WO2008004963A1 - Dispositif de détermination de la situation d'un environnement - Google Patents

Dispositif de détermination de la situation d'un environnement Download PDF

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Publication number
WO2008004963A1
WO2008004963A1 PCT/SE2007/050429 SE2007050429W WO2008004963A1 WO 2008004963 A1 WO2008004963 A1 WO 2008004963A1 SE 2007050429 W SE2007050429 W SE 2007050429W WO 2008004963 A1 WO2008004963 A1 WO 2008004963A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
lane
determining
vehicles
distance
Prior art date
Application number
PCT/SE2007/050429
Other languages
English (en)
Inventor
Jon Andersson
Original Assignee
Scania Cv Ab (Publ)
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to DE112007001501.2T priority Critical patent/DE112007001501B4/de
Priority to GB0900743A priority patent/GB2452682B/en
Publication of WO2008004963A1 publication Critical patent/WO2008004963A1/fr

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Classifications

    • 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
    • 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
    • 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
    • B60K31/0008—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 means for detecting potential obstacles in vehicle path
    • 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
    • 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
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • 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
    • B60W30/08—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
    • 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
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • 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
    • B60W30/143—Speed control
    • 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
    • G01S17/87—Combinations of systems using electromagnetic waves other than radio waves
    • 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

Definitions

  • the present invention relates to systems for determining a traffic surroundings situation for a vehicle during traveling, and in particular to a device for, during traveling with a vehicle, determining a surroundings situation according to the preamble of claim 1.
  • the vehicle driver When driving vehicles, and in particular, heavy vehicle, such as trucks, buses and the like, the vehicle driver often uses a cruise control with the purpose of avoiding long-term static load, such as, for example, keeping an accelerator pedal pressed in a certain position, resulting in a desired speed, by means of the foot.
  • long-term static load such as, for example, keeping an accelerator pedal pressed in a certain position, resulting in a desired speed, by means of the foot.
  • the geography can often be such that the accelerator pedal is held in essentially the same position during a considerable amount of time.
  • a cruise control is used instead, this static load can be avoided to a large extent.
  • These cruise controls have, in time, developed from merely comprising relatively simple functionality, such as constant speed or constant throttle, to more and more intelligent cruise control systems, which to some extent can take the surroundings of the vehicle into consideration.
  • An example of a cruise control having such functionality consists of cruise controls which not only are capable of keeping a constant vehicle speed, but also of keeping a constant distance to a vehicle in front.
  • This constant distance cruise control is normally enabled by a radar that is arranged in the front of the vehicle, wherein signals from the radar are used to detect the presence of a vehicle in front, and to calculate a relative speed difference between the vehicles. Based on these values, the speed of the vehicle that is catching up a vehicle in front can then be adjusted to the speed of the vehicle in front, while at the same time a constant and desired distance is kept to the vehicle in front.
  • This constant distance cruise control constitutes a very comfortable function for the vehicle driver, since the driver need not take any measure even if catching up other vehicles, at least not for as long as overtaking such vehicles is not in question.
  • a device for determining a vehicle surroundings situation while traveling with a first vehicle along a road comprises means for determining at least a direction to at least a second vehicle from said first vehicle, means for determining that a, relative to said first vehicle, surrounding vehicle performs a lane change, where said determination is based on a change of direction to said second vehicle from said first vehicle, means for performing said determination for a plurality of vehicles surrounding said first vehicle, means for, based on said plurality of determined lane changes, determining a parameter value for said lane changes, and means for, based on said determined lane change parameter value, setting at least a parameter of a vehicle function, said vehicle function being an automatic speed and/or distance cruise control function, wherein a time gap and/or a distance to a vehicle in front of said first vehicle is set based on said parameter value.
  • Said determination of lane changes can be performed for a plurality of vehicles at the same time due to the fact that the device can comprise means for performing simultaneous determination of the direction to a plurality of vehicles surrounding said first vehicle. This has the advantage that a more accurate determination of the number of actually performed lane changes can be obtained.
  • said road can comprise at least a first and a second existing lane in the direction of the vehicle, where directions to vehicles in more than one lane can be
  • a density of surrounding vehicles i.e. the number of vehicles that surrounds said first vehicle, can be used when setting said vehicle function. This has the advantage that the amount of traffic can have a direct influence on the setting of said vehicle function.
  • the device can further comprise means for determining a lane change frequency per vehicle for surrounding vehicles, wherein said determined lane change frequency can be used when setting said vehicle function.
  • This has the advantage that the behavior of the surrounding traffic can be used when setting said vehicle function. For example, a large number of lane changes per vehicle can indicate an aggressive traffic environment, while a small number of lane changes per vehicle can indicate a relaxed environment, even if the density is high.
  • the said detected lane changes can be constituted by lane changes to/from the lane that said first vehicle is traveling in and/or to/from a lane adjacent to the lane said vehicle is traveling in.
  • said detected lane changes can consist of cut-ins. This has the advantage that that the setting of said vehicle function can be adapted to the character of the lane changes.
  • the present invention also relates to a vehicle
  • Fig. 1 schematically illustrates a control system for a vehicle where the present invention advantageously can be used.
  • Fig. 2 illustrates an example of a traffic situation where the present invention advantageously can be used.
  • Fig. 3a-b schematically illustrates a control system for a vehicle where the present invention advantageously can be used.
  • Fig. 4 illustrates another example of a traffic situation where the present invention advantageously can be used.
  • cut-ins relates to a lane change of a surrounding vehicle, where said lane change means that the vehicle locates itself immediately in front of the vehicle in which the present invention is applied (i.e., with no vehicles between the vehicle performing the cut-in and the vehicle in which the present invention is applied) .
  • a vehicle 100 seen from above and with which the present invention advantageously can be utilized.
  • the vehicle 100 comprises a front shaft 101 with steering wheels 102, 103, a rear drive shaft 104 with drive wheels 105-108, and a rear pressure-relieve shaft 109 with wheels 110, 111.
  • the vehicle 100 further comprises an engine 113 connected to a gear box 112, which propels the drive shaft 104 via a shaft 114 extending from the gear box.
  • a vehicle of the illustrated type normally comprises a vehicle internal control system, which can consist of a number of control units.
  • gear box 112 and motor 113 can be controlled by control units 115, 116, respectively, which are controlled, in this case, by a main control unit 117.
  • the Engine Management System (EMS) control unit 116 controls the motor functions of the vehicle, which, for example, can be constituted by fuel injection and engine-brake.
  • the control is based on a number of input signals, which can be constituted by signals from driver actuated controls, such as accelerator controls or signals from other control units, for example, signals from the main control unit 117, which in turn, can produce control signals on the basis of signals from, e.g., speed sensors or a brake management system control unit.
  • the Gearbox Management System (GMS) control unit 115 controls the gear change functions, wherein, when using an automatic gearbox, the gear shifting can be controlled based on an input signal from speed sensors, and wherein in manual gear shifting the shifting can be controlled from an input signal from a driver actuated gear selector (gear shift lever) .
  • GMS Gearbox Management System
  • the vehicle 100 also comprises a brake management system (BMS) 120, which handles the brake functions of the vehicle, such as automatic calculation of the load so that a given pedal position always can result in the same brake action, regardless of the load.
  • BMS brake management system
  • the brake management unit sends control signals to system modules dispersed on the chassis (not shown) , where, for example, electrical control signals are used to regulate brake pressure.
  • gear box control unit 115 and the brake management unit 120 can be arranged to, at least partially, be controlled from the main control unit 117.
  • a vehicle of the kind shown in fig. 1 can, apart from the above control units typically comprise a number of further control units, see for example, WO01/86459 Al.
  • two or more of the above described control units can, of course, be integrated in one single control unit.
  • the shown vehicle 100 also comprises a control unit 121, which handles the automatic cruise control functions of the vehicle.
  • the control unit 121 transmits control signals to the engine management unit 116 and the brake management unit 120, where at constant speed cruise control, these control signals can indicate a speed given by the vehicle driver.
  • the cruise control functions in a modern vehicle also comprises more advanced functions, and one such function is constituted by the ability to also keep a constant distance to a vehicle in front.
  • the vehicle 100 comprises a radar, laser, photographic camera or another sensor type that can determine localization and distance to other vehicles or objects which surrounds the vehicle 100, arranged in the front of the vehicle.
  • the senor is constituted by a laser radar, such as a LIDAR (Light Detection And Ranging) 122, the function of which being known to a person skilled in the art, and which functions in the same way as a radar.
  • LIDAR 122 transmits light towards a target, such as a vehicle in front, and the transmitted light interacts with and is changed by the target. A portion of the transmitted light is reflected back to LIDAR 122, where the reflected light, or a representation of the reflected light, is analyzed in LIDAR 122 or the control unit 121. By measuring the time it takes for the light to reach the target and be reflected back, the distance to the target (vehicle) can be determined.
  • control unit 121 can, by continuous analysis of signals from LIDAR 122, determine if there is a vehicle in front, and also the distance to this vehicle in front. By continuously calculating the distance to the vehicle in front, the control unit 121 can, by means of control signals to the engine management unit 116 and the brake management unit 120, control the speed of the vehicle 100 so that a certain distance to the vehicle in front is kept constant. This calculation can also be refined and be made quicker by means of analysis of the changes that the light is subject to when reflected by the target.
  • the reflected light will, due to the Doppler effect, have a longer wave length than the transmitted light if the vehicle in front is moving faster than the vehicle 100, and, conversely, have a shorter wavelength if the vehicle in front is moving slower than the vehicle 100. Consequently, tendencies in relative speed change can quickly be seen by means of analysis of the reflected light.
  • a constant distance cruise control of the shown type can work well in many situations, such as on a highway or motorway with sparse traffic, there are situations where the constant distance cruise control behaves in such a manner that the driver finally will shut it off.
  • Such a situation can occur when driving in a queue with a plurality of parallel lanes in the same driving direction, an example of this is shown in fig. 2.
  • a road with three lanes 201-203 where the driving direction is the same in all three lanes, which is indicated by arrows.
  • the lanes 201-202 are directed straight forward, while the third 203, in the beginning is parallel with other lanes, to then turn to the right in the figure.
  • the lane 203 can, for example, consist of a motorway exit. As is shown, the traffic is dense on the exit 203, with a number of vehicles 204-206 in queue in front of the vehicle 100 according to fig. 1.
  • the vehicle 100 is currently keeping a constant predetermined distance (or a predetermined time gap, which here is represented by the distance ⁇ that the vehicle has time to travel during this time gap) ⁇ to the vehicle 206, but since this distance is relatively large, there are vehicles coming from the lane 202 and "squeezes in" in front of the vehicle 100.
  • a vehicle 300 according to the present invention that also manages to automatically handle situations of the type shown in fig. 2.
  • the vehicle 300 comprises elements corresponding to those shown in fig. 1, but instead of one LIDAR, the vehicle in this case comprises two sensors 322a, 322b, for example of LIDAR type, which are arranged by the two front corners of the vehicle (se fig. 4) .
  • the usage of two sensors allows for coverage of a greater anglular interval, and consequently a larger surface around the vehicle 300.
  • the function of the vehicle shown in fig. 3 differs as compared to the vehicle in fig. 1 according to the following.
  • the cruise control unit 321 also comprises means 323 for calculating a lane change frequency, i.e.
  • the direction is determined as the angle of respective vehicle (cpi, cp3, Cp 4 , cps) in relation to the longitudinal axis A of the vehicle, and the distance is determined according to the above.
  • the control unit can, through simple geometrical calculations, determine if any of the vehicles changes lane. At this determination, the relative change concerning the angle ⁇ to the respective vehicle is used. By comparing change of distance with change of angle, it can also be determined whether the change of angle is due to change of distance or change of lane.
  • a lane change for a single vehicle can also be defined as a change of direction relative to the change of direction for the other vehicle "collective". In this way, a lane change that is performed by the vehicle according to the invention can also be detected by, in this case, the direction to the whole of the "collective" changing.
  • the control unit 321 can determine a suitable distance ⁇ to keep to the vehicle immediately in front (in this case 401) . For example, if the number of lane changes are few, the distance can be allowed to be longer since the probability of vehicles cutting-in in front of the vehicle 300 all the time, and thereby "disturbing" the constant distance cruise control, then is lower.
  • the control unit 321 can, for example, use a table stored in a computer memory to, based on a determined lane change frequency, determine suitable distance to the vehicle in front.
  • suitable distances for different lane change frequencies can be stored.
  • the table can comprise a speed column, i.e., apart from the lane change frequency, the distance can also be based on the vehicle speed. For example, there can be a minimum distance for each speed that, for security reasons, will not be gone below regardless of how high the lane change frequency is.
  • the table can, instead, include a time interval to the vehicle in front, where the time interval decreases with increasing lane change frequency.
  • the actual distance ⁇ will vary with the vehicle speed.
  • the distance can be determined according to any algorithm, where the lane change frequency, and preferably also the vehicle speed, is included as a parameter.
  • the system can be arranged to, when determining the distance, also base the determination on the number of surrounding vehicles. If the traffic density is high, but the number of lane changes still are few, a longer distance can be kept, while conversely, a shorter distance can be set if the traffic density is high, and the number of lane changes is high.
  • the system can track a plurality of vehicles at the same time and determine the distance between them and their lane changes, the nature of the lane changes can also be taken into account, i.e. if this is performed "well” or if the vehicles are cutting-in in close vicinity in front of other vehicles.
  • the number of lane changes per vehicle i.e. a kind of measurement of the fellow road-users' prevailing driving manner, where frequent lane changes can indicate a "stressful" traffic surrounding, can also be calculated and used at the distance setting. Consequently, the present invention has the advantage that a vehicle provided with a device according to the invention will be regarded as "intuitive" regardless of the traffic density or general driving manner, and thereby regardless of where in the world the vehicle is present.
  • the above calculation can be performed in a such manner that it all the time is performed for time intervals/distances following upon each other, or continuously so that a value for, e.g., the latest 30 s/200 m is calculated all the time. If a too short time interval or distance is used at the calculation, the distance regulation can, however, be considered as jerky, which is why, in particular when driving at higher speeds, a longer time interval (distance) can preferably be used to generate a softer regulation. For example, a value for the latest two or five minutes can be determined.
  • the lane change frequency has been determined based on number of lane changes, regardless of whether these have been performed to or from the lane of the vehicle 300. This is particularly applicable when driving along a road with a plurality of parallel lanes in the same direction.
  • only the frequency of the number of cut-ins instead of arbitrary lane changes is determined, i.e. the number of lane changes where the lane changing vehicle places itself immediately in front of the vehicle in which the present invention is applied.
  • the vehicle 300 does not have to determine distance and direction to a plurality of vehicles at the same time, but, in principle, it is enough that this is performed for the vehicle that is next "in turn" to change lane.
  • the vehicle advantageously comprises the functionality according to the above.
  • the vehicle 300 has been shown as including two sensors. As is realized, the locations of the various sensors on the vehicle can be taken into account, since the lateral positions of the sensors influences the calculated angle. As is also realized, further sensors can of course be used. For example, sensors directed backwards can be used, either to, in an early stage, identify potential vehicles that possibly will perform a cut-in, or to track lane changes for further vehicles. Alternatively, only one sensor that is directed forwards, can be used, which then preferably is arranged in the middle of the vehicle front.
  • the control unit 321 is shown more in detail in fig. 3b, and comprises means 330 for receiving signals from the sensors 322a, b and when required convert these signals to a format adapted to a data processing unit 331.
  • the said means 330 can, for example, be constituted by a respective connection point for each desired sensor, and can therefore comprise means, such as A/D-converters or a receiver for receiving wirelessly transmitted sensor signals, for converting signals on these different formats to a common format, which is adapted to said data processing unit 331.
  • said means 330 can constitute a data bus connection for receiving the sensor signals via a data bus, such as, for example, on any of the data bus formats CAN
  • the sensor signals can be transferred to a common data transmission format.
  • the sensor signals can, for example, be provided on a desired data bus format directly by the sensor means 322a, 322b, and be transmitted continuously or with certain or predetermined intervals.
  • the processing unit can, based on signals received from other sensor means, such as signals for calculating the vehicle speed, e.g., from wheel speed sensors 324, 325, or from another control unit, e.g. the main control unit 317, by means of appropriate calculation determine a suitable distance or suitable time gap to maintain to the vehicle in front.
  • the said data processing unit 331 can, for example, consist of a processor, which is controlled by means of operation instructions, such as a computer program generated by means of an appropriate programming language, being stored in a storage means, said storage means being built-in or connected to the processor, wherein said means 323 can consist of at least part of this computer program.
  • Said storage means can, for example, consist of one or more from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory) , EPROM (Erasable PROM) , Flash-memory, EEPROM (Electrically Erasable PROM) .
  • the device 321 can consist of a data processing unit with both integrated memory and integrated bus interface for a data bus of the above type and therefore be constructed in a very compact manner.
  • the device 321 further comprises output means 332 for output of instructions including desired distance/desired speed to engine management unit and/or brake management unit (alternatively, the instructions can be transmitted to the main control unit 317, which, in turn, can control engine management unit and/or brake management unit in an applicable manner) .
  • the transmission of instructions can advantageously be performed by means of a data bus.
  • the control unit 321 can also be arranged to transmit instructions to display that is visible to the driver, on which present setting of distance/time to the vehicle in front can be shown to the driver.
  • the display can be arranged to indicate to the driver that active distance change is ongoing without specifically stating the set distance/time.
  • the control unit 321 can further be arranged to receive time and positioning signals from, for example a (not shown) satellite receiver, for example, via the data bus. These time and positioning signals can be used to "preset" the distance setting. For example, the control unit 321 can, if, based on received position information, it determines that the vehicle is approaching, e.g., a known motorway exit where it at the present time or weekday normally arises a queue situation, decrease the distance before the exit is reached to thereby speed up the process.
  • the regulation time interval can be decreased, for example from 5 minutes to 30 seconds in order to thereby decrease the inertia of the system when the vehicle is approaching the exit. This can also be combined with a simultaneous decrease of the speed of the vehicle in order to avoid a sudden braking action when reaching the exit.
  • the invention has been described for a road with a plurality of existing lanes in the vehicle's direction of travel.
  • the present invention is also applicable when the road only comprises one lane in the direction of travel.
  • an overtaking constitutes a lane change and the number of lane changes can thus be defined as the number of overtakings . If the overtaking vehicle places itself immediately in front of the vehicle according to the present invention, the overtaking also constitutes a cut-in.
  • the invention can, for example, be applied at queue driving along a road with one lane in the direction of travel, to thereby decrease the distance to the vehicle in front so as to not "encourage" the vehicles behind to overtakings, and, conversely, increase the distance if, for example, there are no vehicles behind the vehicle.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • General Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electromagnetism (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Controls For Constant Speed Travelling (AREA)

Abstract

L'invention concerne un dispositif permettant de déterminer la situation de l'environnement d'un premier véhicule et comprenant un moyen de détermination dans une direction du premier véhicule vers au moins un deuxième véhicule.Le dispositif comprend des moyens permettant de déterminer, sur la base d'une modification de la direction du premier véhicule vers le deuxième véhicule, qu'un véhicule avoisinant effectue à un changement de voie, des moyens permettant d'effectuer cette détermination pour plusieurs véhicules avoisinant ledit premier véhicule, des moyens permettant de déterminer, sur la base de cette pluralité de changements de voies, une valeur de paramètre de changement de voie, et des moyens permettant de régler, sur la base de cette valeur de paramètre de changement de voie, un paramètre d'une fonction de régulation de vitesse, un intervalle de temps et/ou une distance dudit premier véhicule au véhicule précédent étant réglé(e) sur la base de ladite valeur de paramètre. L'invention concerne également le véhicule.
PCT/SE2007/050429 2006-07-05 2007-06-18 Dispositif de détermination de la situation d'un environnement WO2008004963A1 (fr)

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WO2012066195A1 (fr) 2010-11-15 2012-05-24 Ipsen Pharma S.A.S. Procédé de préparation de polymères à architecture variée et amorçage amide
WO2012091637A1 (fr) * 2010-12-29 2012-07-05 Volvo Lastvagnar Ab Régulateur de vitesse adaptatif
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CN107248276A (zh) * 2017-07-26 2017-10-13 北方工业大学 一种基于车路协同的智能网联汽车编队控制方法及装置
WO2019092656A1 (fr) * 2017-11-10 2019-05-16 C.R.F. Societa' Consortile Per Azioni Réglage de la commande de mouvement longitudinal d'un véhicule automobile hôte sur la base de l'estimation de la trajectoire de déplacement d'un véhicule automobile avant
CN110194153A (zh) * 2018-02-26 2019-09-03 本田技研工业株式会社 车辆控制装置、车辆控制方法及存储介质
CN111746539A (zh) * 2020-07-02 2020-10-09 清华大学 一种智能网联汽车严格安全换道入队控制方法
CN113492851A (zh) * 2020-04-06 2021-10-12 丰田自动车株式会社 车辆控制装置、车辆控制方法以及车辆控制用计算机程序
WO2022100107A1 (fr) * 2020-11-13 2022-05-19 Huawei Technologies Co.,Ltd. Procédés et systèmes permettant de prédire un comportement d'objet dynamique
US11370430B2 (en) 2019-02-08 2022-06-28 Suzuki Motor Corporation Driving control apparatus for vehicle
US11776277B2 (en) 2020-03-23 2023-10-03 Toyota Jidosha Kabushiki Kaisha Apparatus, method, and computer program for identifying state of object, and controller
US11829153B2 (en) 2020-04-06 2023-11-28 Toyota Jidosha Kabushiki Kaisha Apparatus, method, and computer program for identifying state of object, and controller

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WO2010045903A1 (fr) * 2008-10-21 2010-04-29 Continental Teves Ag & Co. Ohg Dispositif et procédé pour commander et/ou réguler un véhicule au moyen d'informations concernant des véhicules circulant sur des voies adjacentes
DE102010009898A1 (de) * 2010-03-02 2011-09-08 GM Global Technology Operations LLC , (n. d. Ges. d. Staates Delaware) Verfahren zur Regelung eines Folgeabstands eines ersten Fahrzeugs zu einem zweiten Fahrzeug
WO2012066195A1 (fr) 2010-11-15 2012-05-24 Ipsen Pharma S.A.S. Procédé de préparation de polymères à architecture variée et amorçage amide
WO2012091637A1 (fr) * 2010-12-29 2012-07-05 Volvo Lastvagnar Ab Régulateur de vitesse adaptatif
CN103328299A (zh) * 2010-12-29 2013-09-25 沃尔沃拉斯特瓦格纳公司 自适应巡航控制
US20140005908A1 (en) * 2010-12-29 2014-01-02 Volvo Lastvagnar Ab Adaptative cruise control
JP2014502759A (ja) * 2010-12-29 2014-02-03 ボルボ ラストバグナー アーベー 車間距離制御システム
US9067603B2 (en) 2010-12-29 2015-06-30 Volvo Lastvagnar Ab Adaptative cruise control
GB2489089A (en) * 2011-03-16 2012-09-19 Gm Global Tech Operations Inc Driver assistance system that automatically actuates and/or adapts an element of the vehicle based on traffic density
GB2489089B (en) * 2011-03-16 2017-07-12 Gm Global Tech Operations Llc Method for operating a driver assistance system and driver assistance system
CN107248276A (zh) * 2017-07-26 2017-10-13 北方工业大学 一种基于车路协同的智能网联汽车编队控制方法及装置
WO2019092656A1 (fr) * 2017-11-10 2019-05-16 C.R.F. Societa' Consortile Per Azioni Réglage de la commande de mouvement longitudinal d'un véhicule automobile hôte sur la base de l'estimation de la trajectoire de déplacement d'un véhicule automobile avant
CN110194153A (zh) * 2018-02-26 2019-09-03 本田技研工业株式会社 车辆控制装置、车辆控制方法及存储介质
US11370430B2 (en) 2019-02-08 2022-06-28 Suzuki Motor Corporation Driving control apparatus for vehicle
US11776277B2 (en) 2020-03-23 2023-10-03 Toyota Jidosha Kabushiki Kaisha Apparatus, method, and computer program for identifying state of object, and controller
CN113492851A (zh) * 2020-04-06 2021-10-12 丰田自动车株式会社 车辆控制装置、车辆控制方法以及车辆控制用计算机程序
US11829153B2 (en) 2020-04-06 2023-11-28 Toyota Jidosha Kabushiki Kaisha Apparatus, method, and computer program for identifying state of object, and controller
CN113492851B (zh) * 2020-04-06 2024-02-27 丰田自动车株式会社 车辆控制装置、车辆控制方法以及车辆控制用计算机程序
CN111746539A (zh) * 2020-07-02 2020-10-09 清华大学 一种智能网联汽车严格安全换道入队控制方法
CN111746539B (zh) * 2020-07-02 2021-05-28 清华大学 一种智能网联汽车严格安全换道入队控制方法
WO2022100107A1 (fr) * 2020-11-13 2022-05-19 Huawei Technologies Co.,Ltd. Procédés et systèmes permettant de prédire un comportement d'objet dynamique

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DE112007001501B4 (de) 2021-01-14
SE0601477L (sv) 2008-01-06
GB0900743D0 (en) 2009-03-04
SE531668C2 (sv) 2009-06-30
GB2452682B (en) 2010-07-14
GB2452682A (en) 2009-03-11
DE112007001501T5 (de) 2009-06-04

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