WO2005025918A1 - Verfahren und vorrichtung zur fahrerunterstützung - Google Patents
Verfahren und vorrichtung zur fahrerunterstützung Download PDFInfo
- Publication number
- WO2005025918A1 WO2005025918A1 PCT/EP2004/051906 EP2004051906W WO2005025918A1 WO 2005025918 A1 WO2005025918 A1 WO 2005025918A1 EP 2004051906 W EP2004051906 W EP 2004051906W WO 2005025918 A1 WO2005025918 A1 WO 2005025918A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- lane
- lane change
- vehicle
- operating variables
- unintentional
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/08—Lane monitoring; Lane Keeping Systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/08—Lane monitoring; Lane Keeping Systems
- B60T2201/082—Lane monitoring; Lane Keeping Systems using alarm actuation
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/12—Lateral speed
- B60W2520/125—Lateral acceleration
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/14—Yaw
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
Definitions
- the invention relates to a method and a device for driver assistance.
- driver assistance systems Such methods or devices, so-called driver assistance systems, are known in various forms from the prior art.
- driver assistance systems are adaptive vehicle speed controllers (Adaptive Crouse Control, ACC), which adapt the vehicle's driving speed with a view to a distance from a vehicle in front, lane departure swimmers, which the
- Warn drivers when leaving the lane systems for monitoring the blind spot, which warn when changing lanes for objects in the blind spot of the driver's field of vision, etc.
- An example of an adaptive vehicle speed controller is shown in DE-A 101 18265, an example of a Spurwasenswamer the EP 1 074430 AI.
- a significant improvement in function would be achieved here if a distinction could be made between an intended and an unintentional lane change, for example between a lane change for overgrowth purposes and a lane change due to inattentiveness of the driver.
- a classifier is used, which is based on
- a neural network as a classifier, which uses the supplied operating variables to make a decision as to whether the lane change is intended or unintentional. This leads to a very satisfactory accuracy of the classification and a further reduction of false alarms.
- the procedure illustrated is also advantageous in connection with other driver assistance systems, for example with an adaptive vehicle speed controller, in which the deceleration of the vehicle when driving onto a slower object could be suppressed if the lane change is intended.
- classifier which, based on the available operating variables of the vehicle, classifies according to predetermined criteria as to whether the lane change is intended or unintentional.
- FIG. 1 shows an overview image for a processing unit in which the lane change detection is carried out. This processing unit is shown using the example of a lane departure warning.
- a flow diagram is shown in FIG. 2, which shows the basic procedure for lane change classification. represents in connection with the lane departure warning.
- FIG. 3 shows a flow chart for a first exemplary embodiment to distinguish between an unintentional and an intended lane change. Flow charts are sketched in FIGS. 4 and 5, which represent a second exemplary embodiment for recognizing whether a lane change is intended or not.
- Figure 1 shows a device which is part of a system for driver assistance (e.g. for warning and or for actuating an actuating element to keep the lane when leaving or threatening to leave the lane).
- a tax or Evaluation unit 10 which has at least one input circuit 12, a microcomputer 14 and an output circuit 16. These elements are connected to one another with a bus system for mutual data exchange.
- the input circuit 12 is supplied with input lines from various measuring devices, via which measuring signals or measuring information are transmitted.
- a first input line 20 connects the input circuit 12 to an image sensor system 22, which records the scene in front of the vehicle. Corresponding image data are transmitted via the input line 20.
- Input lines 24 to 26 are also provided, which connect the input circuit 12 to measuring devices 30 to 34.
- These measuring devices are, for example, measuring devices for measuring the vehicle speed, for registering the steering angle, for registering a variable which represents a driver's request for acceleration, for example the extent of the accelerator pedal actuation by the driver, and for registering further operating variables of the vehicle, which in connection with the described below
- At least one warning device 38 is actuated via the output circuit 16 and output line 36, for example a warning lamp and / or a loudspeaker for an acoustic warning and / or for a voice output and / or for a display for displaying an image and / or a position for one haptic display, with the help of which the driver is informed of the (impending) departure from the lane.
- provision is made, via the output circuit 16 and an output line 40, to actuate an actuating system to 41 which automatically returns the vehicle to the lane, for example by intervening in the steering of the vehicle, and thus leaving the lane prevented.
- lane departure warning system methods of image analysis are used to determine lane data that represent the course and the size of the lane on the basis of the image data of the scene in front of the vehicle supplied by the image sensor system.
- the lane edge markings (left and / or right lane edge) are detected and the course of the respective lane edge is approximated, for example, as a polynomial (power function of third order).
- the course of the lane of the vehicle for example for the right and / or left wheel, is calculated from vehicle geometry variables, the current and possibly past variables of the vehicle speed, the steering angle or the lateral acceleration, etc. and is also represented as a polynomial.
- a driver warning or a lane keeping reaction is carried out if the two functions (course of the lane marking and course of the lane of the vehicle) have intersections in a certain area that corresponds to a certain distance.
- the warning is given when the left-hand lane marking and the right-hand lane marking are exceeded.
- Further lane data are calculated from the data mentioned, for example the lateral distance between lane marking and lane of the vehicle (right side to right edge, left side to left edge), the curvature of the lane, and / or the angle between lane and lane marking (right lane to the right edge, left lane to the left edge) using tangent comparisons.
- FIG. 2 shows a flowchart in which the sketched lane departure wamer is supplemented by a classifier which evaluates the lane change situation on the basis of operating variables of the vehicle and classifies it into “unintentional lane change” or “intended lane change”.
- the flowchart in FIG. 2 outlines a corresponding program which runs in the microcomputer of the device outlined in FIG. 1.
- the lane data outlined above is read in (once for one vehicle side, in another pass for the other vehicle side), that is to say the course of the lane edge marking, the course of the actual lane of the vehicle, a variable for the lateral distance between the vehicle and the lane edge , a variable for the angle between the vehicle lane and the lane edge, as well as the other operating variables mentioned above, etc.
- the subsequent step 102 it is checked whether a Leaving the lane is present or whether such a departure threatens. If this is not the case, step 100 is repeated. If an exit or an impending exit is detected, the classifier uses step 104 to determine whether the lane change is intentional or unintentional on the basis of operating variables.
- step 106 It is then checked in step 106 whether the intention is to leave the lane or not. If it is intended, the warning or the lane keeping reaction is omitted and the program is repeated with step 100. If, in the other case, it has been recognized that leaving the lane is unintentional, a warning is given according to step 108 optically, acoustically and / or haptically, or a lane keeping reaction, for example the activation of an actuating element
- the basic procedure for classification is based on the evaluation of at least two operating variables of the vehicle, on the basis of which the behavior of the driver can be concluded.
- Operating variables that are suitable for this are, for example, the steering angle, the speed of the vehicle or the acceleration or deceleration, the lateral offset between the vehicle lane and the lane edge, in particular its change, and / or the angle of the vehicle lane to the lane edge.
- the steering behavior is checked in relation to the steering angle, which is clearly recognizable if the driver intends to change lanes.
- the curve curvature determined must be taken into account when cornering.
- a predetermined threshold value is the lateral distance of the vehicle from the lane marking, in particular its change over time. This represents a measure of the strength with which a vehicle approaches the lane marking. This measure is considerably greater when the lane is changed intentionally than when it is not wanted. The same applies to the angle to the lane marking, which is significantly larger when deliberate lane changes than when unintentional.
- the lane change process is classified into unwanted and intentional lane changes on the basis of operating variables of the vehicle, in particular if the steering angle exceeds a threshold value, and / or the acceleration request of the driver exceeds a threshold value, and / or the temporal course of the lateral distance to the edge marking exceeds a threshold value, and / or the angle to the edge marking exceeds a threshold value. Weighted, these criteria are used to classify the lane change process into intentional and unintentional lane changes, with an intentional lane change being recognized in the presence of at least one of the situations described, and an unintentional one in the absence of one.
- neural networks are suitable for realizing the classifier according to the procedure described above.
- an MLP network multilayer perceptron
- the variables shown above for the left and for the right side are fed to this neural network.
- the neural network forms an output variable which indicates a desired lane change or an unwanted lane change.
- a second implementation possibility consists in specifying specific conditions for the individual variables, from the existence of which an intended or an undesired lane change behavior is derived, a combination of the criteria being used to secure the decision, at least in unclear cases. If e.g. B. the angle to the lane when touching the lane is greater than 4 °, then an inattention of the
- a corresponding decision rule can be formed for each size used.
- a remaining feature for example the change in the distance to the lane boundary over time
- the decision criteria, or at least their weighting, are usually different for the left and right side.
- FIG. 3 shows the first exemplary embodiment outlined above on the basis of a flow chart.
- the individual blocks represent corresponding programs or program parts, while the connecting lines represent the signal flow.
- the course of the left lane edge 200, the course of the left lane 202 of the vehicle, the course of the right edge marking 204, the course of the right lane of the vehicle are supplied
- the distance of the vehicle from the lane edge (offset) and the angle between the vehicle lane and the lane edge are calculated separately for the left and for the right side from the lane edge and lane profiles.
- the sizes mentioned are fed to a neural network 218.
- Output signal 219 of the neural network is information that there is an intended lane change or an unintentional lane change.
- This information goes to the driver assistance function 220 (in the preferred exemplary embodiment to the lane departure swimmer), who actuates a warning device 222 and / or controls an actuating element 224 in the manner mentioned at the beginning when the lane is left unintentionally.
- the output signal 219 is not 0 or 1, but takes on a value in the unit interval [0.1].
- a "sure” detected lane change will, for example, have an output value close to 1, for example 0.99998 or 0.95887 (or also 1.0) or similar, accordingly a "sure” detected inattentiveness will have a value close to 0.
- a lane change in which the decision is not certain will not show a value near 0 or 1 in the output of the neural network, but about 0.771 or 0.334 or also 0.501.
- the decision of the classification can then be evaluated sharply with a threshold ("defuzzification"), for example with the decision ">? 0.5". This threshold can now be adaptively adapted to the driver.
- the lane departure warning will warn you “more often", because in the unsafe case a warning is given.
- a sporty driver who would like to have fewer warnings can choose ">0.2" as the threshold, but then has to put up with not being warned even if they are inattentive.
- the threshold of the network will be set depending on what an acceptance study will say about the number of permissible false alarms / hour. It would also be possible to make this threshold adjustable in the end product via a "rotary wheel" by the driver or another person.
- the neural network is a multilayer perceptron, the structure of which is indicated in FIG. 3.
- the weights (threshold values for evaluating the input variables) of the individual neurons are determined in the course of training. This training is based on the results of test series in which the respective behavior of the evaluated operating variables is recorded with the actual driver behavior (intended lane change / unintentional lane change).
- the weights of the neurons are optimized in such a way that the test data are classified as successfully as possible by means of a lemgraphy (back propagation for exemplary MLP training).
- no neural network is used for the classification, but rigid criteria are specified for the respective evaluated operating variables. These criteria, preferably linear dividing lines, are also determined on the basis of the test results mentioned above.
- the flow diagrams of FIGS. 4 and 5 show a program with the aid of which the classification is carried out on the basis of such criteria for the left (FIG. 4) and for the right side of the vehicle (FIG. 5).
- the specific criteria can represent extensive functions, are determined empirically and differ for the left and right side for one or more criteria.
- a program is outlined as a flow chart in FIG. 4, which allows a distinction to be made between intended lane change and unintentional lane change on the left side of the vehicle.
- the operating parameters of the edge profile already mentioned above are read in on the left side, the lane profile on the left side, the speed of the vehicle, the steering angle of the vehicle and the driver's desired acceleration.
- the angle between the lane and the edge marking, the lateral distance to the edge marking and the change in the steering angle are determined.
- earlier values of these values are read out of the memory in this step, for example values that are 10 times units and / or 30 time units were calculated beforehand.
- a criterion for the distance to the edge marking is first checked. The change in this distance between the current time and a previous value and between the current time and an even earlier value is checked. Changes the distance to the previous value compared to the
- step 306 If the distance changes to an even earlier value, it is assumed that there is an intended lane change. A corresponding signal is passed on in step 306. On the other hand, according to step 308, there is a signal for an unintentional lane change if the change in the distance also decreases the previous value compared to the change in the distance also the earlier value.
- the criterion is set in such a way that a range of values for the changes in distance arises in which no decision can be made.
- the driver's acceleration request is used in step 310. If this exceeds a predetermined value, an intended lane change is assumed in step 306.
- the criterion for the steering angle is checked in step 312. This consists in the fact that an intended lane change can be assumed in the event of a strong change in the steering angle. If the change in the steering angle is greater than a threshold value, step 306 (display of intended lane changes) is initiated. If the steering angle criterion is not met in step 312, then an angle / speed criterion is used in step 314.
- the speed change of the vehicle is evaluated with the angle to the lane edge. If the speed change is greater than a variable dependent on this angle, an intended lane change is assumed, if the speed change is smaller than this value, an unintentional lane change is assumed (step 308). In this way, the lane change process is classified.
- FIG. 5 outlines a flow chart for the classification of the lane change processes on the right side.
- steps 400 and 402 the above-mentioned variables for the right side of the vehicle are read in or calculated.
- step 404 this is first checked. If there is only a small change in the steering angle, inattention is assumed in accordance with step 406. If this criterion is not met, the acceleration non-criterion is checked in step 407. If this variable exceeds a certain threshold value, which speaks before a large acceleration request by the driver, an intended lane change is assumed in step 408.
- step 410 the angle / speed criterion is checked in step 410.
- An intended lane change (step 408) is assumed here if the change in speed is greater than a limit value dependent on the angle to the lane edge, while an unintentional lane change (step 406) is assumed if the speed change is less than a limit value dependent on the angle is.
- the limit values are set in such a way that a value zone also arises here in which no decision can be made. If the value lies in this range, the distance to the boundary line is evaluated in step 412. If the change in this distance is greater than a certain value, an intended lane change (408) is assumed; if it is smaller than this value, an unintentional change is assumed (406).
- the described procedure for lane change classification is used not only in connection with the lane departure swimmer mentioned at the beginning, but also with other driver assistance systems such as, for example, an adaptive driving speed controller, a blind spot detection system or a lane change support system.
- one or the other of the operating variables shown for classification is dispensed with.
- not only two past sizes, but several past sizes are used to form the criteria.
- An alternative to using a steering angle variable is to use a yaw rate, and to the lateral distance to the lane marking, the lateral acceleration of the vehicle, both of which can be detected by corresponding measuring devices.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2005518357A JP4164095B2 (ja) | 2003-09-12 | 2004-08-25 | ドライバ支援方法および装置 |
EP04766599A EP1663695B1 (de) | 2003-09-12 | 2004-08-25 | Verfahren und vorrichtung zur fahrerunterst tzung |
DE502004009095T DE502004009095D1 (de) | 2003-09-12 | 2004-08-25 | Verfahren und vorrichtung zur fahrerunterst tzung |
US10/570,977 US8031063B2 (en) | 2003-09-12 | 2004-08-25 | Method and apparatus for driver assistance |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE10342528.4 | 2003-09-12 | ||
DE10342528A DE10342528A1 (de) | 2003-09-12 | 2003-09-12 | Verfahren und Vorrichtung zur Fahrerunterstützung |
Publications (1)
Publication Number | Publication Date |
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WO2005025918A1 true WO2005025918A1 (de) | 2005-03-24 |
Family
ID=34305762
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2004/051906 WO2005025918A1 (de) | 2003-09-12 | 2004-08-25 | Verfahren und vorrichtung zur fahrerunterstützung |
Country Status (5)
Country | Link |
---|---|
US (1) | US8031063B2 (de) |
EP (1) | EP1663695B1 (de) |
JP (1) | JP4164095B2 (de) |
DE (2) | DE10342528A1 (de) |
WO (1) | WO2005025918A1 (de) |
Cited By (5)
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WO2006136476A1 (de) * | 2005-06-24 | 2006-12-28 | Robert Bosch Gmbh | Vorrichtung zum unterstützen eines führens eines fahrzeugs und verfahren zum betreiben der vorrichtung |
JP2007076508A (ja) * | 2005-09-14 | 2007-03-29 | Nissan Motor Co Ltd | 車線逸脱防止装置 |
CN104553988A (zh) * | 2013-10-15 | 2015-04-29 | 沃尔沃汽车公司 | 车辆驾驶员辅助设备 |
CN105835886A (zh) * | 2015-02-02 | 2016-08-10 | 丰田自动车株式会社 | 驾驶辅助装置 |
CN110674920A (zh) * | 2018-07-03 | 2020-01-10 | 罗伯特·博世有限公司 | 用于二元神经网络的概率性训练 |
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DE102004048012A1 (de) * | 2004-10-01 | 2006-04-06 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Fahrerunterstützung |
DE102005019705A1 (de) | 2005-04-28 | 2006-11-02 | Bayerische Motoren Werke Ag | Fahrerassistenzsystem zur Ausgabe zumindest einer Information |
DE102006051930B4 (de) * | 2006-11-03 | 2017-04-06 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Fahrerzustandserkennung |
US8103412B2 (en) * | 2008-06-13 | 2012-01-24 | Ford Global Technologies, Llc | System and method for controlling blind spot monitoring and cross traffic alert based on driver status |
US8489284B2 (en) * | 2008-08-21 | 2013-07-16 | International Business Machines Corporation | Automated dynamic vehicle blind spot determination |
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DE102013021813B4 (de) | 2013-12-20 | 2018-05-24 | Audi Ag | Fahrerassistenzsystem mit adaptiver Reaktionsschwelle |
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KR101655587B1 (ko) * | 2014-12-01 | 2016-09-07 | 현대자동차주식회사 | 사각지역 검출 시스템(bsds) 및 차선 유지 보조 시스템(lkas)을 통합적으로 제어하는 시스템 및 방법 |
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JP6667127B2 (ja) * | 2015-06-08 | 2020-03-18 | いすゞ自動車株式会社 | 車線逸脱態様判定装置 |
JP6327244B2 (ja) | 2015-12-25 | 2018-05-23 | トヨタ自動車株式会社 | 車両制御装置 |
CN106991072B (zh) * | 2016-01-21 | 2022-12-06 | 杭州海康威视数字技术股份有限公司 | 在线自学习事件检测模型更新方法及装置 |
KR102628654B1 (ko) | 2016-11-07 | 2024-01-24 | 삼성전자주식회사 | 차선을 표시하는 방법 및 장치 |
US20180362083A1 (en) * | 2017-06-15 | 2018-12-20 | Winwise Tech Co.,Ltd. | Driving state warning method and system thereof |
DE102017219269A1 (de) | 2017-10-26 | 2019-05-02 | Robert Bosch Gmbh | Klassifizierung mit automatischer Auswahl aussichtsreicher Lerndaten |
DE102018215055A1 (de) * | 2018-09-05 | 2020-03-05 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Bestimmen einer Spurwechselangabe eines Fahrzeugs, ein computerlesbares Speichermedium und ein Fahrzeug |
US10814881B2 (en) * | 2018-10-16 | 2020-10-27 | Toyota Motor Engineering & Manufacturing North America, Inc. | Vehicle velocity predictor using neural networks based on V2X data augmentation to enable predictive optimal control of connected and automated vehicles |
DE102019206883B4 (de) | 2019-05-13 | 2023-10-26 | Volkswagen Aktiengesellschaft | Beenden einer Bankettfahrt eines Kraftfahrzeugs |
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- 2004-08-25 US US10/570,977 patent/US8031063B2/en not_active Expired - Fee Related
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CN105835886A (zh) * | 2015-02-02 | 2016-08-10 | 丰田自动车株式会社 | 驾驶辅助装置 |
CN110674920A (zh) * | 2018-07-03 | 2020-01-10 | 罗伯特·博世有限公司 | 用于二元神经网络的概率性训练 |
Also Published As
Publication number | Publication date |
---|---|
JP2006515545A (ja) | 2006-06-01 |
DE10342528A1 (de) | 2005-04-14 |
EP1663695B1 (de) | 2009-03-04 |
US8031063B2 (en) | 2011-10-04 |
US20070115105A1 (en) | 2007-05-24 |
JP4164095B2 (ja) | 2008-10-08 |
EP1663695A1 (de) | 2006-06-07 |
DE502004009095D1 (de) | 2009-04-16 |
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