EP2460152B1 - Procédé permettant d'augmenter la sécurité d'un véhicule et unité centrale de traitement destinée à un système d'aide à la conduite - Google Patents

Procédé permettant d'augmenter la sécurité d'un véhicule et unité centrale de traitement destinée à un système d'aide à la conduite Download PDF

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Publication number
EP2460152B1
EP2460152B1 EP10728143.8A EP10728143A EP2460152B1 EP 2460152 B1 EP2460152 B1 EP 2460152B1 EP 10728143 A EP10728143 A EP 10728143A EP 2460152 B1 EP2460152 B1 EP 2460152B1
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EP
European Patent Office
Prior art keywords
vehicle
distance
region
processing unit
central processing
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Application number
EP10728143.8A
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German (de)
English (en)
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EP2460152A1 (fr
Inventor
Meike Fehse
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • G08G1/168—Driving aids for parking, e.g. acoustic or visual feedback on parking space
    • 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 method for increasing the safety of a vehicle, wherein an area is scanned around the vehicle and a distance between at least one point on the vehicle and a material boundary of this area is measured in at least one direction. Furthermore, the invention relates to a central processing unit for a driver assistance system with a sensor interface for connecting at least one sensor, which is suitable for scanning a region around a vehicle, and means for measuring a distance between at least one point on the vehicle and a material boundary of this area in at least a direction or means for receiving such a measured value from the at least one sensor.
  • the DE 10 2006 032 541 A1 discloses on this subject a warning device for a vehicle with a sensor device for monitoring a proximity of the vehicle and with a warning unit for issuing a warning.
  • a warning device for monitoring a proximity of the vehicle with a warning unit for issuing a warning.
  • directed onto the roadway sensor device for monitoring a long range of the vehicle when entering the vehicle is used on the road to warn of approaching obstacles, especially vehicles.
  • the invention is solved by a method according to claim 1 and with a central processing unit for a driver assistance system according to claim 8.
  • the present invention also allows a driver to warn of obstacles that are going away. This seems illogical at first sight because they are approaching objects that cause a collision with the vehicle.
  • this is to be understood as the approach of the vehicle to an abyss. A removal of the vehicle from an obstacle is to be seen in relation to the vehicle and does not necessarily imply a movement of the object.
  • the ground "abruptly" descends downward from the vehicle's point of view, i. a measured distance becomes larger.
  • the present invention warns of an abyss and / or brakes the vehicle, especially to a stop.
  • the invention therefore contributes to a substantial increase in safety and thus to the avoidance of material and / or health damage.
  • Suitable sensors for detecting an area around the vehicle are all known per se sensors or systems for measuring a distance to an object into consideration. These are in particular ultrasonic, radar and laser sensors. In principle, video systems designed for distance measurement are also suitable, provided e.g. due to the arrangement of multiple cameras a stereoscopic image is present.
  • the term "material limitation” is understood as meaning the interface of a body or object which may be within the detection range of said sensors. It should be noted that a distance to a material boundary within the detection range is not to be equated with the detection limit of the sensors.
  • each wheel can also be scanned in order to warn, for example, against deep potholes, since, in particular, when cornering, each wheel travels on its own path.
  • the vehicle can not fall into a pothole as a whole, damage can be done to the affected wheel or axle.
  • the vehicle may get stuck in the pothole and can not be moved further without outside help.
  • orientation on already parked vehicles can help to park the vehicle correctly.
  • a temporary parking lot in a meadow for example, because of a major event.
  • there are no orientation possibilities here e.g. Ground markings to "park" the vehicle correctly.
  • the system can be used to park the vehicle so that it does not obstruct the rest of the traffic. For example, when driving forwards, the front lateral area is monitored as to whether a sudden jump of the distance to the lateral boundary (ie of an adjacent vehicle) occurs.
  • the nose of the vehicle would protrude beyond the line formed by the other vehicles and possibly hinder other traffic.
  • increasing the safety of a vehicle also means increasing passive safety. Because a vehicle that does not protrude from other parked vehicles, is exposed to a much lower risk of parking damage.
  • the distance is measured starting from a plurality of locations on the vehicle.
  • the distances in a particular direction may also be understood as the length of imaginary rays that point in a particular direction from a particular location of the vehicle and (potentially) strike a material boundary within the detection range at a certain distance. For example, if a radar or ultrasonic sensor with a small detection angle is used, then the imaginary beam even becomes a real beam.
  • a warning signal and / or the deceleration of the vehicle takes place only when the result of the test is positive for a predeterminable number or group of intervals. If a positive result of a single beam leads to a warning or a deceleration, this can have unwanted consequences. For example, a relatively small hole (such as when an iron or wooden bar is pulled out of the ground) can cause the system to trip, although this hole does not pose a threat to the vehicle at all and can be passed safely. If, however, several positive results are obtained, it can be assumed that a hole of a certain and possibly dangerous size. Likewise, the distances / rays can be grouped.
  • one group of beams may detect the area in front of the left front wheel and another group the area under the floor panel.
  • Different groups can also be prioritized differently and trigger different actions.
  • a hole in front of the left front wheel can lead to a deceleration of the vehicle, while a hole between the wheels merely leads to a warning. It is favorable anyway, if an automatic braking after confirmation by the driver can also be ignored in order to drive, for example, a mounting pit in the workshop can.
  • the vehicle is likely to approach a step and the warning will be issued and / or braking will occur.
  • the driver can check the situation and, if necessary, continue the driving maneuver autonomously.
  • FIG. 1 schematically shows a vehicle 1 on a roadway 2, which approaches an abyss in the direction indicated by an arrow.
  • a region A is scanned continuously under the vehicle 1 at the front and the distance a between a point on the vehicle 1 and the material boundary formed by the roadway 2 of the region A is determined in at least one direction.
  • the distances a are in the Fig. 1 visualized by the length of the vehicle 1 pioneering rays. It is clearly recognizable that some rays no longer strike a material boundary or an object within the area A. For this reason, a potential hazard for the vehicle 1 can be assumed, if this continues to move. Therefore, an optical or audible warning signal is output to the driver and / or the vehicle 1 is automatically braked or stopped.
  • Fig. 2 shows the vehicle 1 from Fig. 1 in plan view, wherein the driver assistance system is shown symbolically.
  • This consists of a central processing unit 4 with sensors 3 connected thereto.
  • the central processing unit 4 in turn consists of a central processing unit 5 with associated memory 6 and sensor interfaces 7a and 7b.
  • the latter serve to connect the sensors 3 to the central processing unit 4 (eg via wire or radio).
  • the vehicle 1 comprises two sensors 3 in the front, two in the back, and three each on the left and on the right. This is a exemplary embodiment and only serves to illustrate the principle of operation. Of course, sensor arrangements are conceivable that differ from the illustrated.
  • the central processing unit 4 in the illustrated form is only one of many possibilities. While in the Fig. 2 the method is depicted in the form of a software program which is stored in the memory 6 and is processed by the central processing unit 5, a hardware or mixed execution in software and hardware is also possible. In addition, it is conceivable that the central processing unit 4 cooperates with an unillustrated, higher-level control of the vehicle 1, which is formed in particular by an on-board computer of the vehicle 1. Finally, it is also conceivable that the central processing unit 4 is part of the on-board computer, for example in the form of a software routine running on the on-board computer and / or in the form of a subarea of the electronic circuit of the on-board computer.
  • the means mentioned in the claim for the central processing unit 4 are realized in software and / or hardware as well as independent control and / or as part of a higher-level control. While the means mentioned in a hardware implementation are more objective in nature, software implementation tends to emphasize the functional nature of the means. It is expressly pointed out at this point that the means for issuing a warning signal and / or braking the vehicle 1 do not necessarily comprise the corresponding actuator, for example a warning light, a loudspeaker or the brake. In the context of the invention, these means also mean, for example, a connection to the central processing unit 4, via which a signal can be output which effects the corresponding action.
  • the invention can also be advantageously used if there is no imminent danger to the vehicle 1.
  • Fig. 2 described method are also used when the vehicles 1, 8a and 8b are on a larger level (eg meadow).
  • the vehicle 1 With the help of the laterally arranged sensors 3, the vehicle 1 can be parked in the parking space so that it does not protrude significantly beyond the other vehicles 8a and 8b. The rest of the traffic is thus hampered as little as possible.
  • the vehicle 1 it is also checked whether the change over time of the distance a, that is, the temporal change of the length of an imaginary beam, exceeds a predefinable threshold value. Only when this condition also applies, a warning signal is output and / or the vehicle 1 is decelerated. For that in the FIGS. 1 and 2 This example applies, because the distance a suddenly changes to "infinite" (that is, a possible material boundary is outside the coverage areas A, B and C). It is also conceivable, however, for the vehicle 1 to be located on a roadway 2 which runs ever more steeply downwards. A warning / braking can then - if the slope is not still dangerous - be omitted.
  • the temporal change of the distance a is always to be seen in relation to the speed of the vehicle 1. If the vehicle 1 drives slowly, even a comparatively low rate of change can trigger a warning signal / braking, while a relatively high rate of change leads to a warning signal / braking during fast driving.
  • the change of the distance a in relation to the distance traveled by the vehicle 1 can also take place.
  • the above principles apply mutatis mutandis to this variant.
  • a further possibility for detecting a downwardly running roadway 2 can take place by taking advantage of the fact that the beams running at a steep angle to the direction of movement of the vehicle 1 always hit a material boundary as the vehicle 1 continues to move, while the flat jets aim at emptiness ,

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Claims (9)

  1. Procédé de contrôle de la sécurité d'un véhicule (1), le procédé comportant les étapes qui consistent à :
    explorer une zone (A, B, C) qui entoure le véhicule (1),
    mesurer la distance (a) entre au moins un emplacement du véhicule (1) et une frontière matérielle (2) de cette zone (A, B, C) dans au moins une direction,
    vérifier si la distance (a) dépasse une valeur de seuil prédéterminée et
    si le résultat de la vérification est positif, délivrer un signal d'avertissement et/ou activer le freinage du véhicule (1) en vérifiant en plus si la modification de la distance (a) dans le temps ou la modification de la distance (a) par rapport à la trajectoire parcourue par le véhicule (1) dépassent une valeur de seuil prédéterminée.
  2. Procédé selon la revendication 1, caractérisé en ce que la zone explorée (A) est située sous le véhicule (1) et en avant de celui-ci ou sous le véhicule (1) et en arrière de celui-ci.
  3. Procédé selon l'une des revendications 1 et 2, caractérisé en ce que la zone explorée est située latéralement en dessous du véhicule (1).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que la zone explorée (B, C) est située latéralement par rapport au véhicule (1).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que plusieurs distances (a) sont mesurées entre plusieurs emplacements du véhicule (1) et une frontière matérielle de la zone (A, B, C).
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que plusieurs distances (a) sont mesurées dans plusieurs directions.
  7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que l'émission d'un signal d'avertissement et/ou l'activation du freinage du véhicule (1) ne s'effectuent que si le résultat de la vérification est positif pour un nombre ou un groupe prédéterminés de distances (a).
  8. Unité centrale de traitement (4) pour système d'assistance au conducteur, l'unité comprenant :
    une interface de détecteur (7a, 7b) raccordée à au moins un détecteur (3) qui convient pour explorer une zone (A, B, C) qui entoure un véhicule (1),
    des moyens de mesure de la distance (a) entre au moins un emplacement du véhicule (1) et une frontière matérielle de cette zone (A, B, C) dans au moins une direction ou des moyens de réception d'une telle valeur de mesure provenant d'au moins un détecteur (3),
    des moyens permettant de vérifier si la distance (a) dépasse une valeur de seuil prédéterminée et
    des moyens qui émettent un signal d'avertissement et/ou qui activent le freinage du véhicule (1) lorsque le résultat de la vérification est positif et
    des moyens qui permettent de plus de vérifier si une modification de la distance (a) dans le temps ou une modification de la distance (a) par rapport à la trajectoire parcourue par le véhicule (1) dépassent une valeur de seuil prédéterminée.
  9. Système d'assistance au conducteur d'un véhicule (1), comprenant une unité centrale de traitement (4) selon la revendication 8 et au moins un détecteur (3) qui y est raccordé.
EP10728143.8A 2009-07-27 2010-05-27 Procédé permettant d'augmenter la sécurité d'un véhicule et unité centrale de traitement destinée à un système d'aide à la conduite Active EP2460152B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910028029 DE102009028029A1 (de) 2009-07-27 2009-07-27 Verfahren zur Erhöhung der Sicherheit eines Fahrzeugs und zentrale Verarbeitungseinheit für ein Fahrerassistenzsystem
PCT/EP2010/057289 WO2011012344A1 (fr) 2009-07-27 2010-05-27 Procédé permettant d’augmenter la sécurité d’un véhicule et unité centrale de traitement destinée à un système d’aide à la conduite

Publications (2)

Publication Number Publication Date
EP2460152A1 EP2460152A1 (fr) 2012-06-06
EP2460152B1 true EP2460152B1 (fr) 2013-04-24

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EP10728143.8A Active EP2460152B1 (fr) 2009-07-27 2010-05-27 Procédé permettant d'augmenter la sécurité d'un véhicule et unité centrale de traitement destinée à un système d'aide à la conduite

Country Status (4)

Country Link
US (1) US8903616B2 (fr)
EP (1) EP2460152B1 (fr)
DE (1) DE102009028029A1 (fr)
WO (1) WO2011012344A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011005780B4 (de) 2011-03-18 2022-06-02 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bestimmung einer Entfernung zwischen einem Fahrzeug und einem Objekt
DE102012106691B4 (de) * 2012-07-24 2024-07-11 Valeo Schalter Und Sensoren Gmbh Alternativer Einbau eines verdeckten Ultraschallsensors im Kraftfahrzeug
DE102013222182A1 (de) * 2013-10-31 2015-04-30 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeugs
US9649979B2 (en) * 2015-01-29 2017-05-16 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous vehicle operation in view-obstructed environments
KR20200109118A (ko) * 2019-03-12 2020-09-22 현대자동차주식회사 차량의 추락 방지 장치 및 그 방법
DE102019207259B4 (de) * 2019-05-17 2021-01-21 Zf Friedrichshafen Ag System und Verfahren zur Absturzsicherung eines Fahrzeugs
DE102021200372A1 (de) 2021-01-15 2022-07-21 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Kraftfahrzeugs sowie Kraftfahrzeug
CN113682276B (zh) * 2021-08-25 2022-12-13 汤恩智能科技(常熟)有限公司 一种悬崖检测方法及终端

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19507957C1 (de) * 1995-03-07 1996-09-12 Daimler Benz Ag Fahrzeug mit optischer Abtasteinrichtung für einen seitlichen Fahrbahnbereich
DE10037826A1 (de) * 2000-08-03 2002-02-14 Daimler Chrysler Ag Verfahren und Einrichtung zur selbsttätigen Geschwindigkeitseinstellung in einem Fahrzeug
US7439847B2 (en) * 2002-08-23 2008-10-21 John C. Pederson Intelligent observation and identification database system
DE10223269B4 (de) 2002-05-24 2017-11-09 Volkswagen Ag Fahrerassistenzsystem
DE102006032541A1 (de) 2006-07-13 2008-01-17 Robert Bosch Gmbh Warneinrichtung und Verfahren zur Umfeldüberwachung
CN201015641Y (zh) * 2006-11-29 2008-02-06 上海电气集团股份有限公司 智能轮椅的防跌落机构

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US8903616B2 (en) 2014-12-02
WO2011012344A1 (fr) 2011-02-03
DE102009028029A1 (de) 2011-02-03
EP2460152A1 (fr) 2012-06-06
US20120191315A1 (en) 2012-07-26

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