EP2130194A1 - Collision warning device for motor vehicles - Google Patents

Collision warning device for motor vehicles

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Publication number
EP2130194A1
EP2130194A1 EP08708483A EP08708483A EP2130194A1 EP 2130194 A1 EP2130194 A1 EP 2130194A1 EP 08708483 A EP08708483 A EP 08708483A EP 08708483 A EP08708483 A EP 08708483A EP 2130194 A1 EP2130194 A1 EP 2130194A1
Authority
EP
European Patent Office
Prior art keywords
lanes
warning device
collision
lane
collision warning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08708483A
Other languages
German (de)
French (fr)
Other versions
EP2130194B1 (en
Inventor
Frank Zeppelin
Oliver Schwindt
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2130194A1 publication Critical patent/EP2130194A1/en
Application granted granted Critical
Publication of EP2130194B1 publication Critical patent/EP2130194B1/en
Not-in-force legal-status Critical Current
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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes

Definitions

  • the invention relates to a collision warning device for motor vehicles, with a position sensor, a
  • a lane detection module for detecting the number of lanes of the road traveled by the vehicle, and a decision unit for outputting a warning signal when a hazard parameter determined from the data of the position sensor exceeds a threshold value.
  • Such collision warning devices are also referred to as PSS systems (Predictive Safety System) and have the purpose to alert the driver, for example by an audible signal on an imminent collision hazard and / or actively trigger emergency braking or other measures to prevent the collision or to mitigate the collision consequences ,
  • a hazard parameter is calculated.
  • This may be, for example, the so-called “time to collision” (ttc), ie, the time to impact, which is predicted on the assumption that the vehicles involved maintain their current speed or acceleration state. If the ttc drops below a certain threshold (that is, the threshold is in the direction of lower values), a warning message is raised.
  • the (negative) acceleration that would be required to avoid the collision can also be used as the hazard parameter.
  • an algebraic or logical function of the two aforementioned parameters can be used as hazard parameters.
  • PSS systems are often offered in combination with so-called ACC systems (Adaptive Cruise Control), which serve to regulate the speed of the vehicle so that a vehicle immediately ahead in its own lane is tracked at an appropriate safety distance.
  • ACC systems Adaptive Cruise Control
  • the transverse deposits of the located vehicles can be calculated, so that it can be decided whether a vehicle is in its own lane or in a secondary lane. At the same time can be determined in this way, how many lanes has the currently traveled road and on which lane is the own vehicle.
  • a collision warning system in which a current driver load is calculated from driving state variables detected by a sensor system, environmental data and data about the activity of the driver, which then form the basis for the warning strategy.
  • environmental data includes, among other things, the number of lanes of the road. However, it is not explained in detail how the number of lanes flows into the driver's load.
  • the choice of the threshold for the triggering of the warning signal or warning always requires a compromise.
  • the triggering threshold should be as low as possible so that a warning is triggered as early as possible and the driver (or the system) has enough time for a reaction and for averting the collision.
  • the frequency of false warnings that the driver may find irritating or at least annoying increases and, if the frequency is too high, may cause the driver to completely shut down the system.
  • PSS systems that not only react to moving objects, for example to other moving vehicles, but also to stationary objects. Since standing objects on the roadside are relatively common and can not always be decided because of uncertainties in the prediction of price course, whether the object is really a relevant obstacle or is at the edge of the road or at least off the expected driving tube of your own vehicle is the Danger of false alarms here especially large.
  • the object of the invention is to provide a collision warning device of the type mentioned, which allows an early warning time and yet has a low Fehlwarnphinuftechnik.
  • the threshold value is variable in the manner depending on the number of lanes that the warning signal is issued earlier with a larger number of lanes.
  • the invention is based on the consideration that normally only curves with low transverse dynamics are driven on multi-lane roads. While one-lane or two-lane roads may experience relatively tight bends, the curves on multi-lane roads generally have a larger radius. Therefore, if a potential obstacle, in particular a stationary object, is located, even if the exact heading is not known, the curvature radius of the roadway may in any case be assumed to be lower than the one or two-lane road. It follows that can decide on multi-lane roads at an earlier date, whether the located object is on the road or at the edge of the road. This is inventively exploited to lower the trip threshold on multi-lane roads, ie in the sense of change earlier warning, so that more reaction time for avoiding the collision remains without the risk of false alarms increases.
  • the invention is particularly advantageous in trucks that generally drive with lower lateral dynamics than cars.
  • a speed of the order of magnitude of 90 km / h typical for lorries on highways the issuance of a warning on a multi-lane road, for example, can already take place at a ttc of 3-4 s without the frequency of false warnings increasing.
  • This prewarning time is usually sufficient at the specified speed, for example, when driving on a jam end to avert the collision. In this way, in particular, the risk of accidents emanating from tired truck drivers can be significantly reduced.
  • Driving speed is in the order of magnitude. Since there is usually a speed limit of 80 or 100 km / h on sections with increased congestion anyway, the invention also makes a significant contribution to the reduction of the risk of accidents or at least to mitigate the consequences of accidents in cars.
  • the invention is particularly advantageous in PSS systems which respond not only to moving objects but also to stationary objects.
  • different triggering thresholds can be provided for stationary objects and moving objects of which at least one, preferably for standing objects, is variable depending on the number of lanes.
  • the triggering threshold it is useful in the context of the invention to count not only the tracks of the directional road traveled by the own vehicle, but also the counter-tracks. In this case, it is also possible to distinguish between two-lane roads (with one lane per direction of travel) and one-lane (one-lane) roads, where particularly high lateral dynamics are to be expected. Similarly, three-lane highways can be detected in which one of the two lanes has a fast lane or crawl track.
  • the triggering threshold can also be made dependent on whether the own vehicle is on a road with several lanes per directional lane on the rightmost lane or in the fast lane. If the own vehicle is in the fast lane, it can be decided for an object, which is located with a small azimuth angle already at a relatively large distance that it is an obstacle on the road, so that the triggering of the warning already at a correspondingly large ttc can be done.
  • the determination of the number of lanes can be done with known algorithms based on the data of the radar sensor. Alternatively or additionally, however, other sensors can be used for this purpose, for example a video sensor. It is also conceivable in advanced navigation systems, that the information about the number of lanes is obtained from the navigation system. If the detection of the number of lanes is carried out solely by means of the radar sensor, it may not be possible on highways with two or more lanes per directional lane to reliably recognize the counter lanes. In that case, however, it suffices if the determination of the tripping threshold is based on the number of lanes of the directional lane.
  • FIG. 1 is a block diagram of a driver assistance system
  • FIGS. 2 and 3 are sketches for explaining a collision warning function
  • 4 is a diagram illustrating the dependence of the trip threshold on the number of lanes.
  • the collision warning device shown in FIG. 1 is part of a driver assistance system that has an angle-resolver locating sensor 10, for example a radar sensor installed in the front of the vehicle, and an electronic radar sensor
  • the Data processing system 12 which evaluates the data supplied by the location sensor 10 and on this basis two or performs several assistance functions 14.
  • the assistance functions 14 in this example comprise a distance control function 16 (ACC) and the collision warning function PSS.
  • a decision unit 18 triggers a (eg acoustic) collision warning message if a hazard parameter determined on the basis of the data from the position sensor 10 exceeds a specific threshold value.
  • a specific threshold value In order to determine this threshold value or possibly also several threshold values for several hazard parameters or for different object types, e.g. standing objects and moving objects, a special threshold module 20 is provided.
  • a lane detection module 22 detects and determines the number of lanes of the road based on the location of the sensor 10 located vehicles.
  • the threshold module 20 determines the threshold depending on the number of lanes, as will be explained in more detail below.
  • FIG. 2 shows a typical traffic situation, by means of which the problem in the determination of the threshold value for the collision warning function is to be illustrated, in particular the problem with a collision warning on stationary objects.
  • a vehicle 24 equipped with the driver assistance system according to FIG. 1 is located on a roadway 26 with two lanes 28 immediately before entering a relatively narrow curve.
  • a conventional curve board 30 On the outside of the curve roadside is a conventional curve board 30, which should point the road users on a dangerous curve.
  • the curve board 30 is located in the detection range of the position sensor 10 and is thus located as a stationary object. Since the vehicle 24 has not yet retracted into the curve, the curved road course can not yet be detected on the basis of the yaw rate or the steering angle of this vehicle.
  • the curve board 30 thus represents a potential obstacle to be warned if the predicted time ttc until the impact falls below a threshold value calculated in the threshold value module 20. For example, if the threshold for the ttc is set too high, a collision warning will occur that is unnecessary and disturbing from the driver's point of view.
  • FIG. 2 illustrates how a threshold for the "time to collision" (ttc) can be determined such that such false warnings are avoided.
  • the object located by the locating sensor 10 here symbolized by a stationary vehicle 32 shown in dashed lines, would be a real obstacle which largely blocks the relevant track 28, then the distance measured for this object should not be greater than that in FIG 2 drawn distance D. Otherwise, the object could also be at the edge of the road behind the curve.
  • the distance D is dependent on the curvature of the curve of the road 26 and becomes larger with increasing radius of curvature. For a suitable determination of the threshold value, it is therefore necessary to start from the smallest radius of curvature that is to be expected for curves in this type of road.
  • FIG. 3 illustrates a similar situation for a road 34 having three tracks 36, 38, 40. Since multi-lane roads are generally designed for higher speeds, the roadway curvature will generally be smaller here. In particular, the curvature of the track 36 located on the inside of the curve must not become too great. Accordingly, the track 40 situated on the outside of the curve has a relatively large radius of curvature here, and the distance D which a real obstacle may at most have is significantly greater than the distance D in FIG. 2. Accordingly, a larger value is obtained here as the suitable threshold value ttc for the "time to collision". With this choice of the threshold value, false alarms are just as reliably excluded as in the situation illustrated in FIG. 2, but due to the greater time to collision, significantly more reaction time is available for averting the collision.
  • FIG. 4 shows diagrammatically how the threshold value for the ttc varies for different road types depending on the number of tracks.
  • a lower threshold Sl is selected.
  • a slightly higher threshold S2 is selected, regardless of whether the fast lane for their own direction of travel or for the opposite direction is available.
  • an even higher threshold S3 is selected. This threshold is then too appropriate if the own vehicle is driving in the extreme right lane and thus standing objects on the roadside, such as the curve plate 30 in Figure 2 or 3, may have a relatively small distance.
  • an even higher threshold value S4 can be selected.
  • a suitable threshold for a road with three lanes per direction of travel can also be determined. Also, this threshold may depend on which of the three lanes the own vehicle is located on, and it will be highest (at least for stationary objects) when the own vehicle is traveling in the middle lane. In this last described case, however, it could come to a "false warning", when approaching a jam end, a stationary vehicle is located on the right side lane, the own (middle) track, however, is still free. However, since it must be expected in such a traffic situation that a vehicle from the right secondary lane to the free middle lane ausschert, a warning signal is quite appropriate in this situation.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Emergency Alarm Devices (AREA)
  • Air Bags (AREA)

Abstract

A collision warning device for motor vehicles includes a locating sensor, a lane recognition module for detecting the number of traffic lanes in the road on which the vehicle is traveling, and a decision unit to output a warning signal if a danger parameter (ttc) determined using the data from the locating sensor exceeds a threshold value, the threshold value being variable depending on the number of traffic lanes in such a way that the warning signal is issued earlier when the number of lanes is greater.

Description

Beschreibungdescription
Titeltitle
Kollisionswarnvorrichtung für KraftfahrzeugeCollision warning device for motor vehicles
Stand der TechnikState of the art
Die Erfindung betrifft eine Kollisionswarnvorrichtung für Kraftfahrzeuge, mit einem Ortungssensor, einemThe invention relates to a collision warning device for motor vehicles, with a position sensor, a
Spurerkennungsmodul zur Erkennung der Anzahl der Fahrspuren der von dem Fahrzeug befahrenen Straße, und einer Entscheidungseinheit zur Ausgabe eines Warnsignals, wenn ein anhand der Daten des Ortungssensors bestimmter Gefahrenparameter einen Schwellenwert überschreitet.A lane detection module for detecting the number of lanes of the road traveled by the vehicle, and a decision unit for outputting a warning signal when a hazard parameter determined from the data of the position sensor exceeds a threshold value.
Solche Kollisionswarnvorrichtungen werden auch als PSS-Systeme (Predictive Safety System) bezeichnet und haben den Zweck, den Fahrer beispielsweise durch ein akustisches Signal auf eine bevorstehende Kollisionsgefahr hinzuweisen und/oder aktiv eine Notbremsung oder andere Maßnahmen zur Abwendung der Kollision oder zur Milderung der Kollisionsfolgen auszulösen.Such collision warning devices are also referred to as PSS systems (Predictive Safety System) and have the purpose to alert the driver, for example by an audible signal on an imminent collision hazard and / or actively trigger emergency braking or other measures to prevent the collision or to mitigate the collision consequences ,
Dazu werden die Daten eines Ortungssensors, beispielsweise eines winkelauflösenden Radarsensors ausgewertet, der es erlaubt, die Abstände, Relativgeschwindigkeiten und Azimutwinkel vorausfahrender Fahrzeuge zu messen. Zur Bewertung der Kollisionsgefahr wird ein Gefahrenparameter berechnet. Dabei kann es sich beispielsweise um die sogenannte "time to collision" (ttc) handeln, d. h., die Zeit bis zum Aufprall, die unter der Annahme vorausberechnet wird, daß die beteiligten Fahrzeuge ihren derzeitigen Geschwindigkeits- oder Beschleunigungszustand beibehalten. Wenn die ttc unter einen bestimmten Schwellenwert sinkt (den Schwellenwert also in Richtung kleinerer Werte überschreitet) , wird ein Warnhinweis ausgelöst. Alternativ kann als Gefahrenparameter auch die (negative) Beschleunigung herangezogen werden, die zur Vermeidung der Kollision erforderlich wäre. Ebenso kann als Gefahrenparameter auch eine algebraische oder logische Funktion der beiden oben genannten Parameter benutzt werden.For this purpose, the data of a position sensor, for example an angle-resolving radar sensor, is evaluated, which makes it possible to measure the distances, relative speeds and azimuth angles of preceding vehicles. To the evaluation of Risk of collision, a hazard parameter is calculated. This may be, for example, the so-called "time to collision" (ttc), ie, the time to impact, which is predicted on the assumption that the vehicles involved maintain their current speed or acceleration state. If the ttc drops below a certain threshold (that is, the threshold is in the direction of lower values), a warning message is raised. Alternatively, the (negative) acceleration that would be required to avoid the collision can also be used as the hazard parameter. Likewise, an algebraic or logical function of the two aforementioned parameters can be used as hazard parameters.
PSS-Systeme werden häufig in Kombination mit sogenannten ACC- Systemen (Adaptive Cruise Control) angeboten, die dazu dienen, die Geschwindigkeit des Fahrzeugs so zu regeln, daß ein in der eigenen Spur unmittelbar vorausfahrendes Fahrzeug in einem angemessenen Sicherheitsabstand verfolgt wird.PSS systems are often offered in combination with so-called ACC systems (Adaptive Cruise Control), which serve to regulate the speed of the vehicle so that a vehicle immediately ahead in its own lane is tracked at an appropriate safety distance.
Anhand der vom Radarsensor gemessenen Abstände und Azimutwinkel lassen sich die Querablagen der georteten Fahrzeuge berechnen, so daß entschieden werden kann, ob sich ein Fahrzeug in der eigenen Spur oder einer Nebenspur befindet. Zugleich läßt sich auf diese Weise feststellen, wieviele Fahrspuren die derzeit befahrene Straße hat und auf welcher Spur sich das eigene Fahrzeug befindet.Based on the distances and azimuth angles measured by the radar sensor, the transverse deposits of the located vehicles can be calculated, so that it can be decided whether a vehicle is in its own lane or in a secondary lane. At the same time can be determined in this way, how many lanes has the currently traveled road and on which lane is the own vehicle.
Aus DE 101 03 401 Al ist ein Kollisionswarnsystem bekannt, bei dem aus von einer Sensorik erfaßten Fahrzustandsgrößen, Umgebungsdaten und Daten über die Aktivität des Fahrers eine aktuelle Fahrerbelastung berechnet wird, die dann die Grundlage für die Warnstrategie bildet. Zu den dort erwähnten Umgebungsdaten gehört unter anderem auch die Anzahl der Fahrspuren der Straße. Es ist jedoch nicht näher ausgeführt, wie die Anzahl der Fahrspuren in die Fahrerbelastung einfließt.From DE 101 03 401 A1, a collision warning system is known in which a current driver load is calculated from driving state variables detected by a sensor system, environmental data and data about the activity of the driver, which then form the basis for the warning strategy. Among the environmental data mentioned there includes, among other things, the number of lanes of the road. However, it is not explained in detail how the number of lanes flows into the driver's load.
Die Wahl des Schwellenwertes für die Auslösung des Warnsignals oder Warnhinweises erfordert stets einen Kompromiß. Einerseits sollte die Auslöseschwelle möglichst niedrig sein, damit möglichst frühzeitig eine Warnung ausgelöst wird und dem Fahrer (oder dem System) genügend Zeit für eine Reaktion und für die Abwendung der Kollision verbleibt. Andererseits steigt jedoch mit niedrigerer Auslöseschwelle die Häufigkeit von Fehlwarnungen, die der Fahrer als irritierend oder zumindest als lästig empfinden kann und die bei zu großer Häufigkeit dazu führen können, daß der Fahrer das System ganz abschaltet.The choice of the threshold for the triggering of the warning signal or warning always requires a compromise. On the one hand, the triggering threshold should be as low as possible so that a warning is triggered as early as possible and the driver (or the system) has enough time for a reaction and for averting the collision. On the other hand, however, with a lower triggering threshold, the frequency of false warnings that the driver may find irritating or at least annoying increases and, if the frequency is too high, may cause the driver to completely shut down the system.
Besonders problematisch sind in diesem Zusammenhang PSS-Systeme, die nicht nur auf bewegte Objekte, also beispielsweise auf andere fahrende Fahrzeuge reagieren, sondern auch auf stehende Objekte. Da stehende Objekte am Fahrbahnrand relativ häufig sind und da aufgrund von Unsicherheiten bei der Prädiktion des Kursverlaufes nicht immer sicher entschieden werden kann, ob das Objekt wirklich ein relevantes Hindernis darstellt oder sich am Fahrbahnrand oder zumindest abseits des voraussichtlichen Fahrschlauches des eigenen Fahrzeugs befindet, ist die Gefahr von Fehlwarnungen hier besonders groß.Particularly problematic in this context are PSS systems that not only react to moving objects, for example to other moving vehicles, but also to stationary objects. Since standing objects on the roadside are relatively common and can not always be decided because of uncertainties in the prediction of price course, whether the object is really a relevant obstacle or is at the edge of the road or at least off the expected driving tube of your own vehicle is the Danger of false alarms here especially large.
Beispielsweise kann es bei einem zu frühen Warnzeitpunkt häufig zu Fehlwarnungen kommen, wenn vor der Einfahrt in eine Kurve ein am Fahrbahnrand stehendes Verkehrsschild oder dergleichen geortet und fälschlich als Hindernis interpretiert wird. In der Praxis wird deshalb bisher bei stehenden Objekten eine hohe Auslöseschwelle und ein entsprechend später Warnzeitpunkt gewählt. Dies schränkt jedoch den Nutzen des Systems erheblich ein, da dann auch bei echten Gefahrensituationen nur eine entsprechend kurze Vorwarnzeit verbleibt.For example, if the warning time is too early, false warnings can often occur if, prior to entering a curve, a road sign or the like at the edge of the road is located and incorrectly interpreted as an obstacle. In practice, therefore, so far in standing objects a high Trigger threshold and a correspondingly later warning time selected. However, this considerably restricts the usefulness of the system since only a correspondingly short warning time then remains even in the case of real dangerous situations.
Offenbarung der ErfindungDisclosure of the invention
Aufgabe der Erfindung ist es, eine Kollisionswarnvorrichtung der eingangs genannten Art zu schaffen, die einen frühen Warnzeitpunkt ermöglicht und dennoch eine geringe Fehlwarnhäufigkeit aufweist.The object of the invention is to provide a collision warning device of the type mentioned, which allows an early warning time and yet has a low Fehlwarnhäufigkeit.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß der Schwellenwert in der Weise in Abhängigkeit von Anzahl der Fahrspuren variabel ist, daß das Warnsignal bei größerer Anzahl der Fahrspuren früher ausgegeben wird.This object is achieved in that the threshold value is variable in the manner depending on the number of lanes that the warning signal is issued earlier with a larger number of lanes.
Die Erfindung beruht auf der Überlegung, daß auf mehrspurigen Straßen normalerweise nur Kurven mit niedriger Querdynamik gefahren werden. Während bei ein- oder zweispurigen Straßen verhältnismäßig enge Kurven auftreten können, haben die Kurven auf mehrspurigen Straßen generell einen größeren Radius. Wenn ein potentielles Hindernis, insbesondere ein stehendes Objekt geortet wird, kann deshalb bei mehrspurigen Straßen, auch wenn der genaue Kursverlauf nicht bekannt ist, für den Krümmungsradius der Fahrbahn jedenfalls ein unterer Grenzwert angenommen werden, der höher ist als bei ein- oder zweispurigen Straßen. Daraus folgt, daß sich bei mehrspurigen Straßen bereits zu einem früheren Zeitpunkt entscheiden läßt, ob sich das geortete Objekt auf der Fahrbahn oder am Fahrbahnrand befindet. Dies wird erfindungsgemäß dazu ausgenutzt, auf mehrspurigen Straßen die Auslöseschwelle zu senken, d. h. im Sinne einer früheren Warnung zu verändern, so daß mehr Reaktionszeit für die Abwendung der Kollision verbleibt, ohne daß die Gefahr von Fehlwarnungen zunimmt.The invention is based on the consideration that normally only curves with low transverse dynamics are driven on multi-lane roads. While one-lane or two-lane roads may experience relatively tight bends, the curves on multi-lane roads generally have a larger radius. Therefore, if a potential obstacle, in particular a stationary object, is located, even if the exact heading is not known, the curvature radius of the roadway may in any case be assumed to be lower than the one or two-lane road. It follows that can decide on multi-lane roads at an earlier date, whether the located object is on the road or at the edge of the road. This is inventively exploited to lower the trip threshold on multi-lane roads, ie in the sense of change earlier warning, so that more reaction time for avoiding the collision remains without the risk of false alarms increases.
Besonders vorteilhaft ist die Erfindung bei LKW, die generell mit niedrigerer Querdynamik fahren als PKW. Bei einer für LKW auf Autobahnen typischen Geschwindigkeit in der Größenordnung von 90 km/h kann auf mehrspurigen Straßen die Ausgabe eines Warnhinweises beispielsweise schon bei einer ttc von 3 - 4 s erfolgen, ohne daß die Häufigkeit von Fehlwarnungen zunimmt. Diese Vorwarnzeit reicht bei der angegebenen Geschwindigkeit in der Regel noch aus, beispielsweise beim Auffahren auf ein Stauende, die Kollision abzuwenden. Auf diese Weise kann insbesondere die von übermüdeten LKW-Fahrern ausgehende Unfallgefahr deutlich herabgesetzt werden.The invention is particularly advantageous in trucks that generally drive with lower lateral dynamics than cars. With a speed of the order of magnitude of 90 km / h typical for lorries on highways, the issuance of a warning on a multi-lane road, for example, can already take place at a ttc of 3-4 s without the frequency of false warnings increasing. This prewarning time is usually sufficient at the specified speed, for example, when driving on a jam end to avert the collision. In this way, in particular, the risk of accidents emanating from tired truck drivers can be significantly reduced.
Entsprechendes gilt auch für PKW-Fahrer, wenn dieThe same applies to car drivers, if the
Fahrgeschwindigkeit in der genannten Größenordnung liegt. Da auf Streckenabschnitten mit erhöhter Staugefahr zumeist ohnehin eine Geschwindigkeitsbegrenzung auf 80 oder 100 km/h besteht, leistet die Erfindung auch bei PKW einen deutlichen Beitrag zur Verringerung der Unfallgefahr oder zumindest zur Milderung der Unfallfolgen .Driving speed is in the order of magnitude. Since there is usually a speed limit of 80 or 100 km / h on sections with increased congestion anyway, the invention also makes a significant contribution to the reduction of the risk of accidents or at least to mitigate the consequences of accidents in cars.
Vorteilhafte Weiterbildungen und Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.Advantageous developments and refinements of the invention emerge from the subclaims.
Die Erfindung ist besonders vorteilhaft bei PSS-Systemen, die nicht nur auf bewegte Objekte, sondern auch auch auf stehende Objekte reagieren. In diesem Fall können für stehende Objekte und bewegte Objekte unterschiedliche Auslöseschwellen vorgesehen sein, von denen mindestens eine, vorzugsweise die für stehende Objekte, in Abhängigkeit von der Spuranzahl variabel ist.The invention is particularly advantageous in PSS systems which respond not only to moving objects but also to stationary objects. In this case, different triggering thresholds can be provided for stationary objects and moving objects of which at least one, preferably for standing objects, is variable depending on the number of lanes.
Für die Bestimmung der Auslöseschwelle ist es im Rahmen der Erfindung zweckmäßig, nicht nur die Spuren der von dem eigenen Fahrzeug befahrenen Richtungsfahrbahn zu zählen, sondern auch die Gegenspuren. In dem Fall läßt sich auch zwischen zweispurigen Straßen (mit einer Spur je Fahrtrichtung) und einspurigen (Einbahn-) Straßen, unterscheiden, bei denen mit einer besonders hohen Querdynamik zu rechnen ist. Ebenso können auch dreispurige Landstraßen erkannt werden, bei denen eine der beiden Richtungsfahrbahnen eine Überholspur oder Kriechspur aufweist .For the determination of the triggering threshold, it is useful in the context of the invention to count not only the tracks of the directional road traveled by the own vehicle, but also the counter-tracks. In this case, it is also possible to distinguish between two-lane roads (with one lane per direction of travel) and one-lane (one-lane) roads, where particularly high lateral dynamics are to be expected. Similarly, three-lane highways can be detected in which one of the two lanes has a fast lane or crawl track.
Gemäß einer Weiterbildung der Erfindung kann die Auslöseschwelle auch davon abhängig gemacht werden, ob sich das eigene Fahrzeug auf einer Straße mit mehreren Spuren je Richtungsfahrbahn auf der äußersten rechten Spur oder auf der Überholspur befindet. Wenn sich das eigene Fahrzeug auf der Überholspur befindet, kann für ein Objekt, das mit kleinem Azimutwinkel geortet wird, schon bei relativ großem Abstand sicher entschieden werden, daß es sich um ein Hindernis auf der Fahrbahn handelt, so daß die Auslösung des Warnhinweises schon bei einer entsprechend großen ttc erfolgen kann.According to one embodiment of the invention, the triggering threshold can also be made dependent on whether the own vehicle is on a road with several lanes per directional lane on the rightmost lane or in the fast lane. If the own vehicle is in the fast lane, it can be decided for an object, which is located with a small azimuth angle already at a relatively large distance that it is an obstacle on the road, so that the triggering of the warning already at a correspondingly large ttc can be done.
Die Bestimmung der Anzahl der Fahrspuren kann mit bekannten Algorithmen anhand der Daten des Radarsensors erfolgen. Wahlweise oder zusätzlich können zu diesem Zweck jedoch andere Sensoren herangezogen werden, beispielsweise ein Videosensor. Ebenso ist es bei fortgeschrittenen Navigationssystemen denkbar, daß die Information über die Anzahl der Fahrspuren aus dem Navigationssystem bezogen wird. Wenn die Erkennung der Anzahl der Fahrspuren allein mit Hilfe des Radarsensors erfolgt, mag es auf Autobahnen mit zwei oder mehr Spuren je Richtungsfahrbahn nicht möglich sein, die Gegenspuren sicher zu erkennen. In dem Fall genügt es jedoch, wenn die Bestimmung der Auslöseschwelle anhand der Anzahl der Spuren der Richtungsfahrbahn erfolgt.The determination of the number of lanes can be done with known algorithms based on the data of the radar sensor. Alternatively or additionally, however, other sensors can be used for this purpose, for example a video sensor. It is also conceivable in advanced navigation systems, that the information about the number of lanes is obtained from the navigation system. If the detection of the number of lanes is carried out solely by means of the radar sensor, it may not be possible on highways with two or more lanes per directional lane to reliably recognize the counter lanes. In that case, however, it suffices if the determination of the tripping threshold is based on the number of lanes of the directional lane.
Kurze Beschreibung der ZeichnungenBrief description of the drawings
Ein Ausführungsbeispiel der Erfindung ist in den Zeichnungen dargestellt und in der nachfolgenden Beschreibung näher erläutert .An embodiment of the invention is illustrated in the drawings and explained in more detail in the following description.
Es zeigen:Show it:
Fig. 1 ein Blockdiagramm eines FahrerassistenzSystems;1 is a block diagram of a driver assistance system;
Fig. 2 und 3 Skizzen zur Erläuterung einer Kollisionswarnfunktion; undFIGS. 2 and 3 are sketches for explaining a collision warning function; and
Fig. 4 ein Diagramm zur Illustration der Abhängigkeit der Auslöseschwelle von der Anzahl der Fahrspuren .4 is a diagram illustrating the dependence of the trip threshold on the number of lanes.
Die in Fig. 1 gezeigte Kollisionswarnvorrichtung ist Teil eines Fahrerassistenzsystems, das einen winkelauflösenden Ortungssensor 10, beispielsweise einen vorn im Fahrzeug eingebauten Radarsensor, und ein elektronischesThe collision warning device shown in FIG. 1 is part of a driver assistance system that has an angle-resolver locating sensor 10, for example a radar sensor installed in the front of the vehicle, and an electronic radar sensor
Datenverarbeitungssystem 12 umfaßt, das die vom Ortungssensor 10 gelieferten Daten auswertet und auf dieser Grundlage zwei oder mehrere Assistenzfunktionen 14 ausführt. Die Assistenzfunktionen 14 umfassen in diesem Beispiel eine Abstandsregelfunktion 16 (ACC) sowie die Kollisionswarnfunktion PSS.Data processing system 12 which evaluates the data supplied by the location sensor 10 and on this basis two or performs several assistance functions 14. The assistance functions 14 in this example comprise a distance control function 16 (ACC) and the collision warning function PSS.
Im Rahmen der Kollisionswarnfunktion PSS löst eine Entscheidungseinheit 18 einen (z. B. akustischen) Kollisionswarnhinweis aus, wenn ein anhand der Daten des Ortungssensors 10 bestimmter Gefahrenparameter einen bestimmten Schwellenwert überschreitet. Zur Bestimmung dieses Schwellenwertes oder ggf. auch mehrerer Schwellenwerte für mehrere Gefahrenparameter oder für unterschiedliche Objekttypen, z.B. stehende Objekte und bewegliche Objekte, ist ein besonderes Schwellenwertmodul 20 vorgesehen.Within the scope of the collision warning function PSS, a decision unit 18 triggers a (eg acoustic) collision warning message if a hazard parameter determined on the basis of the data from the position sensor 10 exceeds a specific threshold value. In order to determine this threshold value or possibly also several threshold values for several hazard parameters or for different object types, e.g. standing objects and moving objects, a special threshold module 20 is provided.
Ein Spurerkennungsmodul 22 erkennt und bestimmt anhand der vom Ortungssensor 10 georteten Fahrzeuge die Anzahl der Fahrspuren der Straße. Das Schwellenwertmodul 20 bestimmt dann den Schwellenwert in Abhängigkeit von der Anzahl der Fahrspuren, wie im folgenden näher erläutert werden soll.A lane detection module 22 detects and determines the number of lanes of the road based on the location of the sensor 10 located vehicles. The threshold module 20 then determines the threshold depending on the number of lanes, as will be explained in more detail below.
Figur 2 zeigt eine typische Verkehrssituation, anhand derer die Problematik bei der Bestimmung des Schwellenwertes für die Kollisionswarnfunktion illustriert werden soll, insbesondere die Problematik bei einer Kollisionswarnung auf stehende Objekte. In dem in Figur 2 gezeigten Beispiel befindet sich ein mit dem Fahrerassistenzsystem nach Figur 1 ausgerüstetes Fahrzeug 24 auf einer Fahrbahn 26 mit zwei Spuren 28 unmittelbar vor der Einfahrt in eine relativ enge Kurve. Am kurvenaußenseitigen Fahrbahnrand steht eine übliche Kurventafel 30, die die Verkehrsteilnehmer auf eine gefährliche Kurve hinweisen soll. Die Kurventafel 30 befindet sich im Ortungsbereich des Ortungssensors 10 und wird somit als stehendes Objekt geortet. Da das Fahrzeug 24 noch nicht in die Kurve eingefahren ist, läßt sich anhand der Giergeschwindigkeit oder des Lenkeinschlags dieses Fahrzeugs noch nicht der gekrümmte Fahrbahnverlauf erkennen. Aus der Sicht des PSS Systems stellt somit die Kurventafel 30 ein potentielles Hindernis dar, vor dem gewarnt werden muß, wenn die vorausberechnete Zeit ttc bis zum Aufprall einen im Schwellenwertmodul 20 berechneten Schwellenwert unterschreitet. Wenn beispielsweise der Schwellenwert für die ttc zu hoch gewählt ist, kommt es daher zu einer Kollisionswarnung, die aus der Sicht des Fahrers unnötig und störend ist.FIG. 2 shows a typical traffic situation, by means of which the problem in the determination of the threshold value for the collision warning function is to be illustrated, in particular the problem with a collision warning on stationary objects. In the example shown in FIG. 2, a vehicle 24 equipped with the driver assistance system according to FIG. 1 is located on a roadway 26 with two lanes 28 immediately before entering a relatively narrow curve. On the outside of the curve roadside is a conventional curve board 30, which should point the road users on a dangerous curve. The curve board 30 is located in the detection range of the position sensor 10 and is thus located as a stationary object. Since the vehicle 24 has not yet retracted into the curve, the curved road course can not yet be detected on the basis of the yaw rate or the steering angle of this vehicle. From the point of view of the PSS system, the curve board 30 thus represents a potential obstacle to be warned if the predicted time ttc until the impact falls below a threshold value calculated in the threshold value module 20. For example, if the threshold for the ttc is set too high, a collision warning will occur that is unnecessary and disturbing from the driver's point of view.
In Figur 2 ist illustriert, wie sich ein Schwellenwert für die "time to collision" (ttc) so bestimmen läßt, daß solche Fehlwarnungen vermieden werden. Würde es sich bei dem vom Ortungssensor 10 georteten Objekt, hier symbolisiert durch ein gestrichelt eingezeichnetes stehendes Fahrzeug 32, um ein echtes Hindernis handeln, das die betreffende Spur 28 weitgehend blockiert, so dürfte der für dieses Objekt gemessene Abstand nicht größer sein als der in Fig. 2 eingezeichnete Abstand D . Andernfalls könnte das Objekt sich auch am Fahrbahnrand hinter der Kurve befinden. Der Abstand D ist von der Krümmung der Kurve der Straße 26 abhängig und wird mit zunehmendem Krümmungsradius größer. Für eine geeignete Bestimmung des Schwellenwertes ist deshalb vom kleinsten Krümmungsradius auszugehen, der für Kurven bei diesem Straßentyp zu erwarten ist. Der für diesen Krümmungsradius berechnete Abstand D und die aktuelle Geschwindigkeit V des Fahrzeugs 24 bestimmen dann die time to collision ttc , die als Schwellenwert geeignet wäre. Figur 3 illustriert eine ähnliche Situation für eine Straße 34 mit drei Spuren 36, 38, 40. Da mehrspurige Straßen generell für höhere Geschwindigkeiten ausgelegt sind, wird die Fahrbahnkrümmung hier generell kleiner sein. Insbesondere darf die Krümmung der auf der Kurveninnenseite gelegenen Spur 36 nicht zu groß werden. Dementsprechend hat die auf der Kurvenaußenseite gelegene Spur 40 hier einen relativ großen Krümmungsradius, und der Abstand D , den ein reales Hindernis höchstens haben dürfte, ist hier deutlich größer als der Abstand D in Figur 2. Dementsprechend erhält man hier als geeigneten Schwellenwert einen größeren Wert ttc für die "time to collision". Bei dieser Wahl des Schwellenwertes sind Fehlwarnungen ebenso sicher ausgeschlossen wie bei der in Figur 2 dargestellten Situation, doch steht nun aufgrund der größeren time to collision deutlich mehr Reaktionszeit für eine Abwendung der Kollision zur Verfügung.FIG. 2 illustrates how a threshold for the "time to collision" (ttc) can be determined such that such false warnings are avoided. If the object located by the locating sensor 10, here symbolized by a stationary vehicle 32 shown in dashed lines, would be a real obstacle which largely blocks the relevant track 28, then the distance measured for this object should not be greater than that in FIG 2 drawn distance D. Otherwise, the object could also be at the edge of the road behind the curve. The distance D is dependent on the curvature of the curve of the road 26 and becomes larger with increasing radius of curvature. For a suitable determination of the threshold value, it is therefore necessary to start from the smallest radius of curvature that is to be expected for curves in this type of road. The distance D calculated for this radius of curvature and the current speed V of the vehicle 24 then determine the time to collision ttc, which would be suitable as a threshold value. Figure 3 illustrates a similar situation for a road 34 having three tracks 36, 38, 40. Since multi-lane roads are generally designed for higher speeds, the roadway curvature will generally be smaller here. In particular, the curvature of the track 36 located on the inside of the curve must not become too great. Accordingly, the track 40 situated on the outside of the curve has a relatively large radius of curvature here, and the distance D which a real obstacle may at most have is significantly greater than the distance D in FIG. 2. Accordingly, a larger value is obtained here as the suitable threshold value ttc for the "time to collision". With this choice of the threshold value, false alarms are just as reliably excluded as in the situation illustrated in FIG. 2, but due to the greater time to collision, significantly more reaction time is available for averting the collision.
In Figur 4 ist in Diagrammform dargestellt, wie der Schwellenwert für die ttc für verschiedene Straßentypen in Abhängigkeit von der Anzahl der Spuren variiert.FIG. 4 shows diagrammatically how the threshold value for the ttc varies for different road types depending on the number of tracks.
Für eine Straße mit nur zwei Spuren, also einer Spur je Fahrtrichtung, wird ein niedriger Schwellenwert Sl gewählt. Bei einer Landstraße mit drei Spuren, beispielsweise einer Überholspur für eine Fahrtrichtung, wird ein etwas höherer Schwellenwert S2 gewählt, unabhängig davon, ob die Überholspur für die eigene Fahrtrichtung oder für die Gegenrichtung zur Verfügung steht.For a road with only two lanes, one lane per direction of travel, a lower threshold Sl is selected. In a highway with three lanes, for example, a passing lane for a direction of travel, a slightly higher threshold S2 is selected, regardless of whether the fast lane for their own direction of travel or for the opposite direction is available.
Für eine vierspurige Straße, beispielsweise eine Autobahn mit zweispuriger Richtungsfahrbahn, wird ein noch höherer Schwellenwert S3 gewählt. Dieser Schwellenwert ist auch dann angemessen, wenn das eigene Fahrzeug auf der äußersten rechten Spur fährt und somit stehende Objekte am Fahrbahnrand, etwa das Kurvenschild 30 in Figur 2 oder 3, einen relativ kleinen Abstand haben können.For a four-lane road, for example, a highway with a two-lane directional lane, an even higher threshold S3 is selected. This threshold is then too appropriate if the own vehicle is driving in the extreme right lane and thus standing objects on the roadside, such as the curve plate 30 in Figure 2 or 3, may have a relatively small distance.
Wenn auf einer solchen vierspurigen Straße außerdem festgestellt wird, daß das eigene Fahrzeug auf der Überholspur fährt, kann ein noch höherer Schwellenwert S4 gewählt werden.In addition, when it is determined that the own vehicle is traveling in the fast lane on such a four-lane road, an even higher threshold value S4 can be selected.
Analog läßt sich auch ein geeigneter Schwellenwert für eine Straße mit drei Spuren je Fahrtrichtung bestimmen. Auch dieser Schwellenwert kann davon abhängig sein, auf welcher der drei Spuren sich das eigene Fahrzeug befindet, und er wird (jedenfalls für stehende Objekte) am höchsten sein, wenn das eigene Fahrzeug auf der mittleren Spur fährt. In diesem zuletzt geschilderten Fall könnte es allerdings zu einer "Fehlwarnung" kommen, wenn beim Auffahren auf ein Stauende ein stehendes Fahrzeug auf der rechten Nebenspur geortet wird, die eigene (mittlere) Spur hingegen noch frei ist. Da jedoch in einer solchen Verkehrssituation damit gerechnet werden muß, daß ein Fahrzeug von der rechten Nebenspur auf die freie mittlere Spur ausschert, ist ein Warnsignal in dieser Situation durchaus angebracht . Similarly, a suitable threshold for a road with three lanes per direction of travel can also be determined. Also, this threshold may depend on which of the three lanes the own vehicle is located on, and it will be highest (at least for stationary objects) when the own vehicle is traveling in the middle lane. In this last described case, however, it could come to a "false warning", when approaching a jam end, a stationary vehicle is located on the right side lane, the own (middle) track, however, is still free. However, since it must be expected in such a traffic situation that a vehicle from the right secondary lane to the free middle lane ausschert, a warning signal is quite appropriate in this situation.

Claims

Ansprüche claims
1. Kollisionswarnvorrichtung für Kraftfahrzeuge (24), mit einem Ortungssensor (10), einem Spurerkennungsmodul (22) zur Erkennung der Anzahl der Fahrspuren (28; 36, 38 40) der von dem Fahrzeug befahrenen Straße (26, 34), und einer Entscheidungseinheit (18) zur Ausgabe eines Warnsignals, wenn ein anhand der Daten des Ortungssensors (10) bestimmter Gefahrenparameter (ttc) einen Schwellenwert (Sl - S4) überschreitet, dadurch gekennzeichnet, daß der Schwellenwert (Sl - S4) in der Weise in Abhängigkeit von Anzahl der Fahrspuren variabel ist, daß das Warnsignal bei größerer Anzahl der Fahrspuren früher ausgegeben wird.A collision warning device for motor vehicles (24), comprising a locating sensor (10), a lane detection module (22) for detecting the number of lanes (28; 36, 38, 40) of the road traveled by the vehicle (26, 34), and a decision unit (18) for outputting a warning signal if a hazard parameter (ttc) determined on the basis of the data from the position sensor (10) exceeds a threshold value (S1 - S4), characterized in that the threshold value (S1 - S4) is determined as a function of the number lanes is variable, that the warning signal is issued earlier in larger numbers of lanes.
2. Kollisionswarnvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Gefahrenparameter (ttc) eine Funktion der vorausberechneten Zeit bis zur Kollision ist.2. collision warning device according to claim 1, characterized in that the hazard parameter (ttc) is a function of the predicted time to collision.
3. Kollisionswarnvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Gefahrenparameter eine Funktion der zur Vermeidung der Kollision notwendigen Beschleunigung ist.3. collision warning device according to claim 1, characterized in that the danger parameter is a function of the acceleration necessary to avoid the collision.
4. Kollisionswarnvorrichtung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Entscheidungseinheit (18) sowohl auf bewegliche als auch auf stehende Objekte (30) reagiert, die vom Ortungssensor (10) geortet werden.4. collision warning device according to one of the preceding claims, characterized in that the decision unit (18) on both movable and respond to standing objects (30), which are located by the location sensor (10).
5. Kollisionswarnvorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß für stehende und bewegliche Objekte unterschiedliche Schwellenwerte vorgesehen sind und daß mindestens der für stehende Objekte vorgesehene Schwellenwert (Sl - S4) in Abhängigkeit von der Anzahl der Fahrspuren variabel ist.5. collision warning device according to claim 5, characterized in that for stationary and moving objects different thresholds are provided and that at least provided for stationary objects threshold (Sl - S4) is variable in dependence on the number of lanes.
6. Kollisionswarnvorrichtung nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß das Spurerkennungsmodul (22) dazu ausgebildet ist, die Anzahl der Fahrspuren anhand der vom Ortungssensor (10) gelieferten Daten über geortete Objekte zu erkennen.6. collision warning device according to any one of the preceding claims, characterized in that the lane detection module (22) is adapted to detect the number of lanes on the basis of the location sensor (10) supplied data on detected objects.
7. Kollisionswarnvorrichtung nach einem der vorstehenden Ansprüche in Kombination mit einem Abstandsregelsystem7. collision warning device according to one of the preceding claims in combination with a distance control system
(16) zur Regelung des Abstands des eigenen Fahrzeugs (24) von einem in der eigenen Spur vorausfahrenden Fahrzeug. (16) for controlling the distance of the own vehicle (24) from a vehicle ahead in its own lane.
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