GB2501167A - Driving assistance for vehicle with collision avoidance - Google Patents
Driving assistance for vehicle with collision avoidance Download PDFInfo
- Publication number
- GB2501167A GB2501167A GB1303538.1A GB201303538A GB2501167A GB 2501167 A GB2501167 A GB 2501167A GB 201303538 A GB201303538 A GB 201303538A GB 2501167 A GB2501167 A GB 2501167A
- Authority
- GB
- United Kingdom
- Prior art keywords
- obstacle
- motor vehicle
- collision
- vehicle
- module
- 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
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
- B62D15/0265—Automatic obstacle avoidance by steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
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- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
-
- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
- G01S15/88—Sonar systems specially adapted for specific applications
- G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
- G01S15/931—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
- G01S17/88—Lidar systems specially adapted for specific applications
- G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
- G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
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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
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
Abstract
The invention relates to a process for avoiding collisions or for lessening consequences of a motor vehicle 1 with an obstacle 2 in a lateral neighbourhood of the motor vehicle 1, wherein an obstacle 2 in the lateral neighbourhood of the motor vehicle 1 is registered, a travel path (10 see fig 2) of the motor vehicle 1 is ascertained, a risk of collision is ascertained on the basis-of the travel path (10) of the motor vehicle 1 and the location of the obstacle 2 or the location and motion of the obstacle 2, and a steering angle of rear wheels 14 of the motor vehicle 1 is set in the case where a risk of collision has been ascertained, so that the obstacle 2 is evaded. The invention relates, in addition, to a driving-assistance system that is suitable for executing the-process. The invention is aimed at avoiding collisions and mitigating collisions by the use of all wheel steering.
Description
tM:;: INTELLECTUAL .*.. PROPERTY OFFICE Application No. 0B1303538.1 RT1VI Date:12 August 2013 The following terms are registered trade_marks and should be read as such wherever they occur in this document: FlexRay Intellectual Properly Office is an operaling name of Ihe Patent Office www.ipo.gov.uk
Description Title
Process for avoiding o± for lessening consequences in the event o.f collisions of a motor vehicle with an obstacle in a lateral neighbourhood of the motor vehicle, and driving-assistance system State of the Art * The invention relatésto a process for avoiding collisions of a motor vehicle with an obstacle in a lateral * neihbourhood of the motor vehicle, or for lessening * 15 consequences in the event of collisions of a moto vehicle with an obstacle in a lateral neighbourhood of the motor vehicle, and toa driving-assistance system.
From DE 109 2008 061 359 Ala monitoring device for a * 20 surrounding field of a motor vehicle is known, with which a stationary obstacle arranged at the lateral edge of the * . carriageway is registered, whereby a position of the registered obstacle is determined continuously and, an impending collision between the motor vehicle and the obstacle is detected by an evaluating, device. If an fl*e impending collision of the thotor vehicle with the obstacle was'detected, a w&rning signal is transmitted to the driver of the'motor vehicle and, where, appropriate, a braking a.. . . . -override or-a steering'oerride is undertaken.' , # , EP 1 447 271 A2 resents an appératus for monitoring the neighbourhood of a motor vehicle with a view to avoiding coilis4ons with obstacles, whereby a computer unit' calculates a travel path of the motor vehicle as a function of a registered steering angle and of further vehicle-body-related information. With a view to averting an impending collision, an actuator has been provided for automatically changing a steering lock or for automatically decelerating * the motor vehicle.
The known apparatuses apply.so-called superimposed steering operations to the frQnt wheels, in connection with which the transmission ratio of steering-wheel angle to steering angle is variably adjustable. In view of the fact that the front wheels can be steered within an angular range of 30°, * this is questionable from the point of view of safety, since a vcry large steering-angie divergence may be set, for example as a result of a programing error, and under certain.circumstances the driver is no longer able. to compensate for this divergence.
Disclosure of the Invention
* .. * In accordance with the invention a process has been provided for avoiding collisions of a motor vehicle with an obstacle in a lateral neighbourhood of the motor vehicle, or for 1esening consequences in the event of collisions of a motor vehicle with an obstacle in a lateral neighbourhood : of the motor vehicle, the process comprising the following steps: * .. . * * p * - -detecting an obstacle-in the lateral neighbourhood of the motor vehicle, . T ascertaining a travel path of the motor vehicle, * . --ascertaining *a risk of collision on the basis of the * . * * travel path of the motor vehicle and the location of the obstacle or the location and motion of the obstacle and -setting a steering angle of rear wheels of the motor vehicle inthe case where arisk of olliion has been 5. ascertained, in order to eade the obstacle.
By virtue of a steering thomént being applied to the rear wheels, it is ensured that the tail of the motor vehicle moves away from the obstacle. In this connection the steering angle of the rear wheels of the motor vehicle is preferably set in such away that a.swerving around the obstacle is obtained by this means. This may be effected, for example,, in such a way that the rear wheels are locked maximalJj' until the obstacle has been passed. 15.
In particularly preferred manner the swerving around the obstacle is associated with a steering override that is as slight as possible. According to preferred embodiments of the invention, calculations have therefore been provided, in order to ascertain and to set an optimal steering angle of the rear wheels of the motor vehicle. The optimal * steering angle for, the rear wheels of the motor vehicle should be as small as possible, and the application of the steering moment to tha rear wheels should avoid the collision ofthe motoi vehicle with'the obstacle, or lessen the consequences of tthe collision. It is preferred if at the optimal steering angle for the rear wheels the motor * ** vehicle is navigated past the obstadleat a defined * ::f:' spacing, for example 5 cm to 50 cm, in particular 1,0 am to - * " 30 20 cm. ..
It is particularly advantageous to register the spading from the obstacle,'or the spacing from the obstacle and the.
relative velocity of the obstacle with respect to the motor vehicle, periodically, for example at intervals between 1 ms and 1 s, in particular betweenlU m and 100 ins, for example with the aid of ultrasonic sensors, and to regulate the steering angle of the rear wheels of the motor vehicle as a function of the spacing from the obstacle, or of the * spacing from the obstacle ard of the relative velocity of * the obstacle with respect to themotor vehicle. The regulation of the steering angle is an advantage, in particular,.wher the obstacle itself is moying. Also in such a case it is then possible to navigate the motor vehicle past the obstacle at a defined spacing, for example cm to 50 cm, in particular 10 cm to 20 cm.
Should a circumvention of the obstacle not be possible, that is to say, should a collision with the obstacle not be avoidable, it is propoed to set the steering angle of the rear wheels of the motor vehicle in such a way that a time up until the collision, a so-called TTC (time to coJlision) , is maximal, leaving the driver more time to react in timely manner. As an alternative thereto or in addition thereto, it is proposed to navigate, the motor vehicle in such a way that the collision of the motor *....: ,vehicle with the obstacle takes place, within a predetermined impact region on the motor vehicle, i.e. that the collision occurs at a point in the flank of the motor * vehicle at which a repair is comparatively favourable, particularly preferably un the region of doors, for instance on the front-passenger door, and avoiding parts of the vehicle body such as, for example, the A-pillar, B-pillar, Cvpillar or D-pillar The predetermine.d impact region may, for example, include a region on the side door, whereby in addition a margin, i.e.. a spacin of a few centimetres from the outer contour of the side doot, may have been provided, to be on the safe side.
According to some embodiments, the process may include the -step that the velocity of the motor vehicle is established.
In this connection there maybe provision that a.cohtrolled steering -of-the rear wheels of the motor vehicle cah be effected or is executed only.belpw a defined speed, for example below 20 kinlh, preferably below 10 km/h,-particularly preferably below 6 kin/h. This is because at higher-speeds manceuvres may occur that may be questionable for the safety of surrounding persons or of the driver, which it is intehded to avoid.
Moreover, there may be provision to limit the settable steering angles of the rear wheels for. tha evasive manoeuvre to a maximal value, in particular to atthost 3° to 100 or 30 to 5°.
In accordance with the invention a computer program is moreover proposed, *according to which one of the processes described herein is carried out when the computer program * is executed on a programmable computer device. The computer program may be, for example, a module for implementing a driving-assistance system or a subsystem
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thereof in a motor vehtcle, cr an application for driving-S assistance fUnctions, which ia executable on a smart phone.
* * . The computer prograth can be stored on a machine-readable :r. . -storage medium, for instance on a permanent or rewritable storage medium or assigned to a computer device or on a rembvable CD-ROM, DVD or USB stick. Additionally or * --. alternatively, the computr program can be made available -cm a computer device such as, for instance, on a server for t the purpose of downloading, for example via a data network sudh as the Internet or a communications link such as, for instance, a telephone line or a wireless connection.
Moreover, a driving-assistance system is proposed for avoiding collisions of a motor vehicle withan obstacle in a lateral neighbourhodd of the motor vehicle; or for lessening conequence in the event of collisions of a motor vehicle with an Obstacle in a lateral neighbourhood of the motor vehicle, comprising:* - -envionment-moriitoring sensorics that are suitable for registering the lateral neighbourhood of the moto vehicle, -an obstacle-detecting module for registering an -obstacle on the basis of the data registered by the * environment-registering sensorics, -a module for ascertaining a travel path of the motOr vehicle, --a module for ascertaining a risk of collision of the * motor vehicle with the obstacle on the basis of the travel path o the motor vehicle and the location of the obstacle or on the basis of the travel path-of the motor vehicle and the location and motion of the 25--obstacle,
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T *a module for calculating optimal steering angles and a module for controlling a rear-wheel steering operation in the case where a risk of collision of the * *0 * El * --motor vehicle with the obstacle, has been ascertained. * S -* S.
* ** 3Q. -The drivihgHasSistance system is suitable for executing the process described above. The driving-assistnce system-is, -in principle, capable of being combined with further -
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driving-assistance systems, in particular with collision-avoidance assistants,, parking assistants, lane-keeping assistants or reversing-warning assistants. In particular, an integration intoexisting SOW systems (so-called side-distance warning systems) or FKP systems (flank protection systems), which warn the, driver of obstacles that are * located near the motor vehicle, has been provided. These systems can easily be *complementd by the functionality according to th invention by means of software amendments. 10, ,
The driving-assistance system may, in addition, be added to existing technology pertaining *to actively controllable rear-wheel steering systems. The driving-assistance system preferably Utilises already existing control modules of motor vehicles that exhibit an actively controllable rear-wheel steering, system.
The controllable drive of the rear wheels is preferably effected via a CAN bus or via a FlexRay bus.
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Advantages of the Invention By virtue of the proposed rear-wheel steering, a possibi,lity'is created of evading an obstacle or of establishing the place of the collision of the motor -S.,. -vehicle with the obstacle in such a way that any possible costs of0repair to the motor vehicle can be minimised. A defective system configuration, on the other hand; does-not result,in an uncontrollable impairment of the safety of the . . 30 driver of the motor vehicle or of the, further road-users.
Further exemplary embodiments and advantages of the -invention will be described in the following with reference -to the drawings.
Brief Description of the Drawings
-Shown are: --Figure 1. a situation with a motor vehicle and an obstacle in a lateral neighbourhood of the motpr vehicle, * in top view, Figure 2 the situation from-Figure 1, wherein the motor vehicle has been represented at two different times, Figure 3 the situation from Figure 1, wherein the motor * vehicle has been represented at: two different time and is executing a driving manoeuvre according to the invention, Figure 4 a schematic representation of functional * components of a driving-assistance system accord±ng to the * invention in a motor vehicle; * *.
0..: Figure 5 a flow chart which illustrates parts of the process according to the invention. * **. * e *
* Figure 1 shows a situation with a motor vehicle 1 and an **** . obstacle 2 arranged in a lateral neighbourhood of the motor -vehicle 1. During a travel 3 of the motor vehicle 1 past 30. the obstacle 2, environment-monitoring sensorics 4 -for: example, optical sensors, ultrasonic-Sensors, radar-- -sensors, LIDAR sensors or laser sensors -register the -obstacle 2, whereupon an SOW system 5 (side-distance warning system) determines a spacing 18 from the obstacle and, where appropriate, the velocity thereof, a set steering angle a of the front wheels 6 of the motor vehicle 1 and the relative velocity of the motor vehicle 1 with respect to the obstacle 2, and examines the situation with theobstacle 2for existence of a risk of collision. Many SOW systems still continue to datermine the position of the obstable 2 even when the obstacle *2 is no longer located at all within the detection zone 7 of the sensor 4, as reresOnted. To this end, the SOW control unit 5 evaluates; for example, the set steering angle a of the front wheels 6 and distance-travelled sensors. In the case represented, *the front -wheels 6 have been locked to the right. The motor vehicle laccordingly travels a curve, and the system 5 detects that a collision with the previously registered obstacle 2 is imminent.
Figure 2 the situation from Figure 1, wherein the motor -vehicle 1 has been additionally represented also at a time of a collision with the obstacle 2. A first location 8 of the motor vehicle 1 corresponds to that which was described * with reference t6 Figure 1. A second location 9 of the * motor vehicle 1 at the time of the collision with the obstacle 2 was calculated by a collision-monitoring module on the basis of data pertaining to a module for ascertaining atravel path and the locationof the * ** * * * obstacle, or the location and velocity of-the obstacle, as ** * - * * has been elucidated in more detail with reference to -Figure 4. The module *for ascertaining a travel path calculates -on the basis of the location 8, the velocity -and the set steering angles a and of the front wheOls 6 * and of the tear wheels -14 of the motor vehicle 1 -a travel path 10 of -the motor vehicle 1, namely the area swept by -ip-the motor vehicle 1 in a defined time. Represented in this regard in exemplary manner are trajectories ha, llb of the front corners 12a, 12b of the motor vehicle 1 and * trajectories 13a, 13b of the rear wheels 14a, 14b of the motor vehicle 1.
A time of collision may obtain when the obstacle 2 is located at one time within the calculated travel path 10 of themotor vehicle 1. Inaddition, to the extent that this is possible from the received signals,: a motion 15 of the detected obstacle 2 is extrapolated and a potential trajectory is ascertained. A time of collision may obtain, furthermore, when on the basis of the potential trajectory of the obstacle 2 it can be predicted that the obstacle 2 will in future be located within the calculated travel path of the motor vehicle 1.
Figure 3 shows the situation from Figure 1, wherein the motor vehicle 1 exhibits the functional components of the driving-assistance system according to the invention and has been designed to execute the process according to the invention for avoiding collisions or for lessening * consequences in the event of collisions. Figure 3 shows the situation from Figure 1, wheein the motor vehicle 1 * 25 has additionally been represented also at a later time. A first location 8 of the motor vehicle 1 corresponds to that * ** * * . which was described with reference to Figure 1. * A second location 9' of the motor vehicle 1 has been represented at a time that corresponds to the time of the second location 9 which was described with reference to Figure 2. A collision with the obstacle 2 has not taken place. Asis described, in particular, with reference to Figure 4, there is provision that a collision-monitoring module triggers a module for ascertaining the risk of cbllision,and the latter module calculates a steering angle of the rear wheels 14 in the case of which a collision can be avoided.
5H The motor vehicle 1 accordingly carries out an evasive manoeuvre as represented. In this connection the rear wheels 14 are locked in such a way that the tail 22 of the motor vehicle moves awa from the obstacle 2. A motorT vehicle centre of rotation 17 of the steering procedure with rear-axle steering and, where apprdpriate, with front- axle teering is displaced in comparison with a motor- -vehicle centre of rotation 16 merely with front-axle steering. The motor vehicle 1 subsequently circumvents the obstacle 2 with a certain spacing 23. 15.
On the motorvehicle 1 predetermined..impact regions 20, 21 have been defined on the lateral flank 19 thereof, which here, represented in exempla±y manner cbmprise a first predetermined impact re9ion 20 -in the front side dopr and a aecond predetezmined impact region 21 in the tear side door of the motor vehicle 1. * *
* If the system establishes -that a collision with the *...
obstacle 1 is unavoidable, the system can calculate the steering angles I of the rear wheels 14 with tjhich the collision on the motor vehicle lis directed into the * ** * 0 predetermined impact regions 20, 21. As an alternative . .: thereto or in addition thereto, the system can calculate, for ar.ous steering angles of the rear wheels 14, a time up until the collision (TTC, time to collision) and determine the angle or those angles which result(s) in a maximal tune up until the -collision. By this means, the * dtiver is given an opportunity to Swerve around the obstacle 2 or to bring the vehicle to a halt beforethe collision.
Figure 4 shows a schematic representation of functional components of a driving-assistance system that has been designed to execute the process according to the invention.
* The driving-assistance system comprises environment- * monitoring sensorics 4 which may include optical sensor systems, for example monocular or stereo video cameras, and/or ultrasonic sensors, rada sensors, laser sensor and/or LIDAR sensors. The signals of *the environment-registering sensorics 4 are received in an input circuit 40. The input circuit 40 has been connecéd to a bus system 41, for example a CAN bus or a FlexRay bus, for data exchange with a data-processing device 42. The enironmènt-monitoring sehsorics 4 are suitable to register at least one lateral neighbourhood of a motor vehicle.
ihe data-processing device 42 includes an obstacle- -detecting module 43 which receives and processes signals of the environment-monitoring sensorics 4. The obstacle-detecting module 43 is suitable to ascertain a location and * preferably also a velocity of the obstacle. Suitable processes for this are known. . * * . * From the location and the velocity Of the obstacle a * * trajectory of the obstacle can be determined which can be used for determining the risk of collision The data-processing device further includes a module 44 for ascertaibing a travel path of the motor vehicle. The module 44 for ascertaining a travel path of the motor vehicle processes motor-vehicle data, in particular steering-angle settings of the front wheels and rear wheels, the-current velocity of the motor vehicle1 odornetric data, GPS data, motor-vehicle model data such as particulars relating to the witth and/or length of the vehicle body, axle width, wheel centre distance and/or wheelbase, location and attitude of the side flanks of the motor vehicle. In general, the data *are available on the CAN bus and/or on the FlexRay bus or on higher protocols.
The module 44 for ascertaining the travel path of the motor vehicle accordingly calculates, ih particular, the location and the attitude of the motor vehicle at future times.
The data-processing device 42; furthermore includes a collision-monitoring module 45. The collision-monitoring module 45 receives data pertaining to the module 44 for ascertaining the travel path of the motor vehicle and data pertaining to the obstacle-detecting module.43 which supplies information about the location of the obstacle in -particular the spacing of the obstacle from the motor vehicle at definite times, to the collision-monitoring : module 45. *The collision-monitoring module 45 may, in -. particular, include a TTC module which computes a time TTC *.t.
* * up until an imminent collision with the obstacle. The collision-monitoring module 45 may have been.coupled to further modules which have not been represented here and * a.
which may give rise to a driver warning, and/or to modules that may bring about an automatic brakihg of the motor vehicle; and/or to modules that may change a teering angle -of the front wheels, of the motor vehicle in order to avoid the collision with the obstacle. * * -14-The data-processing device 42 includes, in addition, a module 46 for ascertaining a risk of collision. The module 46 for ascertaining the risk of collision is triggered by the collision-monitoring module 45. Ãà soon as a potential collision has been detected by the collision-mbnitoring module 45, the module 46 for ascertaining the risk of collision becomes active. Said module exchanges data with the module 44 for ascertaining the travel path of the motor' vehicle and with the obstacle-detecting module 43 which supplies information about the location and velocity of the obstacle, in particular the spacing of the obstacle prom the motor vehicle at definite times, to the module 46 for * . ascertaining the risk of collision. The module 46 for ascertaining the risk of collision has the task of calculating, for various rear-wheel steering angles, whether a collision with the obstacle will oocur and/or at which point on the motor vehicle the obstacle will impinge.
For the calculations it transfers, in particular,, -particulars relating-to the rear-wheel steering angle to the module 44, for calculating the travel path. Said module exhibits an algorithm that calculates an opEimal steering S angle for the rear axle under constraints such, as predetermined, impact regions and maximisation of the TTC,
S S
* and that will be elucidated in more detail with reference to the flow chart in Figure 5. The module 46 for : ascertaining the risk of collision can make available, for various rear-wheel steering angles, output values for * * .. further processing which may include information as to -whether or not a collision will take place, and moreover may include a TTC and a point of impact on the motor vehicle.
The data-processing device includes, in addition, a module -47 for setting a steering angle of the rear wheels of the rnotorvehicle. The module 47 for setting the steering * angle of the rear wheels of the motor vehicle receives, in particular, data pertaining to the module 46 for ascertaining the risk of collision. On the basis of these * .5 data, the module 47 for setting the steering angle of the rear wheels drives the rear wheels in controlled manner and, as a response to the impending collision, sets the optimal steering angle of the rear wheels. The module 47 for setting the stee1ng angle of the rear wheels may lb undertake the controlled drive via a data bus, in * particular the CAN bus or the FlexRay bus.
The modules may, in particular, be managed in such a way that a regulation of the rear-whee] control can take place on the basis of the current spacing from the obstacle and on the basis of a predetermined spacing, this.being appropriate in the case of mobile obstacles. ±n this connection, a direct communication of the: obstacle-registering rriodule with the module for ascertaining the risk of collision is advantageous. S. *e * * .
S. * . Figure 5 shows a flow chart which illustrates parts of the process according to the invention, with steps that, in *..: particular, are executed by the module for ascertaininq the risk of collision. The prbcess is set in motion by a step SO, in the course Of which the obstacle in the lateral * . neighbourhood of the motor vehicle is registered. S. * * . .
* *5. . . * -..
In a first step Si a steering angle of the rear wheels is 30-* initiated. The initiated steering angle is preferably the * maximally possible or maximally permissible steering angle, for example 10°, 5° or 3O* fri a second step S2 the travel path to be expected is calculated. In a third step S3 the trajectory of the obstacle can be examined. In a fourth step S4 it is calculated whether a Collision with the obstacle is imminent. In the fourth step S4, depending on the outcome, it is preferably also calculated when and at which place on the motor vehicle a collision will take place, or at which spacing a passage past the obstacle will occur.
If in the fourth step S4 no collision has been computed and if the spacinq from the obstacle in the course of passing is sufficiently large, the angle is defined as the currently best angle. In a fifth step.S5 a termination * ctiterion is examined. The termination criterion may, for example, be defined on the basis of the angle, that is to say, if a sufficienf accuracy has been obtained. As an alternative thereto or in addition thereto, a further factor taken into account may be whether immediate action is appropriate.
If, however, in the fourth step S4 it is established that in the case of. the calculated angle thefe is a risk of collision, or that the spacing at which a passage past the obstacle will occur is too small, then the qalculated time up until the collision the point of impact on the motor ?5 vehicle are established as currently best values. In the fifth step S5 it is exaMined, byway of termination
-C -
criterion, whether the TTC is maximal and a predetermined impact region will be struck. * * * If the termination criterion -in the fifth step S5 is satisfied, then by: way of output of the process in a si.cth step 56 in the case of col*ision the ancjle that has to be applied to the rear wheels, in the case of whidh the time up until the colli:sion is maximal and a collision will take place within a predetermined impact region, is butput, and in the case where no collision will.take place the angle that has to be applied to the rear wheels, in the case of 5. which with minimal steering override the collision is avoided, is output.
In a further step S7, the steering angle of the rear wheels of the motor vehicle is set by the module for setting the steering anle of the rear wheels of the motor vehicle, in order to evade the obstacle.
If the termination criterion in the fifth step S5 is not satisfied, then in an eighth step S8 a new angle is set, with which the process starting from the second step is executed once again, i.e. iterated. In this connection the process may run further within the nested-intervals pocss or may include a successive scanning of the angles with equidistant steps.
20. . . . In the case df collision, the nested-intervals process has preferably been provided,, and in the case of no collision prefexably a successive scanning of the possible angles with equidistant steps, since in the latter. cas.e a minimum of the TTC has.to be found. In the case of the nest of intrvals, the initiated angle is halved and the calculation is carried out with the halved angle. If, moreover, no collision is detected and if the spacing from the obstacle in the course of passingis sufficiently large, then the best angle is set to the.halved value. If, -. however, the risk of collision is affirmed, then a switch is made to the bther interval. Then-the calculation is executed once aain with a value of the angle halving the -interval, and is executed in iterated manner until the termination criterion is satisfied.
The invention is not restricted to the exemplary embodiments described herein or to the aspects emphasised therein. Rather, within the range specified by the claims * * a multitude of modifications are possible which lie within.
the scope of activity of a person ski1le in the art.
10. . . S. a. . * a a. a - a -
-a*a*** . . a -S... *
* as - * S. --a... * *
a* -- * * .. * -
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102012203228.2A DE102012203228B4 (en) | 2012-03-01 | 2012-03-01 | Method for avoiding or mitigating the consequences of a motor vehicle colliding with an obstacle in a lateral area close to the motor vehicle and driver assistance system |
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| GB201303538D0 GB201303538D0 (en) | 2013-04-10 |
| GB2501167A true GB2501167A (en) | 2013-10-16 |
| GB2501167B GB2501167B (en) | 2018-12-19 |
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| GB1303538.1A Active GB2501167B (en) | 2012-03-01 | 2013-02-27 | Process for avoiding or lessening consequences of motor vehicle collisions |
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| Country | Link |
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| DE (1) | DE102012203228B4 (en) |
| FR (1) | FR2987588B1 (en) |
| GB (1) | GB2501167B (en) |
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| US9944318B2 (en) | 2016-09-13 | 2018-04-17 | Delphi Technologies, Inc. | Automated vehicle rear-wheel steering system |
| CN112810606A (en) * | 2019-11-18 | 2021-05-18 | 现代自动车株式会社 | Device and method for assisting avoidance steering and system with device |
| US20210253127A1 (en) * | 2020-02-19 | 2021-08-19 | Beijing Baidu Netcom Science And Technology Co., Ltd. | Bend driving control method for autonomous vehicle, device, and medium |
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Also Published As
| Publication number | Publication date |
|---|---|
| FR2987588B1 (en) | 2019-07-05 |
| GB201303538D0 (en) | 2013-04-10 |
| FR2987588A1 (en) | 2013-09-06 |
| GB2501167B (en) | 2018-12-19 |
| DE102012203228B4 (en) | 2022-04-21 |
| DE102012203228A1 (en) | 2013-09-05 |
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