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DE-102024210920-A1 - Method and system for checking a trajectory for collision-free operation

DE102024210920A1DE 102024210920 A1DE102024210920 A1DE 102024210920A1DE-102024210920-A1

Abstract

The invention relates to a method for checking a planned trajectory (T) of a vehicle (1) for collision-free travel based on an environment model (2, 2') comprising a plurality of cells (Z), wherein the cells each correspond to an environmental area in the vicinity of the vehicle (1) and each cell (Z) is assigned information indicating whether the environmental area represented by the cell (Z) can be traversed without collision, wherein the first environment model (2) is provided by a first processor (P1) having a first safety integrity level that is lower than a safety level required for checking the trajectory (T) for collision-free travel, wherein the first processor (P1) determines at least one trajectory (T) to be checked for collision-free travel based on the first environment model (2), and wherein a second, information-reduced environment model (3) is generated from the first environment model (2) or from a further environment model (2') different from the first environment model (2) by processing the first environment model (2) or the further environment model (2') is reduced to information relevant for the collision check of the trajectory (T) and wherein a second processor (P2) having a second safety integrity level that is at least equivalent to the safety integrity level required for checking the trajectory (T) for collision-free operation performs a collision check of the trajectory (T) based on the second, information-reduced environment model (3).

Inventors

  • Ralph Grewe
  • Maxim Arbitmann

Assignees

  • AUMOVIO AUTONOMOUS MOBILITY GERMANY GMBH

Dates

Publication Date
20260513
Application Date
20241113

Claims (15)

  1. Method for checking a planned trajectory (T) of a vehicle (1) for collision-free travel based on an environment model (2, 2') having a plurality of cells (Z), wherein the cells (Z) each correspond to an environmental area in the vicinity of the vehicle (1) and each cell (Z) is assigned information indicating whether the environmental area represented by the cell (Z) is traversable without collision, wherein a first environment model (2) is processed by a first processor (P1) having a first safety integrity level lower than that required for checking the trajectory (T) for collision-free travel. Collision-free safety level required, wherein the first processor (P1) determines at least one trajectory (T) to be checked for collision-free status based on the first environment model (2), wherein a second, information-reduced environment model (3) is generated from the first environment model (2) or a further environment model (2') different from the first environment model (2), by reducing the first environment model (2) or the further environment model (2') to information relevant for the collision check of the trajectory (T), and wherein a second processor (P2), which has a second safety integrity level that is at least equivalent to the safety integrity level required for checking the trajectory (T) for collision-free status, performs a collision check of the trajectory (T) based on the second, information-reduced environment model (3).
  2. Procedure according to Claim 1 , characterized in that the cells (Z) of the first environment model (2) and/or the further environment model (2') are each assigned several probability values (W1, W2, W3), wherein a first probability value (W1) indicates the probability that the respective cell (Z) is free.
  3. Procedure according to Claim 2 , characterized in that a second probability value (W2) indicates the probability that the respective cell (Z) is occupied by a static object.
  4. Procedure according to Claim 2 or 3 , characterized in that a third probability value (W3) indicates the probability that the respective cell (Z) is occupied by a dynamic object.
  5. Procedure according to one of the Claims 2 until 4 , characterized in that, based on the probability values (W1, W2, W3) of the cells (Z) of the first environment model (2) and/or the further environment model (2'), several probability means (WM1, WM2, WM3) are determined, wherein the probability means (WM1, WM2, WM3) are each formed by averaging the probability values (W1, W2, W3) of a group (G) of cells (Z) that is occupied at least temporarily when the trajectory (T) is traversed by the body (1.1) of the vehicle (1), and that the probability means (WM1, WM2, WM3) are used as information of the second, information-reduced environment model (3) by the second processor (P2) to check the trajectory (T) for collision-free operation.
  6. Procedure according to Claim 5 , characterized in that at least a first probability mean value (WM1) is determined which indicates the probability that a group (G) of cells (Z) which is at least temporarily occupied by the body (1.1) of the vehicle (1) when traversing the trajectory (T) is free.
  7. Procedure according to Claim 5 or 6 , characterized in that at least a second probability mean (WM2) is determined, which indicates the probability that in a group (G) of cells (Z) which is at least temporarily occupied by the body (1.1) of the vehicle (1) when traversing the trajectory (T), at least one static object is located.
  8. Procedure according to one of the Claims 5 until 7 , characterized in that at least a third probability mean (WM3) is determined, which indicates the probability that at least one dynamic object is located in a group (G) of cells (Z) which is at least temporarily occupied by the body (1.1) of the vehicle (1) when traversing the trajectory (T).
  9. Procedure according to one of the Claims 5 until 8 , characterized in that the probability means (WM1, WM2, WM3) are formed by averaging the probability values of the cells (Z) of the first environment model (2) and/or the further environment model (2') which are temporarily occupied by the body (1.1) of the vehicle (1) when driving through the entire trajectory (T) to be tested.
  10. Procedure according to one of the Claims 5 until 8 , characterized in that the probability means (WM1, WM2, WM3) refer to a group (G) of cells (Z) of the first environment model (2) and/or the further environment model (2') which are occupied at a certain time when traversing the trajectory (T) by the body (1.1) of the vehicle (2).
  11. Procedure according to Claim 10 , characterized in that several groups (G) of probability means (WM1, WM2, WM3) are used to check the trajectory (T) for collision-free operation, wherein each group of probability means (WM1, WM2, WM3) refers to a group (G) of cells (Z) of the first environment model (2) and/or the further environment model (2') which are occupied by the body (1.1) of the vehicle (1) at different times when traversing the trajectory (T).
  12. Procedure according to Claim 11 , characterized in that a group of probability means (WM1, WM2, WM3) - each a first probability mean (WM1) exhibits the probability that a group (G) of cells (Z) of the first environment model (2) and/or the further environment model (2'), which is occupied by the body (1.1) of the vehicle (1) at a certain time when traversing the trajectory (T), is free; - each exhibits a second probability mean (WM2) that indicates the probability that a group (G) of cells (Z) of the first environment model (2) and/or the further environment model (2'), which is occupied by the body (1.1) of the vehicle (1) at a certain time when traversing the trajectory (T), is occupied by at least one static object; - each has a third probability mean (WM3) that indicates the probability that a group (G) of cells (Z) of the first environment model (2) and/or of the further environment model (2'), which is occupied by the body (1.1) of the vehicle (1) at a certain time when traversing the trajectory (T), is occupied by at least one dynamic object.
  13. Procedure according to Claim 11 or 12 , characterized in that when assessing the trajectory (T) for collision-free operation, the probability means (WM1, WM2, WM3) of a group of probability means are compared with each other and a plausibility check is carried out based on the comparison of the probability means (WM1, WM2, WM3) of a group.
  14. Method according to one of the preceding claims, characterized in that the second, information-reduced environment model (3) is generated by reducing the first environment model (2) and/or the further environment model (2') to the cells (Z) that are temporarily occupied when the body (1.1) of the vehicle (1) traverses the trajectory (T).
  15. System for checking a vehicle's trajectory (T) for collision-free travel, wherein the system (10, 10') comprises a first processor (P1) providing a first environment model (2) of the vehicle (1) comprising a plurality of cells (Z), wherein the cells (Z) each correspond to an environmental area in the vicinity of the vehicle (1) and each cell (Z) is associated with information indicating whether the environmental area represented by the cell (Z) is traversable without collision, wherein the first processor (P1) has a first safety integrity level lower than a safety level required for checking the trajectory (T) for collision-free travel, wherein the first processor (P1) is configured to determine at least one trajectory (T) to be checked for collision-free travel based on the first environment model (2), wherein the first processor (P1) or a further processor (P1') having a safety integrity level lower than a safety level required for checking the The trajectory (T) is configured to generate a second, information-reduced environment model (3) from the first environment model (2) or another environment model (2') by reducing the first environment model (2) or the further environment model (2') to information relevant for the collision check of the trajectory (T), wherein a second processor (P2) is provided which has a second safety integrity level that is at least equivalent to the safety integrity level required for checking the trajectory (T) for collisions, and wherein the second processor (P2) is configured to perform a collision check of the trajectory (T) based on the second, information-reduced environment model (3).

Description

The invention relates to a method and system for checking a planned trajectory of a vehicle for collision-free travel. Driver assistance systems that feature a trajectory planner, which provides a collision-free trajectory on which at least semi-autonomous vehicle control is based, are already known. In these systems, the trajectory planner determines, for example, several test trajectories, also known as trajectory hypotheses, then checks these test trajectories for collision-free driving, and after a positive collision-free check, selects a collision-free trajectory on which at least semi-autonomous driving is carried out. For collision detection, a grid-based environment model can be used, which has a large number of cells and cell attributes assigned to these cells. Based on these cell attributes, it is possible to check whether a planned trajectory can be traversed without collisions or not. For example, the cell attributes can indicate whether a cell is free and therefore traversable without collisions, or whether it is occupied by a third-party object. The problem is that the processor used for collision detection of a trajectory using a grid-based environmental model must have high memory and computing resources, while simultaneously meeting a high safety integrity level (ASIL level; ASIL: Automotive Safety Integrity Level). Specifically, for L4 systems and above, it must meet ASIL D safety integrity level according to SAE J3016. However, no processors are available, or only very expensive ones, that meet this safety integrity level and simultaneously offer the necessary memory and computing capacities. Based on this, the object of the invention is to provide a method for checking a planned trajectory of a vehicle for collision-free operation, which offers a high level of safety and is feasible with processors available on the market that meet the required safety integrity level. The problem is solved by a method having the features of independent claim 1. Preferred embodiments are the subject of the dependent claims. A system for checking a planned trajectory of a vehicle for collision-free travel is the subject of dependent claim 15. According to a first aspect, a method for checking a planned vehicle trajectory for collision-free travel is disclosed, in which a first environment model is used. The first environment model has a plurality of cells, each corresponding to an environmental region in the vicinity of the vehicle. In other words, each cell contains information about a discrete environmental region. Each cell is associated with information indicating whether the environmental region represented by the cell can be traversed without collision. The first environment model is processed by a first processor, which has a first safety integrity level that is lower than the safety level required for checking the trajectory for collision-free travel. Preferably, the first environment model is also generated by the first processor. In particular, the first processor does not meet the ASIL D level required for L4 systems according to SAE J3016 or higher. Based on the first environment model, the first processor determines at least one trajectory to be checked for collision-free travel. From the first environment model, or from a different, further environment model, a second, information-reduced environment model is generated by reducing the first or further environment model to information relevant for trajectory collision checking. This further environment model can be provided by another processor with a safety integrity level lower than that required for trajectory collision-free testing. In particular, this further processor does not meet ASIL D, which is required for L4 systems according to SAE J3016 or higher. A second processor with a second safety integrity level at least equal to that required for trajectory collision-free testing performs a collision check of at least one trajectory based on the second, information-reduced environment model. The technical advantage of this method lies in the fact that by distributing the tasks across at least two processors and reducing the information from the first environment model to a second environment model, it becomes possible to use a grid-based environment model for planning test trajectories and subsequently check these test trajectories for collision-free operation using a commercially available processor with the required safety integrity level. The advantage of using a first environment model to determine at least one trajectory and a second environment model, different from the first and from which the second, information-reduced environment model is generated, is... The advantage lies in the fact that higher safety requirements can be achieved by using two differently implemented environment models, for example, the standards ISO 21448 “Safety of the intended Functionality” or ISO/PAS 8800 can be met. According to one embodiment, each cell