CN102874258A - 一种车辆 - Google Patents
一种车辆 Download PDFInfo
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- CN102874258A CN102874258A CN2012102368979A CN201210236897A CN102874258A CN 102874258 A CN102874258 A CN 102874258A CN 2012102368979 A CN2012102368979 A CN 2012102368979A CN 201210236897 A CN201210236897 A CN 201210236897A CN 102874258 A CN102874258 A CN 102874258A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
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- 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
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Abstract
提供一种车辆。所述车辆可通过以下方式估计交通密度:如果物体驶入车辆一侧的预定义的地带,则增加参数的值,在物体驶出所述预定义的地带以后,减小所述参数的值,从而所述参数的值随着车辆附近的交通增加而增加,随着车辆附近的交通减少而减小。
Description
技术领域
本公开涉及一种车辆,更具体地讲,涉及一种用于估计车辆附近的交通密度的技术。
背景技术
某些车辆可提供资讯娱乐(infotainment)信息、导航信息等以增强驾驶体验。随着驾驶员和这些车辆之间的交互增加,在不增加驾驶员工作负荷的情况下促进这种交互将会是有利的。
发明内容
一种车辆可包括至少一个控制器。所述至少一个控制器可在物体驶入车辆一侧的预定义的地带后以第一速率增加表示车辆附近的交通密度的参数的值,并且在物体驶出所述预定义的地带后以小于第一速率的第二速率减小所述参数的值,从而所述参数的值随着车辆附近的交通增加而增加,随着车辆附近的交通降低而减小。
一种车辆可包括至少一个控制器,所述至少一个控制器基于均在前一物体驶出车辆一侧的预定义的地带后的特定时间间隔内连续地驶入所述预定义的地带的物体的数量确定车辆附近的交通密度。
一种车辆可包括至少一个控制器,如果在前一物体驶出车辆一侧的预定义的地带后在特定时间间隔内,物体驶入所述预定义的地带,则所述至少一个控制器检测交通状况的增加。所述至少一个控制器可响应检测到交通状况的增加,增加表示车辆附近的交通密度的参数的值,从而所述参数的值随着车辆附近的交通的增加而增加。
附图说明
图1是示出车辆盲点位置的示意图,在此例中,所述盲点位置是车辆任一侧自外视镜向后延伸至后保险杠后约3米处的区域。
图2是盲点检测系统“提示”和“检测”信号的曲线图,在此示例中,所述“提示”和“检测”信号指示在驾驶员侧的盲点内检测到存在物体以及验证了检测到的物体。
图3是示出盲点检测系统“提示”信号以及估计的与相关的TTime Out以及THold阶段相应的估计的交通密度指数。
图4是交通密度估计器的嵌入式实施的示意图。
图5和图6分别是驾驶员侧和乘客侧“提示”信号和相应的交通密度指数的曲线图。
图7是基于图5和图6的指数的总体交通密度指数的曲线图。
具体实施方式
根据要求,在此公开本发明的详细实施例;但是,应该理解,公开的实施例仅为本发明的示例,本发明可以各种以及替换形式实现。附图不必成比例;一些特征可被夸大或缩小以示出具体组件的细节。因此,在此公开的特定结构和功能细节不应被解释为限制,而应仅作为教导本领域技术人员多样性地使用本发明的代表性基础。
当调制通信、推荐以及车辆系统与驾驶员交互时,驾驶要求/工作负荷的评价会是有价值的。因此,复杂的车辆、驾驶员以及环境驾驶上下文内容可要求对驾驶员工作负荷推断采取创新、前瞻的方案。在车辆近周边环境(immediate surrounding environment)中增加的交通密度可具有增加某些驾驶员的驾驶要求/工作负荷的倾向。通过数字电子装置和连接的服务可得到关于一般路线交通状况的信息。但是,不提供车辆的近周围(immediate envelope)内的交通信息。对本车辆的近处的交通密度的知晓提供将所述信息结合到驾驶员工作负荷评价程序中的机会。交通密度以及相关工作负荷的智能估计可允许特定车辆技术不仅被限制、阻碍或推荐,而且另外对驾驶要求被定制。
本公开还提供使用侧检测传感器估计交通密度以推定驾驶员工作负荷的方法和系统的示例。例如,已有的盲点检测系统使用的传感器可收集可被分析以估计交通密度并因此估计驾驶员工作负荷的数据。但是,也可使用包括基于激光雷达(lidar)的其他侧检测传感器或视觉系统识别(其他)车辆以作为交通密度估计的输入。
可使用例如多波束雷达来检测在本车辆的盲点区中的车辆。图1示出了预定义的盲点地带(阴影部分)的示例。这些地带覆盖自侧视镜到本车辆8的后保险杠后约3米处的区域。某些盲点检测系统通常从车辆的左右两侧提供两种信号。当确定(移动或非移动的)物体占据预定义的盲点区的一部分时,标签为“检测”的二进制信号取值为1。如果验证的移动物体(如车辆)位于本车辆的盲点区中,则“提示”信号取值为1。可通过已知的信号处理技术验证物体,所述信号处理技术包括基于与本车辆的距离的改变率确定物体相对于本车辆来说正在运动。在某些实施中,也会需要在检测地带的视野内持续检测到的信号。如在本领域已知的,可通过除去杂波(filtering clutter)和伪检测(spurious detection)实现进一步的验证。图2示出了交通场景的“检测”(虚线)和“提示”(实线)信号的示例曲线。
基于从例如盲点检测系统或侧检测系统连续获得的信息,可进行以下假设:(1)操作车辆周围的交通密度与经过本车辆的车辆的数量高度相关;(2)可通过对指示在预定义的持续时间(time duration)内重复地驶入/驶出盲点的车的输入信号进行信号处理和实时计算来估计和量化交通密度;和,(3)所述持续时间是可调变量(较长的观察时间对交通密度估计设置较长的持续时间,反之亦然)。
可基于上文指示的假设实施某些交通密度估计器(TDE)。以下参照用于估计交通密度的示例算法描述两个定时器和一组指数平滑函数。但是,可以使用其他合适的技术。
基于图2中示出的阶跃函数类信号,TDE可创建连续的信号轮廓(profile)。随后,将两个定时器实施为控制:1)当提示阶跃函数被检测到时的指数增长信号的升起时间;2)保持最后得知的值的时间以及信号的指数衰减。
考虑控制实时TDE_Index连续信号轮廓的计算的过程以及有关的等式。
y0表示当前的输入提示信号。
可进一步评价y0输入信号的信号完整性检查,以确保应用二进制输入并且满足最低速度级别标准。通过以下公式设置后面的y值:
其中,Sh是本车辆速度,β是最低车速常量(例如15mph)。
可使用函数以确保指数遗忘因子ff处于稳定性及鲁棒性(robustness)的界限内。可通过以下公式结合和给出用于修改ff的标量:
ff1=ff0×(1+δ×sc) (3)
ff=max(ll,min(ln,ff1)) (4)
其中,ff0是初始遗忘因子,sc是默认值为-1的标量,δ是小值(如0.05)。作为低遗忘因子极限值,ll的值通常为0.9。作为高遗忘因子的极限值,lh的值通常为0.9999。
通过以下公式给出用于车辆左侧和右侧的实时指数信号产生函数:
R_TDEnew=ff·R_TDEold+(1-ff)·yr (5)
L_TDEnew=ff·L_TDEold+(1-ff)·yl (6)
其中,R_TDEnew和L_TDEnew分别是车辆右侧和车辆左侧的交通密度估计,R_TDEold和L_TDEold分别是R_TDEnew和L_TDEnew的前一个样本估计,yr和yl分别是当前的右提示输入信号和左提示输入信号。可通过以下公式给出值为从0到1的最终交通密度指数:
TDE_Index=max(R_TDE,L_TDE) (7)
值接近1的TDE_Index反映增加的交通密度,而值接近0的TDE_Index则反映低交通密度。以下提供定时器控制的指数增加和定时器触发的指数衰减以获得(7)的最终TDE_Index的讨论。
参照图3,当车辆驶入与特定侧相关的盲点区时,相应的“提示”信号取值为1,触发第一定时器T1的启动。只要车辆保持在盲点区中,“提示”信号的值将保持在1。接收此激发的指数函数(如(5)或(6),取决于哪个盲点被涉及)基于过滤时间常量(如0.38秒)渐次地增加TDE_Index值。然后,可通过以下条件控制TDE_Index的表现:1)如果T1≤TTime Out,则TDE_Index在TTime Out的最大时间内呈指数地增加;且,2)当TTime Out到期时,即使车辆留在盲点区中,TDE_Index值仍保持恒定,防止进一步增加,除非检测到驶入所述地带的后续车辆。
当车辆驶出与特定侧相关的盲点区时,相应的“提示”信号取值为“0”,触发第二定时器T2的启动。在此例中,以在THold设置的计数极限值持续地更新T2。只要没有另一车辆驶入盲点区,“提示”信号的值就将保持在0。将定时器T2设计为维持TDE_Index不变长达THold的时间段,从而驶入盲点区的后续车辆将导致TDE_Index进一步增加(表示增加的交通密度)。当T2到期时,TDE_Index呈指数衰减。
如果不使用定时器T2(如THold被设置为0)并且衰减速率相对快,则TDE_Index的值可不累加。在TDE_Index不保持恒定的示例中,在另一车辆可能驶入检测地带之前,TDE_Index可衰减到0。这会排除TDE_Index值随着交通增加而增加。然而,如果TDE_Index的衰减速率使得TDE_Index的值可随着交通增加而增加(和随着交通减少而减少),则THold可被设置为0(或根本不使用T2)。例如,可这样设置衰减速率:在TDE_Index衰减到0之前有4秒钟。因此,在彼此相距4秒钟以内连续驶入检测地带的车辆将导致TDE_Index的值累加。其他情形也被考虑。
图4示出示例TDE系统10的框图。子系统12接收上述讨论的“提示”信号(in_signal)作为输入,并且实施状态计数器(ct),在in_signal改变时,状态计数器(ct)被重置为0。子系统14接收以下信息作为输入:来自子系统12的“状态计数器”,来自存储器15的TDE_Index的先前值(TDE),“提示”信号以及与TTime Out(t_out_entrance)和THold(t_hold_exit)相关的参数。子系统14还结合定时器T1和T2。子系统14根据公式(1)和(2)产生“激发”信号。与上述的THold和TTime Out相比较,该“激发”信号的值被“状态计数器”的值控制。子系统16接收遗忘因子(学习率)并且来自子系统14的“激发”作为输入。根据公式(3)、(4)、(5)和(6)产生的TDE_Index的当前值(x_new)随后被输出到“Out 1”和存储器15。
图5和图6示出了示例盲点提示信号和相应的TDE指数的曲线图。图5示出了驾驶员侧“提示”信号(实线)和产生的TDE信号(虚线)。图6示出了乘客侧“提示”信号(实线)和产生的TDE信号(虚线)。图7示出了基于来自于车辆的乘客侧和驾驶员侧的TDE信号的聚合(aggregated)(例如,取平均、加权平均、取最大等)TDE信号。
再参照图1,车辆8包括侧检测系统20(如盲点检测系统)、驾驶员接口22(如人机接口、触摸屏、扬声器系统等)以及任务产生器24,所述侧检测系统20具有适当的视野,以检测驶入和驶出车辆8的侧边的车辆,所述任务产生器24与一个或多个控制器26通信,或者受一个或多个控制器26控制。在此例中,侧检测系统20包括公知的传感器和处理器,布置所述公知的传感器和处理器以检测与车辆8相关的盲点区(阴影部分)内的车辆,并且产生相应的“提示”信号和“检测”信号。可实施TDE系统10的控制器26可通过例如控制器区域网络接收“提示”信号和“检测”信号,并且基于如在此描述的控制器确定TDE_Index。
控制器26可使用TDE_Index来确定是否延迟、防止由驾驶员接口22显示和/或播放(任务产生器24产生的)信息、提示等,或者调度所述信息、提示等由驾驶员接口22显示和/或播放。当任务产生器24是例如手机时,如果TDE_Index超过某预定义的值(如0.5),则可防止与来电相应的提示通过驾驶员接口22显示。如果任务产生器24是进一步被配置为产生保养或加油提醒的智能系统,则可延迟通过驾驶员接口22显示这些提醒,直到TDE_index变得小于某预定义的值(如0.4)为止。也可考虑其他情形。例如,可将TDE_index与表示驾驶员工作负载的其他指数聚合,或者在驾驶员工作负载的估计中作为偏置值等结合。
可通过处理装置(如控制器26)以许多形式提供/实施在此公开的算法,所述控制器26可包括任何已有的电子控制单元或专用的电子控制单元,所述许多形式包括但不限于永久存储在不可写存储介质(如ROM装置)上的信息以及可改变地存储在可写存储介质(如软盘、磁带、CD、RAM装置以及其他磁光介质)上的信息。也可在软件可执行对象中实施所述算法。替代地,可使用合适的硬件组件(诸如专用集成电路(ASIC)、现场可编程逻辑门阵列(FPGA)、状态机、手机或其它硬件组件或装置)或硬件、软件和固件组件的组合来全部或部分地实施所述算法。
尽管上面描述了示例性实施例,但并不意味着这些实施例描述了本发明的所有可能的形式。更确切地讲,在说明书中使用的词语是描述性词语,而不是限制性词语,应理解在不脱离本发明的精神和范围的情况下课进行各种改变。此外,各种实施例的特征可进行组合,以形成本发明的进一步的实施例。
Claims (10)
1.一种车辆,包括:
至少一个控制器,被配置为用于连续地驶入车辆一侧的预定义的地带的物体的数量确定车辆附近的交通密度,所述连续地驶入所述预定义的地带的物体均在前一物体驶出所述预定义的地带的特定时间间隔内驶入所述预定义的地带。
2.如权利要求1所述的车辆,其中,所述基于连续地驶入所述预定义的地带的物体的数量确定车辆附近的交通密度的步骤包括:在前一物体驶出所述预定义的地带以后的特定时间间隔内,如果物体驶入车辆所述一侧的预定义的地带,则以第一速率增加表示车辆附近的交通密度的参数的值。
3.如权利要求2所述的车辆,其中,所述参数的值预定的时间段内被增加。
4.如权利要求2所述的车辆,其中,所述基于连续地驶入所述预定义的地带的物体的数量确定车辆附近的交通密度的步骤包括:如果物体驶出所述预定义的地带,则以小于第一速率的第二速率减小所述参数的值。
5.如权利要求4所述的车辆,其中,所述至少一个控制器还被配置用于在减小所述参数的值之前,如果物体驶出所述预定义的地带,则首先在特定时间间隔内保持所述参数的值恒定。
6.如权利要求4所述的车辆,其中,增加和减小所述参数的值,从而所述参数的值随着车辆附近的交通增加而增加,随着车辆附近的交通减小而减小。
7.如权利要求1所述的车辆,其中,所述至少一个控制器还被配置用于基于连续地驶入车辆另一侧的另一预定义的地带的物体的数量确定车辆附近的交通密度,所述连续地驶入车辆另一侧的另一预定义的地带的物体均在前一物体驶出所述另一预定义的地带后的特定时间间隔内连续地驶入所述另一预定义的地带。
8.如权利要求7所述的车辆,其中,还基于连续地驶入所述另一预定义的地带的物体的数量确定车辆附近的交通密度的步骤包括:
如果物体驶入车辆的另一侧的另一预定义的地带,则增加表示车辆附近的交通密度的另一参数的值,如果物体驶出所述另一预定义的地带,则减小所述另一参数的值,从而所述另一参数的值随着车辆附近的交通增加而增加,随着车辆附近的交通减小而减小。
9.如权利要求8所述的车辆,其中,所述至少一个控制器还被配置用于取所述参数的值和所述另一参数的值的平均值。
10.如权利要求8所述的车辆,其中,所述至少一个控制器还被配置用于在所述参数和所述另一参数当中选择最大值。
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DE102012211616A1 (de) | 2013-01-17 |
US8688321B2 (en) | 2014-04-01 |
DE102012211616B4 (de) | 2015-09-03 |
US20130018545A1 (en) | 2013-01-17 |
CN102874258B (zh) | 2016-01-20 |
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