EP2130194B1 - Dispositif d'alerte de collision pour véhicules automobiles - Google Patents

Dispositif d'alerte de collision pour véhicules automobiles Download PDF

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Publication number
EP2130194B1
EP2130194B1 EP08708483A EP08708483A EP2130194B1 EP 2130194 B1 EP2130194 B1 EP 2130194B1 EP 08708483 A EP08708483 A EP 08708483A EP 08708483 A EP08708483 A EP 08708483A EP 2130194 B1 EP2130194 B1 EP 2130194B1
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EP
European Patent Office
Prior art keywords
lanes
collision
warning device
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.)
Not-in-force
Application number
EP08708483A
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German (de)
English (en)
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EP2130194A1 (fr
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
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2130194A1 publication Critical patent/EP2130194A1/fr
Application granted granted Critical
Publication of EP2130194B1 publication Critical patent/EP2130194B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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, comprising a locating sensor, a lane recognition 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 locating 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 acoustic signal to an imminent collision hazard and / or actively trigger emergency braking or other measures to avert the collision or to mitigate the collision sequences ,
  • PSS systems Predictive Safety System
  • 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 sensed driving conditions, environmental data and data about the activity of the driver, which then forms the basis for the warning strategy.
  • 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.
  • a similar system is for example from the DE 102006000326 known.
  • 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 course course, whether the object is really a relevant obstacle or is located 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 course of the course is unknown, the radius of curvature of the roadway may 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.
  • 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.
  • 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.
  • the collision warning device shown is part of a driver assistance system, which comprises an angle-resolver locating sensor 10, for example a radar sensor installed in the vehicle, and an electronic data processing system 12 which evaluates the data supplied by the locating sensor 10 and two or more 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 to stationary objects.
  • the example shown is one with the driver assistance system FIG. 1 equipped vehicle 24 on a lane 26 with two lanes 28 immediately before entering a relatively tight 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. 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.
  • FIG. 2 illustrates how a threshold for the "time to collision" (ttc) can be determined so 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 Fig. 2 drawn distance D 1 . Otherwise, the object could also be at the edge of the road behind the curve.
  • the distance D 1 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 1 calculated for this radius of curvature and the current speed V of the vehicle 24 then determine the time to collision ttc 1 , which would be suitable as a threshold value.
  • FIG. 3 illustrates a similar situation for a road 34 having three lanes 36, 38, 40. Since multi-lane roads are generally designed for higher speeds, the lane 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 2 which a real obstacle may at most have is here significantly greater than the distance D 1 in FIG. 2 , Accordingly, one obtains here as a suitable threshold a larger value ttc 2 for the "time to collision". With this choice of the threshold error warnings are just as surely excluded as with the in FIG. 2 However, due to the greater time to collision, significantly more reaction time is now available for averting the collision.
  • FIG. 4 is shown diagrammatically how the threshold for the ttc varies for different road types depending on the number of lanes.
  • a lower threshold S1 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 drives on the extreme right lane and thus stationary objects on the roadside, such as the curve plate 30 in FIG. 2 or 3 , can 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)

Claims (7)

  1. Dispositif d'alerte de collision pour véhicules automobiles (24), qui présente
    un détecteur de localisation (10) qui localise des véhicules se déplaçant à l'avant,
    un module (22) de détection de bandes de circulation qui détecte le nombre de bandes de circulation (28; 36, 38, 40) de la chaussée (26, 34) parcourue par le véhicule et
    une unité de décision (18) qui délivre un signal d'alerte si un paramètre de danger (ttc) défini à l'aide des données du détecteur de localisation (10) dépasse une valeur de seuil (S1 - S4),
    caractérisé en ce que
    la valeur de seuil (S1 - S4) peut être modifiée en fonction du nombre des bandes de circulation, de telle sorte que le signal d'alerte soit délivré plus tôt si le nombre de bandes de circulation est plus grand.
  2. Dispositif d'alerte de collision selon la revendication 1, caractérisé en ce que le paramètre de danger (ttc) est une fonction du temps calculée jusqu'à ce que la collision survienne.
  3. Dispositif d'alerte de collision selon la revendication 1, caractérisé en ce que le paramètre de danger est une fonction de l'accélération nécessaire pour éviter la collision.
  4. Dispositif d'alerte de collision selon l'une des revendications précédentes, caractérisé en ce que l'unité de décision (18) réagit aussi bien à des objets mobiles qu'à des objets fixes (30) localisés par le détecteur de localisation (10).
  5. Dispositif d'alerte de collision selon la revendication 5, caractérisé en ce que des valeurs de seuil différentes sont prévues pour les objets fixes et les objets mobiles et en ce qu'au moins la valeur de seuil (S1 - S4) prévue pour les objets fixes peut être modifiée en fonction du nombre des bandes de circulation.
  6. Dispositif d'alerte de collision selon l'une des revendications précédentes, caractérisé en ce que le module (22) de détection de bande de circulation est configuré pour détecter le nombre de bandes de circulation à l'aide des données délivrées par le détecteur de localisation (10) sur les objets localisés.
  7. Dispositif d'alerte de collision selon l'une des revendications précédentes, combiné avec un système (16) de régulation de distance qui régule la distance entre le véhicule propre (24) et un véhicule qui se déplace devant lui sur la même bande de circulation.
EP08708483A 2007-03-22 2008-01-31 Dispositif d'alerte de collision pour véhicules automobiles Not-in-force EP2130194B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007013685A DE102007013685A1 (de) 2007-03-22 2007-03-22 Kollisionswarnvorrichtung für Kraftfahrzeuge
PCT/EP2008/051170 WO2008113637A1 (fr) 2007-03-22 2008-01-31 Dispositif d'alerte de collision pour véhicules automobiles

Publications (2)

Publication Number Publication Date
EP2130194A1 EP2130194A1 (fr) 2009-12-09
EP2130194B1 true EP2130194B1 (fr) 2010-12-22

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EP08708483A Not-in-force EP2130194B1 (fr) 2007-03-22 2008-01-31 Dispositif d'alerte de collision pour véhicules automobiles

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Country Link
US (1) US8330592B2 (fr)
EP (1) EP2130194B1 (fr)
JP (1) JP4728427B2 (fr)
AT (1) ATE492867T1 (fr)
DE (2) DE102007013685A1 (fr)
WO (1) WO2008113637A1 (fr)

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Also Published As

Publication number Publication date
JP4728427B2 (ja) 2011-07-20
EP2130194A1 (fr) 2009-12-09
ATE492867T1 (de) 2011-01-15
DE502008002079D1 (de) 2011-02-03
WO2008113637A1 (fr) 2008-09-25
JP2010500678A (ja) 2010-01-07
US8330592B2 (en) 2012-12-11
US20100052884A1 (en) 2010-03-04
DE102007013685A1 (de) 2008-09-25

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