DE102016006567B4 - Method and device for increasing traffic safety, especially in the event of a rear impact - Google Patents

Abstract

Method for determining an imminent rear impact (ha) on a first vehicle (1), wherein
a) a distance (a) and / or a relative speed (rv) of a second vehicle (2) following the first vehicle (1) is determined, and
b) as a function of at least the determined distance (a) and / or the relative speed (rv) an imminent rear impact (ha) of the second vehicle (2) on the first vehicle (1) is determined,
c) wherein the determination of the distance (a) and / or the relative speed (rv) by means of a reversing camera (4.0) of the first vehicle (1), characterized in that
d) the activation (ak) of the reversing camera (4.0) takes place as a function of a braking request (br) of a driver of the first vehicle (1),
e) wherein the activation (ak) of the reversing camera (4.0) takes place independently of the current speed (v1) of the first vehicle (1), and
f) that when activating (ak) the reversing camera (4.0) in response to a braking request (br) of a driver of the first vehicle (1), the otherwise applicable rules for activating (ak) the reversing camera (4.0) are overruled, if these rules a deactivation (dk) the reversing camera (4.0) signal, as well
g) the course of the imminent rear impact (ha) on the first vehicle (1) is tracked by means of the activated reversing camera (4.0), and
h) if it is recognized that the imminent rear impact (ha) is unavoidable,
i) as a result of the fact that the braking request (br) in the first vehicle (1) is automatically reduced (red) differently from the default of the vehicle driver,
a. if there is sufficient free space (Fr) in front of the first vehicle (1) and as a result thereof
b. there is no danger of the first vehicle (1) ascending onto a third vehicle (3) advancing ahead of the first vehicle (1),
j) wherein the automatic reduction (red) of the braking request (br) begins at the time (t1) of the physically occurring rear impact (ha), and
k) the automatic reduction (red) of the braking request (br) is revised starting at the time (t2) at which the first vehicle (1) is positively accelerated due to the occurring rear impact (ha) greater than 0.5 g, wherein the Gradient (g _rev ) when revising the reduced braking request (br _red ) is less than the gradient (g _red ) of the previously occurring automatic reduction (red) of the braking request (br).

Description

The invention relates to a method and a device for activating a reversing camera and for detecting an imminent rear impact, to obtain a reduction of the impact forces acting in a rear impact by a subsequent vehicle and thus a reduction in injury to the vehicle occupants and / or reduction of vehicle deformation (due to damage limitation ) in the first vehicle, and a vehicle equipped with such a device.

For new vehicles, the criteria "safety" and "ride comfort" have a very high priority. The term "safety" is understood to mean, in particular, the protection of vehicle occupants in the event of an accident in order to minimize the risk of injury to the vehicle occupants in the event of an accident. The term "ride comfort" is to be understood in particular assistance systems that facilitate the vehicle guidance, or assist the driver by assistance functions.

As an example of an application of an assistance function so-called optical or imaging systems are to be mentioned, which allow not only an increase in traffic safety but also an increase in ride comfort.

Many vehicles are now equipped with so-called rear view cameras. Originally, these cameras were built as single cameras to facilitate reversing. Meanwhile, these cameras are also integrated in so-called all-round vision systems (360-degree view systems, top-view systems).

Regardless of whether the reversing camera is used as a single camera or as a system camera for a 360 degree application, these have one thing in common that the power supply for the reversing camera is switched, and only when a demand request is activated / powered.

1. a) beim Einlegen des Rückwärtsganges, und/oder
2. b) bei niedrigen Fahrzeuggeschwindigkeiten die Rückfahrkamera mit Spannung versorgt wird, bzw. somit aktiviert wird.

The activation is done here usually in the way that

1. a) when engaging the reverse gear, and / or
2. b) at low vehicle speeds, the reversing camera is supplied with voltage, or thus activated.

1. a) sich eine Energieeinsparung im Fahrzeugbordnetz erzielen lässt,
2. b) sich eine Vermeidung einer unnötigen Temperaturerhöhung in der Kamera erzielen lässt, sowie
3. c) sich eine Verlängerung der Lebensdauer der Rückfahrkamera erzielen lässt.

The reason for this is, inter alia, primarily that by means of the demand-driven activation of the reversing camera

1. a) energy savings can be achieved in the vehicle electrical system,
2. b) avoidance of unnecessary temperature increase in the camera can be achieved, as well as
3. c) an extension of the life of the reversing camera can be achieved.

As a further example of an application of an assistance function, so-called occupant protection systems should be mentioned, which in the event of an accident or vehicle crash have the primary task of optimally protecting the occupants of the vehicle. As input parameters or criteria to be evaluated in so-called occupant protection systems, primarily acceleration signals from acceleration sensors as well as image signals from optical systems are used, such as e.g. Cameras, Radar, Lidar, and the like.

In the so-called occupant protection systems, in particular restraint systems such as airbags and belt tensioners, the optimum protective effect is designed for a frontal impact. In a rear impact, however, most occupant protection systems remain ineffective, or offer only a limited protective function.

A large risk of injury to the occupant is given in the area of the cervical vertebrae with a rear impact, the risk of injury being greater, the "harder" (more powerful) the impact is or the greater the impact peak value (the acceleration peak).

It would of course be best if you could completely prevent a rear crash by the available braking distance is used optimally by all road users, as for example, by a premium assistant system of the font DE 10 2005 025 510 B4 is disclosed.

However, such a solution requires environmental monitoring, which goes far to the front in order to be able to analyze the preceding traffic space accordingly.

Since such a camera is associated with additional costs, the solution of the font DE 10 2005 025 510 B4 not yet used.

As mentioned at the beginning, the criteria "safety" and "driving comfort" are very important for new vehicles, or for competitive reasons the vehicle manufacturers always make sure that the end customer offers as much performance and functionality as possible when buying a new vehicle or, for reasons of innovation, to be able to offer a further step in relation to the state of the art in order to differentiate itself from the competition.

For this purpose, a large number of assistance systems are known from the state of the art, which bring about an increase in comfort as well as an accident prevention or minimization of a risk of injury to the vehicle occupant (s).

From the Scriptures DE 10 2011 087 781 A1 A method of reducing accident damage in a collision between a first vehicle and a second vehicle approaching from behind the first vehicle is known, wherein a collision monitor detects an inevitable collision in the first vehicle, and as a result, a controller of the first vehicle detects the engine of the first vehicle Decoupled vehicle and releases the brake of the first vehicle.

From the Scriptures DE 10 2012 102 693 A1 For example, a method for providing traffic information in vehicles is known, for example for navigation devices for digitalizing a digital map and / or for assistance systems in vehicles which serve to output location-related traffic warnings.

From the Scriptures DE 10 2013 200 683 A1 For example, there is known a method and system for automatically stopping an engine, wherein the automatic stopping of the engine is in response to the output of an on-board camera.

From the Scriptures DE 10 2008 048 436 A1 a method for avoiding an impact and / or reducing the severity of an impact on a tail of a first vehicle by a subsequent second vehicle is known, wherein the distance and a relative speed of the subsequent second vehicle are determined to the first vehicle, wherein upon detection of an impending Impact, created for each brake of each wheel, a specific impact-braking characteristic and the brakes are controlled accordingly.

From the Scriptures DE 10 2014 014 277 A1 For example, an acceleration change minimization control for passenger cars is known with the aim of influencing the acceleration change, the vehicle displacement and the deformation by selectively braking the individual wheels in a stationary vehicle.

With the solutions according to the prior art, an improvement in terms of accident prevention or minimization of a risk of injury for / the vehicle occupant effect, with the advancing technology, even here further optimizations can be achieved.

Based on the prior art, the object of the invention is therefore to seek solutions, or to be able to offer an improved or more powerful product range than the prior art.

This object is achieved or achieved by a method according to claim 1, which has its features, as well as by a device according to claim 2, which has its features. Further embodiments of the invention will become apparent from the dependent claims.

In order to achieve further synergy effects in terms of safety and comfort, using components already present in the vehicle, the invention proposes that in particular the reversing camera is used for a further vehicle application (synergy effect), according to the invention as further vehicle application (synergy effect) the reversing camera is also to be used for an occupant protection application, in particular to minimize the risk of injury to the occupant in the first vehicle in the event of a rear impact, and / or to reduce the vehicle deformation (due to damage limitation) in the first vehicle, as will be described in more detail below is explained.

For ease of understanding, it should be noted that throughout the text of the application the term "first vehicle ( 1 ) "Stands for the vehicle in which the imminent rear impact takes place, and the term" second vehicle ( 2 ) stands for the vehicle, which on the rear of the first vehicle ( 1 ) threatens to open up, or ascends.

Deviating from the solution of the script DE 10 2005 025 510 B4 , in the present invention, a deviating approach is proposed in this particular the rear traffic area is monitored and analyzed, with a reduction of the brake pressure against the driver specification does not already in advance before the imminent rear impact begins, but the lowering of the brake pressure against the driver default exactly, or takes place due to tolerances to be considered at the actual time of the occurring rear-end collision.

1. a) das erste vorausfahrende Fahrzeug (1) beschleunigt wird, bzw.
2. b) zeitlich weit vor dem eigentlichen Heckaufprall die Bremsung im vorrausfahrenden Fahrzeugs (1) unterbrochen bzw. reduziert wird,

um bis zum Zeitpunkt (t1) der eigentlichen Heckkollision eine möglichst geringe Differenzgeschwindigkeit zwischen dem ersten Fahrzeug (1) und dem zweiten Fahrzeug (2) zum Zeitpunkt (t1) des Heckaufpralls zu erlangen, oder nach Möglichkeit den drohenden Heckaufprall gänzlich vermeiden zu können.It should also be noted at this point that the proposed solution according to the invention is not to be confused with solutions, in the case of an imminent rear impact, or as a general measure for preventing a rear impact,

1. a) the first preceding vehicle ( 1 ) is accelerated, or
2. b) well in advance of the actual rear impact braking in the preceding vehicle ( 1 ) is interrupted or reduced,

by the time ( t1 ) the actual rear-end collision the lowest possible differential speed between the first vehicle ( 1 ) and the second vehicle ( 2 ) at the time ( t1 ) of the rear impact, or to avoid the threat of rear impact if possible.

A disadvantage of such a solution of the two solutions mentioned above is that these are only applicable if in front of the vehicle ( 1 ) is a very large free space, or in the driving trajectory of the first vehicle ( 1 ) there is no obstacle. However, this will rarely be the case since the driver of the preceding vehicle ( 1 ) otherwise no braking would have initiated, because without reason - without danger in the own driving trajectory - usually no driver brakes unfounded.

As a great advantage of the solution according to the invention in comparison with the solutions according to the prior art, it can be considered that further advantages over the solutions according to the state are obtained, wherein the solution according to the invention as a rule no additional hardware components are required because the hardware components required for the solution according to the invention are all already present in the standard equipment in newer vehicles as a rule. For example, many new vehicle series / vehicle models have a standard rear view camera, which detect the retroactive close range when reversing.

Based on the hardware components already contained in the standard equipment in newer vehicles, at least two steps or changes from the prior art are required to arrive at the subject matter / solution according to the invention.

1. a) der Rückwärtsgang eingelegt wird, und/oder
2. b) die Fahrzeuggeschwindigkeit einen geringen Wert aufweist,

sondern immer dann erfolgt, wenn

• c) der Rückwärtsgang eingelegt wird, und/oder
• d) die Fahrzeuggeschwindigkeit einen geringen Wert aufweist, und/oder
• e) eine starke Bremsanforderung vorliegt.

In one of the steps, the existing rules for activating the rear view camera to be amended or amended by the existing rules for activating the rear view camera can be overruled in the kind so that a need-based activation of the rear view camera is not only if

1. a) the reverse gear is engaged, and / or
2. b) the vehicle speed has a low value,

but always happens when

• c) the reverse gear is engaged, and / or
• d) the vehicle speed has a low value, and / or
• e) there is a strong demand for braking.

See also the following 2 and 3 ,

1. a) der bisherigen Komfortfunktion (wie beispielsweise einer 360 Grad-Applikation für eine Rundumsicht, oder einer Rückfahrkamerafunktionalität als Einparkhilfe),
2. b) zusätzlich eine Sicherheitsfunktion für ein Insassenschutzsystem zuzuordnen, bzw. hierfür die Rückfahrkamera in einer Synergiefunktion zu verwenden.

In another of the steps are the rear view camera next to

1. a) the previous comfort function (such as a 360 degree application for a panoramic view, or a Rückfahrkamerafunktionalität parking assistance),
2. b) additionally allocate a safety function for an occupant protection system, or to use the reversing camera in a synergy function for this purpose.

1. a) immer dann, wenn bei einem starken Bremsmanöver (Notbremsung),
2. b) wenn sich von Hinten ein weiteres Fahrzeug mit höherer Geschwindigkeit nähert, bzw. in den Bereich der Heck-Zone des ersten Fahrzeugs eindringt, dass
3. c) dann zumindest für den vorherbestimmten Zeitpunkt / Zeitbereich des prognostizieren Heckaufpralls,
4. d) die Bremsleistung des ersten Fahrzeugs kurzfristig abgesenkt wird, damit
5. e) die Stoßeinwirkung etwas plastischer wird, bzw. der Parameter Epsilon (auch „Stoßzahl“ genannt - siehe auch nachfolgend zu den 7 & 8) soweit als möglich reduziert wird (der Spitzenwert der Krafteinwirkung reduziert wird, bzw. die Krafteinwirkung auf eine „längere Zeit“ verteilt wird), bzw. möglichst wenig Bewegungsenergie vom auffahrenden zweiten Fahrzeug (2) auf das erste Fahrzeug (1) übertragen wird.

In order to obtain an additional protective function or safety function (synergy function) in a rear-end collision with the reversing camera, it is therefore further proposed according to the invention that, if the preceding traffic space permits, that

1. a) whenever a strong braking maneuver (emergency braking)
2. b) when approaching from behind another vehicle at a higher speed, or enters the area of the rear zone of the first vehicle, that
3. c) then at least for the predetermined time / time range of the predicted rear impact,
4. d) the braking power of the first vehicle is lowered for a short time so that
5. e) the impact is a little more plastic, or the parameter Epsilon (also called "shock rate" - see also below to the 7 & 8th ) is reduced as far as possible (the peak value of the force is reduced, or the force is distributed to a "longer time"), or as little kinetic energy from the approaching second vehicle ( 2 ) on the first vehicle ( 1 ) is transmitted.

The advantage of this is that the particularly dangerous impact peak value (acceleration peak) is quasi damped, and thus the risk of injury can be significantly reduced / reduced (the first vehicle is thus not catapulted so violent forward, or not so much deformed). One of the effects of this effect is that the impact is reduced by the reduction of the Braking request in the first vehicle lasts longer in time (lengthened), or is plastic, since in an unchecked from the rear "struck" vehicle, this can be easily brought to a change in movement, as a braked from behind "struck" vehicle. When the vehicle is braked by a force "only" the vehicle's own weight must be brought into a change in movement, whereas in a braked vehicle with a force both the vehicle's own weight must be brought into a change in movement, as well as the effort on the basis of the friction of the vehicle wheels to the roadway must be overcome ,

A side effect is also that among other things in a favorable constellation, the braking distance of the first vehicle can be reduced, or less kinetic energy from the approaching second vehicle ( 2 ) on the first vehicle ( 1 ), this results in the first vehicle ( 1 ) is not so badly deformed.

1. a) das erste Fahrzeug nicht nach vorne „katapultiert“ wird, sondern der Kontakt zwischen erstem Fahrzeug und auffahrendem zweitem Fahrzeug „dauerhaft“ bleibt (wenn Epsilon ist gleich Null), und
2. b) dass die wiedereinsetzende Bremsleistung des ersten Fahrzeuges mit dazu verwendet werden kann, um das auffahrende zweite Fahrzeug zusätzlich abzubremsen.

With a clever timing, it can even be set up (if the impact shock is made very plastic) that

1. a) the first vehicle is not "catapulted" forward, but the contact between the first vehicle and the approaching second vehicle remains "permanent" (when Epsilon equals zero), and
2. b) that the re-establishing braking power of the first vehicle can be used to additionally brake the approaching second vehicle.

However contradictory the solution ("reduce brake pressure" to possibly shorten the "braking distance", or "reduce injury risk") may appear at first glance, this effect can still be achieved if the physical principles are applied accordingly , However, since these appear contradictory at first sight, it is therefore proposed in the introductory phase that the approach according to the invention for reducing the risk of injury in the event of a rear impact is preferably used only if, before the first vehicle ( 1 ) there is sufficient free space to obtain in this case at least the advantage that in a rear impact, the risk of injury to the occupant in the first vehicle is reduced.

Description and features and the resulting / associated system features of the vehicle application according to the invention, which is characterized in that in particular the reversing camera for another vehicle application (synergy effect) is used, the reversing camera is also used for an occupant protection application to In particular, in a rear impact to minimize the risk of injury to the occupant in the first vehicle, and / or to obtain a reduction of the vehicle deformation in the first vehicle.

1. a) ein Abstand und/oder eine Relativgeschwindigkeit eines dem ersten Fahrzeug (1) nachfolgenden zweiten Fahrzeugs (2) bestimmt wird, und
2. b) in Abhängigkeit zumindest des bestimmten Abstands und/oder der Relativgeschwindigkeit ein drohender Heckaufprall des zweiten Fahrzeugs (2) auf das erste Fahrzeug (1) ermittelt wird,
3. c) wobei die Bestimmung des Abstands und/oder der Relativgeschwindigkeit mittels Zuhilfenahme einer Rückfahrkamera des ersten Fahrzeugs (1) erfolgt.

The invention relates to a method for determining an imminent rear impact on a first vehicle ( 1 ), in which

1. a) a distance and / or a relative speed of the first vehicle ( 1 ) subsequent second vehicle ( 2 ), and
2. b) as a function of at least the determined distance and / or the relative speed, a threatening rear impact of the second vehicle ( 2 ) on the first vehicle ( 1 ) is determined
3. c) wherein the determination of the distance and / or the relative speed by means of a reversing camera of the first vehicle ( 1 ) he follows.

The involvement of the reversing camera, or the aid of the reversing camera has the advantage that the reversing camera is designed especially for the detection of short-range, that thus by means of the reversing camera, the collision time ( t1 ) can be determined very accurately, so that the steps according to the invention can be carried out exactly at the time of the collision.

In an advantageous embodiment of the invention, the method is characterized in that activation of the reversing camera in response to a braking request of a driver of the first vehicle ( 1 ) he follows.

1. a) die Aktivierung der Rückfahrkamera in Abhängigkeit einer Bremsanforderung eines Fahrers des ersten Fahrzeugs (1) erfolgt,
2. b) wobei die Aktivierung der Rückfahrkamera hierbei unabhängig von der aktuellen Geschwindigkeit des ersten Fahrzeugs (1) erfolgt, und
3. c) dass bei der Aktivierung der Rückfahrkamera in Abhängigkeit einer Bremsanforderung eines Fahrers des ersten Fahrzeugs (1), die sonst geltenden Regeln zur Aktivierung der Rückfahrkamera überstimmt werden, sofern diese Regeln eine Deaktivierung der Rückfahrkamera signalisieren.

In a further advantageous embodiment of the invention, the method is characterized in that

1. a) the activation of the reversing camera as a function of a braking request of a driver of the first vehicle ( 1 ) he follows,
2. b) wherein the activation of the reversing camera is independent of the current speed of the first vehicle ( 1 ), and
3. c) that upon activation of the reversing camera in response to a braking request of a driver of the first vehicle ( 1 ), the otherwise applicable rules for activating the rear view camera are overruled, if these rules signal a deactivation of the rear view camera.

1. a) mittels der aktivierten Rückfahrkamera der Verlauf des drohenden Heckaufpralls auf das erste Fahrzeug (1) verfolgt wird, und
2. b) sofern erkannt wird, dass der drohende Heckaufprall unvermeidbar ist,
3. c) resultierend daraus, dass die Bremsanforderung im ersten Fahrzeug (1) abweichend von der Vorgabe des Fahrzeugführers automatisch reduziert wird,
   1. a. sofern vor dem ersten Fahrzeug (1) ein ausreichender Freiraum vorhanden ist, und resultierend daraus
   2. b. nicht die Gefahr besteht, dass das erste Fahrzeug (1) auf ein dem ersten Fahrzeug (1) vorrausfahrendes drittes Fahrzeug (3) auffährt.

In a further advantageous embodiment of the invention, the method is characterized in that

1. a) by means of the activated reversing camera the course of the imminent rear impact on the first vehicle ( 1 ), and
2. b) if it is recognized that the imminent rear impact is unavoidable,
3. c) as a result of the fact that the braking request in the first vehicle ( 1 ) is deviated automatically from the default of the driver,
   1. a. if before the first vehicle ( 1 ) there is sufficient free space and as a result thereof
   2. b. there is no danger that the first vehicle ( 1 ) on a first vehicle ( 1 ) preceding vehicle ( 3 ) ascends.

In a further advantageous embodiment of the invention, the method is characterized in that the automatic reduction of the braking request, at the time ( t1 ) of the physically occurring rear impact begins.

In a further advantageous embodiment of the invention, the method is characterized in that the automatic reduction of the braking request is revised, starting at the time ( t2 ), in this the first vehicle ( 1 ) is positively accelerated as a result of the occurring rear impact greater than 0.5 g, wherein the gradient when revising the reduced brake request is lower than the gradient of the previously occurred automatic reduction of the braking request.

1. a) Mittel zur Bestimmung eines Abstands und/oder einer Relativgeschwindigkeit eines dem ersten Fahrzeug (1) nachfolgenden zweiten Fahrzeugs (2), und
2. b) Mittel zur Ermittlung eines drohenden Heckaufpralls in Abhängigkeit zumindest des bestimmten Abstands und/oder der Relativgeschwindigkeit,
3. c) wobei es sich bei den Mitteln zur Bestimmung eines Abstands und/oder einer Relativgeschwindigkeit mindestens um eine Rückfahrkamera des ersten Fahrzeugs (1) handelt.

Furthermore, the invention relates to a device ( 10 ) for determining an imminent rear impact on a first vehicle ( 1 ) according to a method according to one of the preceding claims, comprising

1. a) means for determining a distance and / or a relative speed of the first vehicle ( 1 ) subsequent second vehicle ( 2 ), and
2. b) means for determining an imminent rear impact as a function of at least the determined distance and / or the relative speed,
3. c) wherein the means for determining a distance and / or a relative speed at least one rear-view camera of the first vehicle ( 1 ).

In an advantageous embodiment of the invention, the device is characterized in that this means for activating the reversing camera in response to a braking request of a driver of the first vehicle ( 1 ).

1. a) die aktivierte Rückfahrkamera ausgebildet ist, den Verlauf des drohenden Heckaufpralls auf das erste Fahrzeug (1) zu verfolgen, und
2. b) sofern die Vorrichtung (10) erkennt, dass der drohende Heckaufprall unvermeidbar ist,
3. c) resultierend daraus, dass die Vorrichtung (10) die Bremsanforderung im ersten Fahrzeug (1) abweichend von der Vorgabe des Fahrzeugführers automatisch reduziert,
   1. a. sofern vor dem ersten Fahrzeug (1) ein ausreichender Freiraum vorhanden ist, und resultierend daraus
   2. b. nicht die Gefahr besteht, dass das erste Fahrzeug (1) auf ein dem ersten Fahrzeug (1) vorrausfahrendes drittes Fahrzeug (3) auffährt.

In a further advantageous embodiment of the invention, the device is characterized in that

1. a) the activated rear view camera is formed, the course of the impending rear impact on the first vehicle ( 1 ) and
2. b) if the device ( 10 ) recognizes that the imminent rear impact is unavoidable,
3. c) as a result of the device ( 10 ) the braking request in the first vehicle ( 1 ) deviating from the default of the driver automatically reduced,
   1. a. if before the first vehicle ( 1 ) there is sufficient free space and as a result thereof
   2. b. there is no danger that the first vehicle ( 1 ) on a first vehicle ( 1 ) preceding vehicle ( 3 ) ascends.

Furthermore, the invention relates to a vehicle ( 100 ) which is characterized in that it is equipped with a device as described, wherein the device is configured to carry out the method according to the invention.

Further advantages, features and possible applications of the present invention will become apparent from the following description in conjunction with those in the 1 to 8th illustrated embodiments. All described and / or illustrated features alone or in any combination, the subject of the present invention, and regardless of their summary in the claims or their references.

Likewise, implementations are the subject of the present invention, based on the solutions according to the prior art, lead by appropriate development or re-development of the functional solution according to the subject invention of the invention.

In the description, in the claims, in the abstract and the associated drawings, the terms and associated reference numerals used in the list of reference numerals given below are used.

The invention will now be described below with reference to an embodiment with the aid of 1 to 8th explained in more detail. Hereinafter, for functionally identical and / or identical elements may be denoted by the same reference numerals.

Show it:

• 1: Die 1 zeigt eine Prinzip-Darstellung eines Kraftfahrzeugs (1) mit einer erfindungsgemäßen Vorrichtung (10), sowie den wesentlichen dazugehörigen Komponenten.
• 2: Eine Prinzip-Darstellung der Ansteuerlogik, bzw. geltenden Regeln zur Aktivierung der Rückfahrkamera (4), bzw. für die Ansteuerung der Rückfahrkamera (4), gemäß dem Stand der Technik.
• 3: Eine Prinzip-Darstellung der erweiterten Ansteuerlogik, bzw. Erweiterung der geltenden Regeln zur Aktivierung der Rückfahrkamera (4), bzw. für die Ansteuerung der Rückfahrkamera (4), gemäß der erfindungsgemäßen Lösung.
• 4: Eine Prinzip-Darstellung, welche den Verlauf der Bremsanforderung (br), bzw. den Verlauf des Bremsdruckes (p) infolge der Bremsanforderung (br), in Abhängigkeit des zeitlichen Ablaufes eines Heckaufprall-Szenarios.
• 5: Eine Detailansicht, um den Zeitpunkt t1 genauer zu erklären / spezifizieren.
• 6: Eine Detailansicht, um den Zeitpunkt t2 genauer zu erklären / spezifizieren
• 7: Zeigt am Beispiel des Kugelstoßmodels das Verhalten aufeinanderprallenden Körper bei einem voll-elastischem Stoß.
• 8: Zeigt das Verhalten aufeinanderprallenden Körper bei einem voll-plastischem Stoß.

The drawings show in

• 1 : The 1 shows a schematic representation of a motor vehicle ( 1 ) with a device according to the invention ( 10 ), as well as the essential components.
• 2 : A principle representation of the control logic, or applicable rules for activating the reversing camera ( 4 ), or for controlling the reversing camera ( 4 ), according to the prior art.
• 3 : A principle representation of the extended control logic, or extension of the valid rules for activating the reversing camera ( 4 ), or for controlling the reversing camera ( 4 ), according to the solution according to the invention.
• 4 : A principle representation showing the course of the brake request ( br ), or the course of the brake pressure (p) as a result of the braking request ( br ), depending on the timing of a rear impact scenario.
• 5 : A detail view at the time t1 to explain / specify in more detail.
• 6 : A detail view at the time t2 to explain / specify in more detail
• 7 : Using the example of the shot put model, shows the behavior of colliding bodies in a fully elastic shock.
• 8th : Shows the behavior of clashing bodies in a fully plastic shock.

1. a) Mittel (4.0, 4.x) zur Bestimmung eines Abstands (a) und/oder einer Relativgeschwindigkeit (rv) eines dem ersten Fahrzeug (1) nicht näher gezeigten nachfolgenden zweiten Fahrzeugs (2), und
2. b) Mittel (4.0, 4.x) zur Ermittlung eines drohenden Heckaufpralls (ha) in Abhängigkeit zumindest des bestimmten Abstands (a) und/oder der Relativgeschwindigkeit (rv),
3. c) wobei es sich bei den Mitteln (4.0, 4.x) zur Bestimmung eines Abstands (a) und/oder einer Relativgeschwindigkeit (rv) mindestens um eine Rückfahrkamera (4.0) des ersten Fahrzeugs (1) handelt.

The 1 shows a schematic representation of a motor vehicle ( 1 ) with a device according to the invention ( 10 ) according to the present invention for determining an imminent rear impact ( Ha ) on the vehicle ( 1 ), as well as the essential associated components, these components comprising:

1. a) means ( 4.0 . 4.x) for determining a distance ( a ) and / or a relative speed ( rv ) of a first vehicle ( 1 ) not shown in more detail subsequent second vehicle ( 2 ), and
2. b) means ( 4.0 . 4.x) for determining an imminent rear impact ( Ha ) depending on at least the determined distance ( a ) and / or the relative speed ( rv )
3. (c) where the means ( 4.0 . 4.x) for determining a distance ( a ) and / or a relative speed ( rv ) at least one rear view camera ( 4.0 ) of the first vehicle ( 1 ).

1. a) einer am Fahrzeugheck befindlichen Rückfahrkamera (4.0), die für den „Nahbereich“ ausgelegt ist, mit
2. b) einer am Außenspiegel befindlichen Seitenkamera (4.1), bzw. Totwinkelüberwachungseinheit welche für den „Fernbereich“ ausgelegt ist,

der von hinten drohende Heckaufprall in dessen zeitlichem Verlauf mit der Seitenkamera (4.1) / dem Totwinkelassistenten (4.1) bereits frühzeitig registriert werden, und mit der Rückfahrkamera (4.0) der eigentliche Zeitpunkt (t1) des Heckaufpralls im „Mikrobereich“ durch die Nahbereichsauswertung der Rückfahrkamerainformationen sich dann exakt bestimmen.Of course, other resources ( 4.1 ) are used to determine an imminent rear impact ( Ha ) depending on at least the determined distance ( a ) and / or the relative speed ( rv ). For example, from a combination

1. a) a rear-view camera located at the rear of the vehicle ( 4.0 ), which is designed for the "close range" with
2. b) a side camera located on the exterior mirror ( 4.1 ), or blind spot monitoring unit which is designed for the "long range",

the rear impact threatening from behind in the course of time with the side camera ( 4.1 ) / the blind spot assistant ( 4.1 ) are registered early, and with the reversing camera ( 4.0 ) the actual time ( t1 ) of the rear impact in the "micro range" by the Nahbereichsauswertung the Rückfahrkamerainformationen then determine exactly.

1. a) die erste Assistenzfunktionseinheit als Rückfahrkamera (4.0) ausgebildet ist, welche vorzugsweise am Heckbereich des ersten Fahrzeugs (1), insbesondere im Bereich des Nummernschildes, angeordnet ist, und einen Überwachungsbereich (4.0.1) abdeckt, welcher insbesondere auf den hinteren Nahbereich des ersten Fahrzeuges (1) ausgerichtet ist,
2. b) die zweite Assistenzfunktionseinheit als Seitenkamera (4.1), bzw. Radareinheit / Lidareinheit (4.1) ausgebildet ist, welche vorzugsweise am Spiegel des ersten Fahrzeugs (1) angeordnet ist, und einen Überwachungsbereich (4.1.1) abdeckt, welcher insbesondere auf den hinteren Mittel- bis Fernbereich des ersten Fahrzeuges (1) ausgerichtet ist,
3. c) die dritte Assistenzfunktionseinheit als Frontkamera (4.2) ausgebildet ist, welche vorzugsweise im Frontbereich des ersten Fahrzeugs (1), insbesondere im Bereich des vorderen Dachknoten, angeordnet ist, und einen Überwachungsbereich (4.2.1) abdeckt, welcher insbesondere auf den vorderen Nah- bis Fernbereich des ersten Fahrzeuges (1) ausgerichtet ist.

Like from the 1 can be further seen, the vehicle ( 1 ) with its device ( 10 ) to determine an imminent rear impact three assistance function units ( 4.0 . 4.1 . 4.2 ), where

1. a) the first assistance function unit as rear-view camera ( 4.0 ), which preferably at the rear of the first vehicle ( 1 ), in particular in the area of the number plate, and a monitoring area ( 4.0.1 ), which in particular on the rear near area of the first vehicle ( 1 ),
2. b) the second assistant function unit as a side camera ( 4.1 ), or radar unit / lidar unit ( 4.1 ), which preferably at the mirror of the first vehicle ( 1 ) and a surveillance area ( 4.1.1 ), which in particular on the rear middle to long range of the first vehicle ( 1 ),
3. c) the third assistant function unit as a front camera ( 4.2 ), which preferably in the front region of the first vehicle ( 1 ), in particular in the area of the front roof node, and a monitoring area ( 4.2.1 ), which in particular on the front near to far range of the first vehicle ( 1 ) is aligned.

1. a) mit dem Bremspedal (5) verbunden, um eine Bremsanforderung seitens des Fahrzeugführers zu erfassen, sowie
2. b) mit den Fahrzeugbremsen (6) verbunden, um die Bremsen entsprechend ansteuern zu können.

Like from the 1 It can also be seen that the device ( 10 ) technically

1. a) with the brake pedal ( 5 ) to detect a braking request from the driver, as well
2. b) with the vehicle brakes ( 6 ) connected in order to control the brakes accordingly.

The device ( 10 ) is designed primarily as an evaluation unit in which the information of the assistance system units ( 4.0 . 4.1 . 4.2 ) and analyzed in order to carry out the inventive method accordingly.

In other words:

The 1 does not show all, but only the Funktionsassistenzzeinheiten essential for the realization of the inventive solution, such as the front camera acting in the direction of travel ( 4.2 ) with its forward detection range ( 4.2.1 ), which in addition to the other mentioned cameras ( 4.0 . 4.1 ) also in operative connection with the device according to the invention ( 10 ), wherein with acting in the direction of travel front camera ( 4.2 ) the free space present in the direction of travel can be detected and analyzed in order to be able to decide in an advantageous embodiment of the invention whether or not there is a risk that the first vehicle ( 1 ) on a first vehicle ( 1 ) preceding vehicle ( 3 ) ascends.

The 2 shows a schematic representation of the control logic, or applicable rules for activating the rear view camera ( 4 ), or for controlling the reversing camera ( 4 ), according to the prior art.

1. a) der Rückwärtsgang des Fahrzeugs eingelegt wird, und/oder
2. b) das Fahrzeug eine geringe Eigen-Geschwindigkeit aufweist.

As from the self-explanatory 2 In this regard, the reverse camera ( 4.0 ) always activated, if either

1. a) the reverse gear of the vehicle is engaged, and / or
2. b) the vehicle has a low intrinsic speed.

The 3 shows a schematic representation of the extended control logic, or extension of the applicable rules for activating the rear view camera ( 4 ), or for controlling the reversing camera ( 4 ), according to the solution according to the invention.

1. a) der Rückwärtsgang des Fahrzeugs eingelegt wird, und/oder
2. b) das Fahrzeug eine geringe Eigen-Geschwindigkeit aufweist, und/oder
3. c) eine Bremsanforderung (br) bzw. eine starke Bremsanforderung (br) vorliegt.

As from the self-explanatory 3 In this regard, the reverse camera ( 4.0 ) always activated, if either

1. a) the reverse gear of the vehicle is engaged, and / or
2. b) the vehicle has a low intrinsic speed, and / or
3. c) a braking request ( br ) or a strong brake request ( br ) is present.

The aim of the control logic or extended control logic is to be able to activate the reversing camera as needed so that it does not have to be permanently activated.

The 4 shows a schematic representation showing the course of the brake request ( br ), or the course of the brake pressure (p) as a result of the braking request ( br ), depending on the timing of a Heckaufpra ll scenario.

Like from the 4 can be seen, takes place at the time ( t1 - x) at the first vehicle ( 1 ) a brake request ( br ) by the brake pedal ( 5 ) is activated. As a result of the brake request ( br ) the brake pressure rises ( br (p) ) strongly. The brake pressure ( br (p) ) remains at a high level until the actual shown rear impact of the second vehicle ( 2 ) on the first vehicle ( 1 ) at the time ( t1 ). According to the invention, at the time ( t1 ) automatically reduces the braking request contrary to the instructions of the driver (br (red)), so that the brake pressure - as shown at (br (red)) - is reduced. This condition of the reduced brake request will remain until the time ( t2 ). At the time ( t2 ) it is assumed that the actual physical rear impact already leads to a deformation of the crumple zones on both vehicles ( 1 . 2 ), so that as a result, as further t2 ) the automatic reduction ( red ) the brake request ( br ) is revised so that the brake pressure - as shown in (br (rev)) - again increased.

The revision of the brake demand reduction is as in 4 shown starting at the time ( t2 ), in this the first vehicle ( 1 ) as a result of the occurring rear impact ( Ha ) was supposedly accelerated by greater than 0.5 g, where as from 4 can be further seen, the gradient ( g _rev ) when revising the reduced brake request ( br _red ) is less than the gradient ( g _red ) of the automatic reduction ( red ) the brake request ( br ).

Like from the 4 can be further seen, the course of the brake pressure request, or brake pressure (p) due to the varying brake pressure request ( br ) is presented in a very abstract way, and can of course use alternative forms ( old ) by the gradient (g (rev) ) when revising the brake request reduction ( br ) does not run linearly, but assumes a different course form, or the reduction of the braking request not linearly sloping running at the end causes a complete cancellation of the braking request, but a deviating forms with respect to the waste / the reduction as well as the adjusting level can assume / occupies.

Like from the 4 can be seen, it is a pure principle representation, the timing can be very different from it.

• Der Zeitpunkt (t1) stellt im Lichte der Erfindung den Zeitpunkt dar, bei diesem das zweite Fahrzeug (2) das erste Fahrzeug (1) „physikalisch berührt / kontaktiert“ - jedoch noch keine Deformation, bzw. keine nennenswerte Deformation stattgefunden hat.

The 5 shows detail view to the time ( t1 ) to explain / specify more precisely. Like from the 5 is apparent in the light of the invention under the date ( t1 ) exactly the time, or taking into account tolerances exactly the time range around the time ( t1 ), to which the actual physical rear impact takes place. In other words:

• Point of time ( t1 ) represents in the light of the invention the time at which the second vehicle ( 2 ) the first vehicle ( 1 ) "Physically touched / contacted" - but still no deformation, or no appreciable deformation has taken place.

The 6 shows detail view to the time ( t2 ) to explain / specify more precisely. Like from the 6 is apparent in the light of the invention under the date ( t2 ) exactly the time, or taking into account tolerances exactly the time range around the time ( t2 ), to this the actual physical rear impact already to a deformation of the crumple zones on both vehicles ( 1 . 2 ) has led.

In other words:

Point of time ( t2 ) represents in the light of the invention the time at which the second vehicle ( 2 ) the first vehicle ( 1 ) has been "contacted for some time" - already a deformation, or a significant deformation has taken place.

The exact operating principle of the invention will be described with the aid of 7 and 8th explained in more detail, these figures are to be regarded as very abstract or idealized and serve only to illustrate the concept of the invention.

The 7 shows the behavior of the colliding body in a fully elastic shock using the example of the shot put model, assuming that the two bodies are equally heavy. As from the timing ( tk1 . tk2 & tk3 ) of the 7 can be seen further, the original kinetic energy from the right body (right ball) is completely transferred to the left body (left ball) in a fully elastic shock, so like the 7 further shows, originally at the time tk1 Dead body (left ball) due to the impact at the time tk2 is set in motion, so how at the time tk3 now the right body is at rest, and instead the left body has been set in motion.

The 8th shows - contrary to 7 - The behavior of the clashing bodies in a fully plastic shock, it is assumed that the two bodies are the same weight. As from the timing ( tk1 . tk2 & tk3 ) of the 8th can be seen further, in a full-plastic shock, the original kinetic energy from the right body (right ball) only partially transferred to the left body (left ball), so like the 8th further shows, originally at the time tk1 Dead body (left ball) due to the impact at the time tk2 is set in motion, so how at the time tk3 Now, the right body as well as the left body are shown moving at an identical speed, which in turn means that only part of the kinetic energy has been transferred from the right body (ball) to the left body (ball) by the impact.

Both the fully elastic shock and the full-plastic impact are two extremes, since there is usually a shock between these two extremes, the factor defining the intermediate region being called epsilon (also called the "shock number"), whose value can be between 0 to 1. In school physics, for simplicity's sake, one differentiates only between the fully elastic shock (with epsilon = 1), in which no kinetic energy is consumed, and the fully plastic shock (with epsilon = 0), in which both bodies after impact have the same speed.

In the case of real accidents, the value for epsilon is between 0 and 0.3 (0 ≤ ε ≤ 0.3).

To reduce the risk of injury in the event of a rear-end accident in the vehicle ahead ( 1 ), in this a second vehicle ( 2 ) in the rear area of the first vehicle ( 1 Therefore, the aim in a rear-end collision should always be that Epsilon should be as close as possible to zero or near zero, so that in the event of a rear-end collision, the first vehicle ( 1 ) - by a rear approaching second vehicle ( 2 ) - not "catapulted" forward like a "projectile" with a large increase in speed in the direction of travel.

In conclusion, it should be noted that, for the abovementioned 0.5 g, the definition of the date ( t2 ) is an acceleration value measured in g (1 g = 9.81 m / sec 2), which can be detected by means of a sensor system (eg acceleration sensor of an airbag electronics) not shown in greater detail for detecting accelerations. Of course, instead of the example by collective representative value of 0.5 g as a threshold criterion, also other deviating values in the sense of greater than 0.5 g, which are also included in the scope of protection.

LIST OF REFERENCE NUMBERS

1.

First vehicle

Second

Second vehicle (vehicle following the first vehicle)

Third

Third vehicle (the vehicle ahead of the first vehicle)

4.0

Rear view camera / rear view camera

4.0.1

Monitoring area of the reversing camera

4.x

Means of the device ( 10 )

4.1

Side camera, or blind spot assistant

4.1.1

Monitoring area of the side camera or the assistant

4.2

Front camera for monitoring the preceding driving trajectory

4.2.1

Monitoring area of the front camera

5th

Brake pedal for activation of a brake request

6th

Braking the vehicle

10th

Device for determining an imminent rear impact

100

vehicle 1

a

distance

ak

Activation of the reversing camera

old

Alternative courses with regard to the revised brake request

br

Brake request of a driver of the first vehicle

br (p)

Brake pressure due to a brake request

br _red

Automatically reduced brake request

br _rev

Revision of the automatically reduced brake request br _red

dk

Deactivation of the reversing camera

Fri.

free space

G

Gravitational acceleration (9,81 m / s ² )

g _red

Gradient of automatic reduction of brake request

g _rev

Gradient of the revision of the reduced brake request

Ha

rear impact

red

Automatic reduction d. Brake request in the first vehicle

t1-x

Timing of the braking request of the first vehicle

t1

Time of the beginning of the physically occurring rear impact

t2

Time of beginning of auditing

tk1

Time before the collision of the two bodies (bullets)

tk2

Time of impact of the two bodies (balls)

tk3

Time after the impact of the two bodies (balls)

rv

relative speed

v1

Speed of the first vehicle

Claims (3)

Method for determining an imminent rear impact (ha) on a first vehicle (1), wherein a) a distance (a) and / or a relative speed (rv) of a second vehicle (2) following the first vehicle (1) is determined, and b) as a function of at least the determined distance (a) and / or the relative speed (rv) an imminent rear impact (ha) of the second vehicle (2) on the first vehicle (1) is determined, c) wherein the determination of the distance (a ) and / or the relative speed (rv) by means of a reversing camera (4.0) of the first vehicle (1), characterized in that d) the activation (ak) of the reversing camera (4.0) in response to a braking request (br) of a driver e) wherein the activation (ak) of the reversing camera (4.0) takes place independently of the current speed (v1) of the first vehicle (1), and f) that when activating (ak) the reversing camera (4.0) in response to a braking request (br) of a driver of the first vehicle (1), the otherwise applicable rules for activating (ak) the reversing camera (4.0) are overruled, if these rules Deactivate deactivation (dk) of the reversing camera (4.0), and g) by means of the activated reversing camera (4.0) the course of the imminent rear impact (ha) on the first vehicle (1) is tracked, and h) if it is recognized that the impending Rear impact (ha) is unavoidable, i) as a result of the fact that the braking request (br) in the first vehicle (1) deviates automatically from the default of the driver automatically (red), a. if there is sufficient free space (Fr) in front of the first vehicle (1), and as a result thereof b. there is no danger of the first vehicle (1) ascending onto a third vehicle (3) advancing ahead of the first vehicle (1), j) wherein the automatic reduction (red) of the braking request (br) is timed by the time (t1) k) the automatic reduction (red) of the braking request (br) is revised starting at the time (t2) when the first vehicle (1) becomes larger due to the occurring rear impact (ha) 0.5 g is positively accelerated, wherein the gradient (g _rev ) when revising the reduced braking request (br _red ) is less than the gradient (g _red ) of the previously occurred automatic reduction (red) of the braking request (br). Device (10) for determining an imminent rear impact (ha) on a first vehicle (1) according to a method according to Claim 1 , comprising a) means (4.0, 4.x) for determining a distance (a) and / or a relative speed (rv) of a second vehicle (2) following the first vehicle (1), and b) means (4.0, 4. x) for determining an imminent rear impact (ha) as a function of at least the determined distance (a) and / or the relative speed (rv), c) wherein the means (4.0, 4.x) for determining a distance (a) and / or a relative speed (rv) is at least about a reversing camera (4.0) of the first vehicle (1), d) and further comprising means (4.0, 4.x) for activating the reversing camera (4.0) in response to a braking request (br) a driver of the first vehicle (1), e) wherein the activated rear view camera (4.0) is designed to track the course of the imminent rear impact (ha) on the first vehicle (1), and a) if the device (10) recognizes, that the imminent rear impact (ha) is unavoidable, b) as a result of the fact that the pr direction (10) the braking request (br) in the first vehicle (1) deviating from the default of the driver automatically reduced (red), a. if there is sufficient free space (Fr) in front of the first vehicle (1), and as a result thereof b. there is no risk that the first vehicle (1) will drive onto a third vehicle (3) that is leading the first vehicle (1). Vehicle (100), characterized in that this with a device (10) according to one of Claim 2 equipped, and the device (10) with a method according to Claim 1 Is provided.

Images