EP1751728B1 - Systeme d'assistance pour automobile - Google Patents

Systeme d'assistance pour automobile Download PDF

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Publication number
EP1751728B1
EP1751728B1 EP05747888A EP05747888A EP1751728B1 EP 1751728 B1 EP1751728 B1 EP 1751728B1 EP 05747888 A EP05747888 A EP 05747888A EP 05747888 A EP05747888 A EP 05747888A EP 1751728 B1 EP1751728 B1 EP 1751728B1
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EP
European Patent Office
Prior art keywords
warning
assistance system
threshold
driver
time
Prior art date
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Application number
EP05747888A
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German (de)
English (en)
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EP1751728A1 (fr
Inventor
Gregory Baratoff
Ludwig Ertl
Thorsten KÖHLER
Martin Pellkofer
Andre Rieder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens VDO Automotive AG
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Publication of EP1751728A1 publication Critical patent/EP1751728A1/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication

Definitions

  • the invention relates to an assistance system for motor vehicles with at least one outdoor unit, in particular in the direction of travel of the motor vehicle, detecting monitoring unit.
  • the document US 5,835,028 describes a driver assistance system which detects when a vehicle has reached a certain lateral distance from a lane. Here used parameters can be modified. An agreement from the track is signaled to the driver.
  • the latest warning line 12 is in passenger cars at 0.3 m outside the lane marking 20, the so-called "lane boundary".
  • the position of the earliest warning line 11 is dependent on the rate of departure V of the vehicle 1 to the lane boundary 20.
  • FIG. 2 and FIG. 3 show the respective position in detail. These are 0.75 m at V less than 0.5 m / s, a linear increase from 0.75 to 1.5 m at V between 0.5 to 1 m / s and 1.5 m at V greater than 1 m / s. .
  • the draft of the ISO standard specifies conditions under which the location of the warning threshold can be moved within the defined warning zone or the warning can be completely suppressed.
  • the system can be activated and deactivated by the driver as a whole.
  • the present invention has for its object to provide an improved, avoiding the aforementioned disadvantages assistance system.
  • measures must be specified which increase the sensitivity of the system and, to that extent, the acceptance of such systems.
  • the invention are generic assistance systems for motor vehicles with at least one outdoor space, in particular in the direction of travel of the motor vehicle, detecting monitoring unit based.
  • a warning zone is defined in the monitored exterior space laterally of the roadway, which is bounded by an earliest warning line and a latest warning line, the respective lane marking or limit.
  • An evaluation unit for the data transmitted by the monitoring unit generates a warning signal for an audible, visual and / or haptic warning and / or a steering intervention when it is detected by the evaluation unit when it passes a defined warning threshold within the warning zone.
  • the assistance system builds on the generic in that the warning signal for a warning and / or an intervention in the steering is issued only in response to further scheduled driver-adaptive conditions.
  • e.g. Suppresses the output of the warning signal in a time adjustable by the driver after driving off.
  • a time adjustable by the driver e.g. e.g. e.g. e.g. e.g. Suppresses the output of the warning signal in a time adjustable by the driver after driving off.
  • the driver e.g. during the first hour of driving any warnings the (still) attentive driver rather annoying.
  • first signs of fatigue do not set in until one hour or more has elapsed.
  • the assistance system preferably warns immediately from 5:00 pm to 7:00 am in the morning; from 7:00 am to 5:00 pm the warning will be given one hour after the start of the journey.
  • These periods can also be designed by the user adaptable, which is not only advantageous for shift workers.
  • the position of the warning threshold is shifted over time from a defined starting position in the direction of earliest first warning line.
  • the warning threshold is continuously shifted over the set period from an outer position within the allowable warning zone towards the earliest warning line.
  • the end position of the position of the warning threshold would then be advantageously a defined by the driver or vehicle manufacturer defined threshold position ("default position").
  • the period for the suppression of the warning or the shift of the position of the warning threshold also depends on the weather and the lighting conditions.
  • the weather can preferably be assessed on the basis of the time of day and / or - as far as the monitoring unit comprises a camera system - on the basis of the exposure control set camera parameters such as exposure time, gain, shape of the curve, etc.
  • the assessment can be stored for example in the form of a table in the device. If the exposure times in relation to the time of day are to be classified as long, ie there are "dark" lighting conditions, the warning threshold can be shifted in the direction of the earliest warning line, which equates to an increase in sensitivity.
  • the starting position and / or the change in position of the warning threshold can also be moved depending on the calendar date.
  • the position of the warning threshold is shifted depending on the activation of a windshield wiper lever or the signal of a rain sensor.
  • the number of exceedances of the warning threshold is measured, for example, per minute or in another defined time unit and a warning signal only when exceeding a further threshold, for example 2 injuries per minute output.
  • the position of the warning threshold is shifted in the direction of the earliest first warning line, which advantageously leads to a more sensitively set warning threshold.
  • the starting position and / or the change in position of the warning threshold can be individually adapted to a defined driver.
  • the position of the vehicle on the lane is measured and statistically evaluated over an adjustable period of time. From this, the behavior of the driver can advantageously be derived.
  • the warning threshold is rather set to "sensitive” or "insensitive”. For drivers, who usually drive close to the center of the lane, this leads to a more sensitive attitude than for drivers who commute more in the lane.
  • the described adaptation can in principle be made within certain limits in order to detect different states of the same driver. Example: in the morning the driver is still fresh and drives precisely on the track.
  • the driver In the evening, the driver is tired and reacts only after larger shelves of the lane center.
  • the described adaptation can be made individually for each driver.
  • the individual data values are then stored in the system. After a driver identification (eg by the used key, the fingerprint and / or by means of a face recognition) the driver-specific parameterization is made.
  • the warning threshold is set as a function of the width of the lane. On narrow lanes, the warning threshold is placed further out (“less sensitive”), on wide lanes further inwards (“more sensitive”).
  • the warning threshold is set depending on the road type. If it is a highway with oncoming traffic, the system on the left side of the lane is more sensitive, it is a multi-lane highway (detected adjacent lanes with the same direction of travel), so the system can be adjusted insensitive. For this purpose, an additional vehicle detection by means of the camera would be necessary.
  • the area next to the camera is another camera or sensor Vehicle monitored, ie only left, only right or left and right.
  • the range can be about 9 m (blind spot) or more (up to 150 m). If at least one vehicle is detected next to one's own vehicle or at least one vehicle which approaches quickly from behind on another lane or one's own lane, the warning threshold can be set more sensitively, which advantageously equates to risk-adaptive parameterization.
  • a camera or other system detects vehicles ahead, determines the distance and relative speed thereto, and thus recognizes overtaking to suppress warnings.
  • Another similar scenario is the Einschervorgang for example, following an overtaking.
  • signs of driver fatigue that provide other sensors are evaluated. If the driver shows signs of tiredness, the system can be set more "sensitive".
  • Known sensors / methods for detecting fatigue are: interior camera for detecting the blink of an eye, frequency of movement of gas, clutch, brake and steering wheel or the like.
  • the warning in curves can basically be deactivated and / or modified in order to avoid false warnings (corner cutting), especially since cornering in principle demands increased attention from the driver anyway.
  • the radius of the curve ahead can be recognized and estimated by means of vehicle dynamics models, whether the vehicle could drive through the curve at the current speed.
  • a warning could also be issued before reaching the warning threshold and / or intervened in the steering, brakes, etc. of the motor vehicle.
  • Fig. 1 shows a motor vehicle 1 with its vehicle environment 3.
  • the motor vehicle is equipped with an assistance system according to the invention.
  • the assistance system comprises at least one monitoring unit 4 which detects the exterior space 3, in particular in the direction of travel 2 of the motor vehicle 1.
  • Monitoring units 4 are preferably units with 2D or 3D image acquisition sensors such as mono-, stereo- and / or time-of-flight cameras, ultrasound sensors, radar sensors , Lidarsensoren and / or the like more.
  • a warning zone 10 is defined laterally of the roadway 14, which is delimited by an earliest warning line 11 and a latest warning line 12 comprising the respective lane marking or boundary 20.
  • an image acquisition unit 4 which is preferably a camera. This is for example in the roof area of the motor vehicle 1 near the mecanicadorfußes (not shown) installed and has a horizontal opening angle of about 50 ° and a vertical opening angle of about 30 °.
  • An image processing computer may be part of a central evaluation unit 5 and / or be completely or partially integrated in the housing of the camera 4.
  • the camera sensor data are evaluated, for example the lane markings 20 are detected and the position and the angle of the vehicle 1 relative to the lane 14 and the radius of curvature of the lane 14 are calculated.
  • the BV computer is connected, for example, via CAN bus to the vehicle and can according to the invention preferably read values such as speed, brake signal, turn signals, steering angles and, if available, evaluations of other sensors, such as "blind spot" camera, ACC radar and the like.
  • the evaluation unit 5 When detected by the evaluation unit 5 driving over a defined, within the warning zone 10 lying - changeable in terms of their sensitivity - warning threshold 13 by the motor vehicle 1, the evaluation unit 5 generates a warning signal for the data transmitted from the monitoring unit 4 data.
  • the sensitivity may depend on a wide variety of parameters, including, for example, the variability of the size of the warning zone 10 by situationally varying positioning of these limiting warning lines 11 and 12.
  • FIG. 2 shows the varying distance of the earliest warning line 11 to the lane boundary 20 as a function of the approach speed V of the motor vehicle 1.
  • FIG. 3 shows in tabular form the corresponding quantities plotted in FIG. 2.
  • warning signal for an alarm and / or an intervention in the steering are issued only as a function of other scheduled driver-adaptive conditions, which inventive assistance systems advantageously take into account the needs of the driver and are perceived as more pleasant.
  • the present invention provides an important improvement insofar as the consideration of driver-adaptive conditions advantageously increases the acceptance of such systems and leads for the first time to economically interesting products.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Multiple Motors (AREA)

Claims (26)

  1. Système d'assistance pour véhicules automobiles (1) comportant au moins une unité de surveillance (4) détectant l'espace extérieur (3), en particulier dans le sens de la marche (2) du véhicule automobile (1), une zone d'alerte (10) étant définie à chaque fois dans l'espace extérieur surveillé (3) sur le côté de la chaussée (14), ladite zone d'alerte étant délimitée par une ligne d'alerte la plus précoce (11) et une ligne d'alerte la plus tardive (12) comprenant le marquage ou la limite de la voie de circulation respective (20), dans lequel une unité d'évaluation (5) pour les données transmises par l'unité de surveillance (4) en cas de franchissement identifié par l'unité d'évaluation (5) d'un seuil d'alerte (13) défini, se trouvant à l'intérieur de la zone d'alerte (10) génère un signal d'alerte pour une alerte acoustique, visuelle et/ou tactile et/ou une intervention de direction, lequel est émis uniquement en fonction d'autres conditions systématiques adaptées au conducteur, caractérisé en ce que la situation du seuil d'alerte (13) est décalée dans le temps d'une situation initiale définie en direction de la première ligne d'alerte la plus précoce (11).
  2. Système d'assistance selon la revendication 1, caractérisé en ce que l'émission du signal d'alerte est supprimée dans une plage horaire réglable par le conducteur après le démarrage.
  3. Système d'assistance selon la revendication 1 ou 2, dans lequel l'émission du signal d'alerte est supprimée dans une plage horaire dépendant de l'heure de la journée.
  4. Système d'assistance selon la revendication 2, dans lequel la situation du seuil d'alerte (13) est décalée après un laps de temps réglable.
  5. Système d'assistance selon la revendication 4, dans lequel la situation du seuil d'alerte (13) est décalée en continu sur un laps de temps réglable.
  6. Système d'assistance selon l'une quelconque des revendications 2 à 5, dans lequel la position finale de la situation du seuil d'alerte (13) est une position de seuil définie, réglable par le conducteur ou le fabricant du véhicule.
  7. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel le laps de temps pour la suppression de l'alerte ou le décalage de la situation du seuil d'alerte (13) dépend du temps et/ou des conditions d'éclairage.
  8. Système d'assistance selon la revendication 7, dans lequel l'unité de surveillance (5) comprend de préférence un système de caméra (5), dans lequel le temps est jugé en regard de l'heure de la journée et/ou en regard des paramètres de la caméra réglés par la commande d'exposition, tels que la durée d'exposition, l'amplification et/ou l'allure de la courbe caractéristique.
  9. Système d'assistance selon l'une quelconque des revendications 2 à 8, dans lequel la situation initiale et/ou le changement de situation du seuil d'alerte (13) est décalé en fonction de la date calendaire.
  10. Système d'assistance selon l'une quelconque des revendications 2 à 9, dans lequel la situation du seuil d'alerte (13) est décalée en fonction de l'activation d'une manette d'essuie-glace ou du signal d'un capteur de pluie.
  11. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel le nombre de dépassements du seuil d'alerte (13) est par exemple mesuré par minute ou dans une autre unité de temps définie et un signal d'alerte est émis uniquement en cas de dépassement d'un autre seuil.
  12. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel la situation du seuil d'alerte (13) est décalée en direction de la première ligne d'alerte la plus précoce (11) avec chaque dépassement du seuil d'alerte (13) ou de l'autre seuil.
  13. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel la situation du seuil d'alerte (13) peut être adaptée individuellement à un conducteur défini.
  14. Système d'assistance selon la revendication 13, dans lequel la position du véhicule sur la voie de circulation est mesurée sur un laps de temps réglable et est évaluée statistiquement de telle sorte que des déductions peuvent être conclues d'un comportement typique d'un conducteur et, en fonction de cela, la situation initiale et/ou des modifications éventuelles de la situation du seuil d'alerte (13) sont réglables.
  15. Système d'assistance selon la revendication 13 ou 14, dans lequel des valeurs de données individuelles sont stockées dans une mémoire et, après une identification du conducteur, le paramétrage spécifique au conducteur est opéré.
  16. Système d'assistance selon la revendication 15, dans lequel l'identification du conducteur est effectuée grâce à la clé utilisée, à l'empreinte digitale et/ou au moyen d'une reconnaissance faciale.
  17. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel la situation initiale du seuil d'alerte (13) dépend de la largeur de la voie de circulation empruntée.
  18. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel la situation initiale du seuil d'alerte (13) dépend du type de route emprunté.
  19. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel une autre caméra ou un autre capteur est prévu en vue de la surveillance de la zone latérale à côté du véhicule automobile (1), dans lequel en fonction de cela, la situation du seuil d'alerte (13) est modifiée.
  20. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel des véhicules roulant devant et leur distance et/ou leur vitesse relative par rapport au véhicule automobile propre (1) sont identifiés.
  21. Système d'assistance selon la revendication 20, dans lequel l'émission du signal d'alerte dans le cas d'une manoeuvre de dépassement identifiée et/ou dans le cas d'une manoeuvre de rabattement du véhicule automobile propre (1) est supprimée.
  22. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel des capteurs sont prévus, lesquels détectent des signes de fatigue du conducteur, dans lequel en fonction de cela, la situation du seuil d'alerte (13) est modifiée et/ou l'émission d'une alerte est activée.
  23. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel en cas de dispositif mains libres activé, l'émission du signal d'alerte pour un avertissement acoustique est supprimée.
  24. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel en cas de dispositif mains libres activé, uniquement des signaux d'alerte pour alertes visuelles sont émis.
  25. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel en cas de manipulation identifiée du téléphone, de l'ordinateur de bord, de l'autoradio, de la climatisation ou d'autres actions de commande plus complexes, l'émission d'une alerte est supprimée.
  26. Système d'assistance selon l'une quelconque des revendications précédentes, dans lequel le rayon d'un virage à venir est identifié et/ou estimé au moyen de modèles dynamiques du mouvement des véhicules, dans lequel l'émission d'une alerte est supprimée en cas de virages identifiés du véhicule automobile (1).
EP05747888A 2004-06-01 2005-05-13 Systeme d'assistance pour automobile Active EP1751728B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004026590A DE102004026590A1 (de) 2004-06-01 2004-06-01 Assistenzsystem für Kraftfahrzeuge
PCT/EP2005/052224 WO2005119624A1 (fr) 2004-06-01 2005-05-13 Systeme d'assistance pour automobile

Publications (2)

Publication Number Publication Date
EP1751728A1 EP1751728A1 (fr) 2007-02-14
EP1751728B1 true EP1751728B1 (fr) 2008-01-02

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US (1) US7737832B2 (fr)
EP (1) EP1751728B1 (fr)
JP (1) JP4320045B2 (fr)
AT (1) ATE382927T1 (fr)
DE (2) DE102004026590A1 (fr)
ES (1) ES2300026T3 (fr)
WO (1) WO2005119624A1 (fr)

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ES2300026T3 (es) 2008-06-01
JP4320045B2 (ja) 2009-08-26
JP2008501167A (ja) 2008-01-17
ATE382927T1 (de) 2008-01-15
DE502005002421D1 (de) 2008-02-14
US20080024284A1 (en) 2008-01-31
DE102004026590A1 (de) 2006-01-12
EP1751728A1 (fr) 2007-02-14
WO2005119624A1 (fr) 2005-12-15

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