 1 after the pedestrian 10 continues to move on his pedestrian trajectory 11 has, could cross before the further pedestrian 13 would be endangered.
  • the control of the automated execution of a driving function is not carried out, since the further vehicle trajectory 27 cannot maintain the minimum driving comfort due to the high acceleration.
  • the other vehicle trajectories 21, 26, 28 lead to a negative crossing decision due to the possible collision with the further pedestrian 13 or endangerment of the further pedestrian 13, so that the vehicle 20 the crossing of the further pedestrian 13 of the pedestrian crossing 1 waits and only then makes a positive crossing decision.
  • a maximum acceleration of the vehicle on the further vehicle trajectory 27 could be, for example, more than 1.7 meters per second square, while a maximum acceleration of 1.7 meters per second square is possible on the other vehicle trajectories 21, 26, 28. Starting with such an acceleration is felt by most people as quick but safe. For a slower, more comfortable start, it can be seen that the acceleration is a maximum of 1.4 meters per square second. If there are 20 standing places in the vehicle and people are standing in the vehicle 20, a maximum acceleration of 1.3 meters per second can be specified. In the latter case, provision can be made to use sensors, for example cameras, to determine whether standing spaces of the vehicle 20 are occupied.
  • the predetermined minimum driving comfort is reduced when a vehicle's service life exceeds a predetermined value. If, for example, the vehicle 20 had already stood in front of the pedestrian crossing 1 for a certain time before the pedestrian 10 reached the pedestrian crossing 1 and the predetermined value for the vehicle's service life had already been exceeded, this would result in the further vehicle trajectory 27 now being reduced due to the reduced Minimum driving comfort is driven. With the further vehicle trajectory 27, the further pedestrian 13 is not endangered or hindered. Consequently, the further vehicle trajectory 27 can be driven on, but leads to a low level of driving comfort for occupants of the vehicle 20. This can be accepted with a correspondingly long service life.
  • the minimum driving comfort is gradually reduced further, depending on the length of time the vehicle 20 is stationary.
  • the predetermined value for the maximum standing time can be determined as a function of a position of the vehicle 20 and a time of day.
  • the specified value can be reduced during rush hour traffic. Rush-hour traffic takes place, for example, in the periods Monday to Friday between 6 a.m. and 9 a.m. and between 4 p.m. and 7 p.m.
  • the specified value for the maximum standing time may be lower on main traffic roads than on secondary roads.
  • the specified value for the maximum standing time can be 30 seconds for a main traffic route during rush hour traffic, 60 seconds for secondary roads during rush hour traffic and 90 seconds outside of rush hour traffic for both main traffic and secondary roads.
  • a central point determines the utilization of a road network and transmits the predetermined value for the maximum standing time to vehicles that are moving in this road network.
  • the vehicle 20 or the control unit 22 of the vehicle 20 can then be set up to receive this predetermined value. Different predefined values for different positions within the road network can also be received.
  • a teleoperator is switched on when the vehicle's service life exceeds a further predetermined value.
  • the teleoperator can then, for example, access driving functions of vehicle 20 from outside and manually instruct system 24 or control unit 22 to carry out certain driving functions.
  • FIG. 6 shows a third traffic situation at a pedestrian crossing 1 of a street 2.
  • the pedestrian 10 is still further away from the pedestrian crossing 1, so that a positive crossing decision has been made on the basis of the predicted pedestrian trajectory 11 and the vehicle trajectory 21 can and the vehicle 20 can cross the pedestrian crossing 1 before the pedestrian 10 reaches the pedestrian crossing 1.
  • a pedestrian trajectory of a pedestrian being predicted in a prediction step 31.
  • a vehicle trajectory is determined, it being possible for the vehicle trajectory to be determined on the basis of current vehicle and travel parameters.
  • a decision step 33 a positive or negative crossing decision is made on the basis of the pedestrian trajectory and the vehicle trajectory.
  • a control step 34 at least one driving function of the vehicle is controlled on the basis of the crossing decision in such a way that the vehicle moves along the vehicle trajectory.
  • FIG. 8 Also shown in FIG. 8 is an optional recognition step 35 in which the pedestrian crossing is recognized.
  • an optional detection step 36 is shown, in which a pedestrian approaching the pedestrian crossing is detected.
  • FIG. 9 shows a flow chart 30 of the method, a pedestrian trajectory of a pedestrian being predicted in a prediction step 31.
  • a vehicle trajectory is ascertained in a determination step 32, the vehicle trajectory being able to be ascertained on the basis of current vehicle and travel parameters.
  • a calculation step 38 a first point in time at which the pedestrian moving on the pedestrian trajectory will reach the pedestrian crossing is calculated.
  • a second time at which the vehicle moving on the vehicle trajectory is left the pedestrian crossing is calculated.
  • a decision step 33 a positive or negative crossing decision is made on the basis of the first point in time and the second point in time.
  • at least one driving function of the vehicle is controlled on the basis of the crossing decision in such a way that the vehicle moves along the vehicle trajectory.
  • FIG. 9 Also shown in FIG. 9 is an optional recognition step 35 in which the pedestrian crossing is recognized.
  • an optional detection step 36 is shown, in which a pedestrian approaching the pedestrian crossing is detected.

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  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé d'exécution automatisée d'une fonction de conduite d'un véhicule sur un passage pour piétons, selon lequel une trajectoire d'un piéton est tout d'abord prédite et une trajectoire de véhicule pour la traversée du passage pour piétons est déterminée. Sont calculés un premier moment, auquel le piéton se déplaçant sur la trajectoire de piéton atteindra le passage pour piétons, et un deuxième moment, auquel le véhicule se déplaçant sur la trajectoire de véhicule quittera le passage pour piétons. Ensuite, sur la base du premier moment et du deuxième moment, une décision de traversée est prise et, sur la base de la décision de traversée, un signal de commande pour une fonction de conduite du véhicule est émis de telle sorte que le véhicule se déplace le long de la trajectoire de véhicule.
PCT/EP2019/086244 2018-12-20 2019-12-19 Procédé de commande automatisée d'un véhicule sur un passage pour piétons, bloc de commande WO2020127689A1 (fr)

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DE102018133157.6A DE102018133157A1 (de) 2018-12-20 2018-12-20 Verfahren zum automatisierten Steuern eines Fahrzeugs an einem Fußgängerüberweg, Steuergerät
DE102018133157.6 2018-12-20
DE102019110071 2019-04-16
DE102019110071.2 2019-04-16

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CN112329684A (zh) * 2020-11-16 2021-02-05 常州大学 一种基于注视检测和交通场景识别的行人穿越马路意图识别方法
CN112329684B (zh) * 2020-11-16 2024-04-30 常州大学 一种基于注视检测和交通场景识别的行人穿越马路意图识别方法
WO2022222034A1 (fr) * 2021-04-20 2022-10-27 深圳市锐明技术股份有限公司 Procédé et appareil de prédiction de trajectoire de piéton, dispositif électronique et support de stockage
CN113793497A (zh) * 2021-08-04 2021-12-14 东南大学 一种考虑多因素的行人过街行为预测方法
CN114312836A (zh) * 2021-12-24 2022-04-12 阿波罗智联(北京)科技有限公司 自动驾驶车辆礼让行人的方法、装置、设备及存储介质
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