WO2009092374A1 - Procédé permettant d'influencer le mouvement d'un véhicule à moteur en cas de détection précoce d'une collision inévitable avec un obstacle - Google Patents

Procédé permettant d'influencer le mouvement d'un véhicule à moteur en cas de détection précoce d'une collision inévitable avec un obstacle Download PDF

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Publication number
WO2009092374A1
WO2009092374A1 PCT/DE2009/050002 DE2009050002W WO2009092374A1 WO 2009092374 A1 WO2009092374 A1 WO 2009092374A1 DE 2009050002 W DE2009050002 W DE 2009050002W WO 2009092374 A1 WO2009092374 A1 WO 2009092374A1
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WO
WIPO (PCT)
Prior art keywords
collision
vehicle
obstacle
depending
movement
Prior art date
Application number
PCT/DE2009/050002
Other languages
German (de)
English (en)
Inventor
Alexander Augst
Harald Graef
Original Assignee
Alexander Augst
Harald Graef
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 Alexander Augst, Harald Graef filed Critical Alexander Augst
Publication of WO2009092374A1 publication Critical patent/WO2009092374A1/fr

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Classifications

    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17558—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for collision avoidance or collision mitigation
    • 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
    • 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
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance 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
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/024—Collision mitigation systems

Definitions

  • the invention relates to a method for influencing the movement of a
  • a method for influencing the movement of a vehicle for collision avoidance is described in WO 2000/61413 A1 as part of a lane keeping system or lane departure warning system.
  • a desired path of the vehicle is determined for collision avoidance and compared with the actual travel of the vehicle.
  • at least one wheel brake is then activated. If the vehicle is already braked, the brake pressure can also be raised at a wheel brake, and the brake pressure can be lowered at the other wheel brake of the same axle.
  • the lowering of the brake pressure on one wheel and the simultaneous raising of the brake pressure on another wheel of the same axle should be such that the vehicle is braked no less than before.
  • Such intervention causes the driver to feel a slight deflection of the vehicle. This is to inform the driver that he leaves the determined Sollweg.
  • DE 10 2005 003 274 A1 further discloses a method for avoiding or
  • Improving the safety of road users involved in an accident by initiating measures to reduce the consequences of an accident for and taking into account all road users involved in an unavoidable accident if the accident is detected early.
  • an intervention in the brake system, the steering system, the suspension system, the engine control or the restraint system is initiated in particular depending on determined potential accident damage. These interventions influence the movement of the vehicle to avoid the accident or to reduce the consequences of an accident.
  • the object of the invention is now to specify an improved method with regard to a concrete possibility of intervention in the vehicle control system for influencing the movement of a vehicle in case of premature detection of an unavoidable collision with an obstacle.
  • the invention uses the operating principle of an ABS control in which the
  • Braking force is increased by the fact that the wheels are not permanently blocked, but a certain slip for each wheel is allowed separately.
  • the friction between the wheel and the road can be greatly increased in this way and distributed evenly between the wheels (or according to specifications).
  • the ABS also allows a force distribution for the lateral dynamics, i. It can also be slightly steered in a full braking.
  • the force distribution between steering and braking for influencing the longitudinal acceleration and the lateral acceleration of the vehicle is thus determined by the respective approved wheel slip. This is set in a conventional ABS control depending on the odometric data of the vehicle.
  • the invention is thus based primarily on the knowledge that by a
  • the method according to the invention for influencing the movement of a vehicle is thus characterized, in the event of premature detection of an unavoidable collision, of friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver for optimizing the movement trajectory of the vehicle as a function of a predicted crash behavior be distributed to the accident participants. This means that, depending on the required steering and braking torque, such a redistribution of the frictional forces resulting from the request takes place, so that less or even minimal damage occurs when the collision occurs.
  • a positive acceleration may be meant, for. B. when the driver is of the opinion that a collision with an obstacle would be avoided by a vehicle acceleration or the damage is less.
  • Another essential aspect of the invention lies in the prediction of the
  • crash behavior is the dependence of the consequences of accidents occurring (property and personal injury, risk of rollover, endangerment of other road users, etc.) in an obstacle and / or your own vehicle of the crash parameters (parameters of the collision) to understand.
  • the crash parameters can be z. B. the collision area, collision angle and the time course of the force on the vehicle from the outside, as well as the forces that arise within the own vehicle and possibly the obstacle in the crash course, such. B. a compression of the passenger compartment, which occurs due to a certain weight distribution in the vehicle in a collision.
  • the crash behavior can be calculated and / or further processed in the form of a mathematical function, a set of functions and / or sets of parameters and / or a simulation.
  • the crash behavior of one's own vehicle can also be calculated before the critical situation occurs and possibly updated depending on the current state of the vehicle and its occupancy and loading shortly before the crash situation.
  • the determination of several parameters of the Crash behavior can also be based on empirical tests (crash tests) with the vehicle of the same type.
  • the prediction of the likely crash behavior of the obstacle can be done by means of a sensory detection by the vehicle.
  • the regulation of the wheel slip to increase the braking force or to achieve a predetermined or maximum braking force can be done in this case analogous to the wheel slip control of an ABS system, d. H.
  • the wheels are not permanently blocked, but it may be allowed for each wheel a controlled spin. If, due to the predicted crash behavior, a stronger influence of the lateral acceleration in a certain direction is permitted, the wheels are blocked less so that steering is permitted.
  • the strength of the corresponding lateral acceleration and the function of their change over time can be precisely metered.
  • the driver requested longitudinal acceleration is a negative acceleration, ie a deceleration
  • the method according to the invention would only develop its effectiveness mainly if a deceleration is requested which is strong enough for at least one wheel to be at least a time is blocked. In principle, this applies to most critical situations.
  • a method for enhancing the braking effect is known, which initiate a full braking at a registered pressure increase in the brake system, which exceeds a predetermined pressure limit. This means that even if the driver steps on the brake pedal only relatively briefly, but very quickly, the full braking force is built up and held as long as the driver does not press the brake pedal weaker than a required minimum force.
  • Brake pedal occurs to be able to enable a distribution according to the invention of the frictional forces by controlling the wheel slip, is in the driver's demanded delay effect also takes into account a deceleration effect desired by the driver and / or an automatically requested deceleration effect.
  • the automatically requested deceleration effect may be, for example, the deceleration effect requested by a brake assist system or a cruise control system (with distance control, if applicable) or by any other brake assist. If the vehicle is equipped with a system for autonomous longitudinal acceleration, even the deceleration effect generated by this system can be taken into account.
  • the inventive method is also applied to fully or partially automatically moving vehicles.
  • the predicted crash behavior of the at least one obstacle and / or the known or calculated crash behavior of the vehicle before Calculated the entry of the collision can be done by a prediction of the position of the crumple zones and / or the position of the particularly vulnerable zones on the obstacle and / or the known crash behavior of the own vehicle.
  • Zones on the vehicle or obstacle known the accident consequences of one or more possible collision or in several different collision scenarios z. B. be predicted for several possible variants of corresponding parameter sets.
  • the corresponding calculation of the consequences of accidents for different possible collision parameters can also be carried out in parallel on different processors or processor cores or quasi-parallel by means of a so-called priority-controlled scheduling, which can then be compared with each other.
  • Both the crumple zones and the particularly vulnerable zones at the obstacle can, for example, be calculated from the data of an environmental sensing system, in particular a camera system.
  • the obstacle outlines or even existing axis positions and / or the positions of the lights of the obstacle can be identified or determined from the data of the surroundings sensing system, a function of this information and / or depending on known typical structural characteristics of a Obstacles of a certain class (eg of a car, lorry or mobile home) in turn take place a determination of the position of the crumple zones or particularly avoiding points on the obstacle, and these for a pre-calculation of the position of the crumple zones or the particular avoiding bodies at the time of the possible collision.
  • a certain class eg of a car, lorry or mobile home
  • the movement of the vehicle may be influenced such that the vehicle follows such a movement trajectory which moves the vehicle away from the danger zones and in the direction of the vehicle Crumple zones on the obstacle leads.
  • the position detection of the crumple zones and the zones of a vehicle to be avoided in particular can be effected, inter alia, as a function of the detection of the position of its axes.
  • the basis of the detection of the axis position can the segmentation of the tires in the image of the camera, wherein the segmentation can take place due to the reflection characteristics and the detection of the rotation of the wheels.
  • the segmentation can take place by means of the principles known from image processing / object recognition.
  • the determination of the current position and the orientation of the obstacle can also be done by means of a picture processing, as can be drawn from the position of the wheels conclusions about the position of the axes, and thus also conclusions about the position and orientation of the possible accident opponent.
  • a data fusion can take place with a distance sensor, in particular with a high-resolution radar or lidar sensor.
  • Obstacle such as B. determined data on the object class of the obstacle for the optimization of the movement trajectory or the precalculation of the crash behavior are used. If the object class of the obstacle is known, an approximate distribution of the crumple zones and / or the dangerous zones can be concluded from the determined object class even if the actual position of the zones from the image data is not recognizable.
  • the movement trajectory is optimized in dependence on the predicted crash behavior in such a way that such collision parameters occur during the collision that lead to minimal overall damage in the collision.
  • certain collision parameters are determined, which are to be achieved in the actual collision.
  • the collision parameters are determined or predetermined in such a way that a minimum total damage occurs. If, for example, due to the current traffic situation, it results that a head-on collision with lower speed causes less damage than a side crash with possibly higher speed, it is predefined that the movement of the vehicle must be influenced by a corresponding distribution of the friction forces such that a head-on collision occurs at low speed.
  • the necessary to achieve the predetermined collision parameter movement trajectory is optimized accordingly.
  • the minimum total damage is determined by means of a decision matrix from different collision parameters at different accident participants and / or different possible crash scenarios.
  • the decision tion matrix can calculate the total accident damage in at least one accident participant in case of various possible influences on the movement of a motor vehicle and the corresponding resulting collision parameters.
  • the decision matrix can also calculate the calculated potential accident damage
  • the optimal or almost optimal parameters for influencing the kinematics of movement to minimize the consequences of an accident can also be calculated iteratively, that is to say by a step-by-step approach to the desired optimum.
  • the collision parameters may be, for example, a collision angle between the vehicle and the obstacle and / or a collision area on the vehicle and / or a collision area on the obstacle and / or a direction of force acting on the vehicle and / or on the obstacle and / or one Time course of the force effect and / or the speed during the collision and / or to act on a total energy and / or an impact speed.
  • These collision parameters can be specified differently depending on the predicted crash behavior.
  • a specification of a collision area on the vehicle and / or on the obstacle and / or a specification of a collision angle between the vehicle and the obstacle are advantageous, since the crash behavior of a vehicle is highly dependent on direction. So z.
  • a frontal collision for the occupants usually usually much cheaper than a side impact with the same impact force or rolling over the vehicle.
  • a vehicle can be rotated in a probable lateral collision by different degrees of control of the wheel brakes or by engaging in the active steering so that the impact occurs with the front or rear end of the vehicle itself.
  • the optimum collision parameters for the respective traffic situation are selected depending on the predicted crash behavior of at least one accident participant.
  • different information or signals can be taken into account when determining the optimal movement trajectory and / or the collision parameters.
  • determining the collision angle and / or collision In principle, it can be assumed that a head-on collision with the obstacle is better than a lateral collision with the same impact force. However, if there is special information that would suggest that a side-impact collision would be beneficial against a head-on collision in this traffic situation, another collision angle or collision area could also be specified on one's own vehicle.
  • the information about the seat occupancy of the own vehicle can be used to optimize the movement trajectory or certain collision parameters in terms of reducing or minimizing the accident consequences with the obstacle by this information is taken into account in the calculation of the crash behavior.
  • the information relating to the seat occupancy can be obtained by means of a seat occupancy recognition, in particular from the data of a seat occupancy mat or an interior camera.
  • a seat occupancy recognition in particular from the data of a seat occupancy mat or an interior camera.
  • Offset crash - that is, a shifted in the direction of the passenger seat frontal collision - be brought about.
  • the optimization of the movement trajectory and / or the collision parameters in dependence on a determined occupant class (adult, child or baby) of the occupants and / or the predicted sitting position of the occupants, in particular the head position of the occupants at the predicted time of Collision occur.
  • the occupant class and / or the predicted seat position and / or head position can in turn be extrapolated from the determined data on the current seat or head position of an interior camera.
  • the optimal movement trajectory and / or the collision parameters may also depend on predicted possible collisions and / or their collision probabilities and / or on a predicted probability distribution function of the collision position and / or the estimated consequences of accidents on the vehicle and / or involved in the collision persons and / or the obstacle are given. In doing so, a prioritization of possible crash risks can take place.
  • the identification of possible collisions or damage can be done in several ways. Since the position of other road users in the few seconds that takes an evasive maneuver can change significantly, the distribution of friction forces can be determined by predictive extrapolation of the predicted trajectories of the road users or a pre-calculated collision or collision probability or the probability of certain accident consequences. Here the position of the road users relevant for the exit of a traffic situation as well as the own precalculated position at certain times is considered in order to be able to calculate the optimal movement trajectory for the maneuver.
  • Speed, acceleration etc. by means of environment detection systems such as e.g. of a camera system, LIDARs, RADARs or by means of a fusion of different sensor-based systems.
  • environment detection systems such as e.g. of a camera system, LIDARs, RADARs or by means of a fusion of different sensor-based systems.
  • the current position of the obstacles, their speed and acceleration and the class of obstacle e.g., wall, car, truck, pedestrian, cyclist, animal
  • the class of obstacle e.g., wall, car, truck, pedestrian, cyclist, animal
  • a residence distribution function for its future position relative to at least one future time can be calculated.
  • a probability of residence function for the own vehicle for at least one future time can be calculated. This can be calculated, for example, based on the vehicle's own sensor values, actuation of the gas, brake, steering wheel and / or data of a navigation system.
  • a residence distribution function especially to avoiding zones on the vehicle or on the obstacle, or particularly suitable zones (crumple zones) on the vehicle or obstacle can be calculated in advance.
  • the collision probability and the probable consequences of a collision can be weighted. Depending on it Then, the distribution of friction forces to influence the longitudinal and / or lateral acceleration is made.
  • the braking process and the direction of motion can be optimized so that not only the consequences of the accident itself, but also the severity of the consequences of accidents and / or the number of involved in an unavoidable collision in the collision road users and / or traffic violations are taken into account. This would mean that in an unavoidable collision a single collision with a vehicle with a collision speed of 10 km / h is preferred over three collisions with three vehicles with a collision speed of 5 km / h each. In the event of a collision at higher speed, which can lead to life-threatening injuries, again such a weighting is automatically preferred, which leads to the minimization of the force on the persons.
  • Decision on influencing the movement of the vehicle available factors - eg. In the decision matrix - depending on the country of registration of the vehicle and / or automatically depending on the current country in which the vehicle is currently located. This information regarding the location of the vehicle can, for example, be taken from the data of a navigation system.
  • the selection of the weighting of the factors that will serve to decide on the influence of the movement trajectory of the vehicle in the event of a critical situation, can also be left to the driver of the vehicle by this z. B. can enter by a menu control.
  • the movement trajectory can be optimized and the movement of the vehicle can be influenced in such a way that the own vehicle moves along the optimal trajectory with a corresponding predetermined delay.
  • the state of motion of one's own vehicle can be recorded continuously via measurements with a rotation rate and acceleration sensor (eg load gyro). From this data the vehicle trajectory is determined and extrapolated.
  • the movement trajectory and / or the predetermined collision parameters are continuously adapted, so that a minimum of total damage occurs depending on the predicted crash behavior.
  • the optimal movement trajectory or the optimal distribution of friction forces to influence the movement of the vehicle in particular the longitudinal and lateral acceleration in a critical situation, depending on detected lane boundaries or be determined by the course of the lane.
  • the distribution can also be calculated taking into account the information obtained on the basis of a so-called time-to-line crossing system - TLC system for short - or other guidance assistance on the course of the lane tracks and / or their boundary become.
  • a guidance assistant with an extended functionality can also observe oncoming traffic.
  • the distribution of the friction forces to influence the movement of the vehicle can also be determined as a function of the traffic situation of a precalculated alternative track.
  • the driver may, depending on his
  • the effectiveness of the method can be subdivided into different activation stages from an 'activation of only slight optimization of the movement trajectory' to an 'activation of a stronger intervention in the movement trajectory which includes an active steering' and / or to specify a maximum possible effectiveness continuously or stepwise , Thus, in a situation that overwhelms him, the driver may, for example, use an increased effect of the system.
  • the embodiment of the method is particularly preferred when the effect of the method depends on the strength of the operation of the brake pedal or the accelerator pedal. By pressing the brake or accelerator pedal, z. B. certain predetermined parameters are exceeded in relation to the maximum force or the acceleration of the pressure rise, the effectiveness of the method may be switched on gradually.
  • the brake and / or accelerator pedal can also interact with a special mecha- Anemic resistance must be provided, which must be overcome when pressing the pedal by the driver for the process to activate.
  • a particularly preferred embodiment of the invention may be present if the said mechanical resistance, which must be overcome for controlling the method according to the invention, is made dependent on the availability and / or the automatically estimated probability of success of the method in the present situation. If z. B. detects the environment of the vehicle with a high probability of statement and accurately calculated an optimal way of influencing the movement of the vehicle clearly and consistently, the pedal can give the driver's foot pressure more easily than if the method could not calculate a clearly preferred influence on the movement or it is currently not available.
  • control of the effectiveness of the method can also be configured by a combination of the operation of a brake or accelerator pedal with another control element or the implementation of another operating process.
  • the method is activated at each emergency stop and / or every kickdown, but by the operation of another control element but can be selectively dosed or disabled.
  • the method can be used in combination with collision avoidance systems.
  • Fig. Ia a first traffic situation, which in a control of the vehicle without the
  • FIG. 1b shows a traffic situation simulated to the first traffic situation, whereby an optimal first collision point is achieved depending on this traffic situation,
  • Fig. 2a shows a second traffic situation, which in a control of the vehicle without the
  • FIG. 2b shows a traffic situation simulated to the second traffic situation, whereby an optimal second collision point is achieved depending on this traffic situation
  • Fig. 3a shows a third traffic situation, which in a control of the vehicle without the
  • FIG. 3b shows a traffic situation simulated to the third traffic situation, whereby an optimal third collision point is achieved depending on this traffic situation,
  • FIG. 4a shows a fourth traffic situation, which in a control of the vehicle without the
  • FIG. 4b shows a traffic situation simulated to the fourth traffic situation, wherein an optimal fourth collision point is achieved depending on this traffic situation
  • FIG. Fig. 5a shows a fifth traffic situation, which in a control of the vehicle without the
  • FIG. 5b shows a traffic situation reproduced according to the fifth traffic situation, whereby an optimal fifth collision point is achieved depending on this traffic situation
  • FIG. 6 shows a block diagram for illustrating a possible realization of the method according to the invention.
  • All figures show a traffic situation that occurs when a vehicle 1 collides with an obstacle Hl - H5.
  • an optimal collision point or range KIb, K2b, K3b, K4b and K5b between the vehicle and the obstacle is determined and predetermined by means of an environment detection system in the event of an unavoidable accident with an obstacle Hl -H5 as a function of the predicted crash behavior of the accident participants
  • a distribution of the friction forces resulting from a longitudinal acceleration requested by the driver and a steering angle requested by the driver is performed by controlling or regulating the wheel slip on at least one wheel.
  • an optimal transverse and longitudinal acceleration with respect to the estimated damage is generated, so that the vehicle collides with the obstacle with regard to the crash behavior at the optimum time at the optimum location with a correspondingly optimal deceleration.
  • the movement of the vehicle 1 is influenced by controlling the wheel slip and optionally by controlling the active steering such that the vehicle 1 travels along the trajectory TIb and finally collides head-on at the optimum first collision point or area KIb with the obstacle HI ,
  • the movement of the vehicle 1 is influenced by the fact that the from the
  • the steering angle predefined by the driver can additionally be changed by means of active steering in such a way that the optimum collision point KIb is reached.
  • this may consist in that a steering angle that is too much requested by the driver is reduced by means of an automatically adjusted transmission factor such that the collision parameters and thus the consequences of the accident are reduced.
  • Vehicle can be considered in terms of influencing the movement of the vehicle 1 in a prematurely detected unavoidable collision with an obstacle H3. If it is detected by means of the seat occupancy recognition that the passenger side is not occupied, a so-called offset crash can be brought about by influencing the movement of the vehicle so that, although a forward-facing collision with the obstacle H3 takes place, the optimal third collision K3b, however, by an offset value, for example. Half the vehicle width offset from the actual collision point K3a towards the passenger side is reached. Conversely, in a probable offset crash with occupied passenger seat, a head-on collision could be brought about, which would mean an optimal use of the crumple zone of the vehicle 1.
  • FIGS. 4 a and 4 b it is shown on the basis of an alternative traffic situation how the evaluation of the seat occupancy of the own vehicle can be taken into account in influencing the movement of the vehicle 1 during an unavoidable collision with an obstacle H 4 detected prematurely.
  • the vehicle comes in a left turn from the road S and would then collide at the right edge of the road with a small obstacle H4 of FIG. 4a.
  • the collision point K4a lies in FIG. 4a in the region of the passenger seat.
  • the movement of the vehicle 1 can be influenced by appropriate distribution of the friction forces resulting from a driver-requested longitudinal acceleration and a steering angle requested by the driver such that the collision occurs at one location Vehicle 1 takes place, which is not occupied.
  • FIGS. 5a and 5b it is shown how a concrete detection of the obstacle H5 or a recognition of the position of the axles of a vehicle detected as an obstacle H5 influences the movement of the vehicle 1 in the event of an unavoidable collision previously detected Obstacle H5 can be considered.
  • the traffic situation illustrated in the two aforementioned FIGS. 5a and 5b shows a vehicle 1 which is moving on a road S towards an intersection. This intersection is currently being crossed by a truck, which can be detected as an obstacle H5.
  • the position and rotation of the wheels of the truck H5 are detected and detected by the automatic estimation that the vehicle can no longer stand in front of the obstacle even at the maximum braking force, depending on areas of the obstacle closed, where a collision would lead to less serious consequences.
  • a suitable environment detection device eg. by means of a front-facing camera
  • the region of the tires is set as the optimum fifth collision point K5b between the vehicle 1 and the obstacle H5.
  • the driver initiated emergency braking is rather harmful.
  • Movement of the vehicle 1 influenced by a corresponding control of the wheel slip such that the vehicle 1 collides with the obstacle H5 at the optimum collision point K5b with the lowest possible impact speed, cf. Fig. 5b.
  • FIG. 6 shows an example of the realization of the method according to the invention.
  • the block diagram shows schematically the acquisition and processing of the data.
  • an environment detection takes place, as well as detection of vehicle data and detection of at least one imminent collision.
  • a calculation of the expected crash parameters takes place with different accident participants and their connection. This calculation may include several possible scenarios that are weighted according to their probability of occurrence.
  • step 20 After step 20, a calculation of the accident consequences of at least one
  • step 30a the accident consequences of the own vehicle are calculated in dependence on the function of the crash behavior of the own vehicle
  • step 30b the accident consequences of a (first) obstacle depending on the function of the crash behavior this obstacle
  • step 30c the accident consequences of the (second) obstacle as a function of the function of the predicted crash behavior of this obstacle.
  • a decision matrix is created in step 40 in which a weighting of the accident consequences of the various types and their respective probability of occurrence is calculated for different accident participants.
  • step 50 as a function of the longitudinal and lateral acceleration requested by the driver, optimized influencing of the movement of the vehicle with respect to the crash behavior of the at least one accident participant resulting from the predicted position of the crumple zones and / or the particularly Avoiding zones results in at least one Umfallbeturbanten, calculated.
  • steps 60a and 60b are performed.
  • step 60a an adjustment of the distribution of the frictional forces is carried out by controlling the wheel slip on at least one wheel.
  • step 60b the expected change in the trajectory is calculated on the basis of the measures taken.
  • the invention is intended to support the driver with regard to minimizing the consequences of accidents by means of currently very fast computer units that can be realized or to optimize the trajectory.

Abstract

Procédé permettant d'influencer le mouvement d'un véhicule à moteur, selon lequel, en cas de détection précoce d'une collision inévitable avec un obstacle, des mesures visant à réduire les conséquences de l'accident sont prises en fonction d'informations déterminées relatives à l'environnement. La présente invention se caractérise en ce qu'en cas de détection précoce d'une collision inévitable, les forces de friction résultant d'une accélération longitudinale demandée par le conducteur et d'un angle de braquage de la direction demandé par le conducteur sont réparties pour optimiser la trajectoire de mouvement du véhicule en fonction d'un comportement en cas de collision préalablement calculé des parties impliquées dans l'accident.
PCT/DE2009/050002 2008-01-21 2009-01-20 Procédé permettant d'influencer le mouvement d'un véhicule à moteur en cas de détection précoce d'une collision inévitable avec un obstacle WO2009092374A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810005310 DE102008005310A1 (de) 2008-01-21 2008-01-21 Verfahren zur Beeinflussung der Bewegung eines Fahrzeugs bei vorzeitigem Erkennen einer unvermeidbaren Kollision mit einem Hindernis
DE102008005310.4 2008-01-21

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WO2009092374A1 true WO2009092374A1 (fr) 2009-07-30

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WO (1) WO2009092374A1 (fr)

Cited By (8)

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EP3357790A4 (fr) * 2015-09-29 2019-06-19 Sony Corporation Dispositif et procédé de réduction de dégâts et programme
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DE102019213423A1 (de) * 2019-09-04 2021-03-04 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines automatisierten Fahrzeugs
DE102019215341A1 (de) * 2019-10-07 2021-04-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines automatisierten Fahrzeugs
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Publication number Priority date Publication date Assignee Title
DE102009037749A1 (de) * 2009-08-17 2011-03-03 Volkswagen Ag Pre-Crash-System für Kraftfahrzeuge und Verfahren zum Seitenaufprallschutz von Kraftfahrzeuginsassen
DE102009037749B4 (de) * 2009-08-17 2019-08-29 Volkswagen Ag Pre-Crash-System für Kraftfahrzeuge und Verfahren zum Seitenaufprallschutz von Kraftfahrzeuginsassen
US11841707B2 (en) 2016-12-22 2023-12-12 Macdonald, Dettwiler And Associates Inc. Unobtrusive driving assistance method and system for a vehicle to avoid hazards
US10703361B2 (en) 2017-06-14 2020-07-07 Toyota Motor Engineering & Manufacturing North America, Inc. Vehicle collision mitigation
US20190143964A1 (en) * 2017-11-16 2019-05-16 Gal Zuckerman Systems and methods for performing an injury-mitigating autonomous maneuver in face of an imminent collision
CN110281919A (zh) * 2018-03-14 2019-09-27 本田技研工业株式会社 车辆控制装置、车辆控制方法以及存储介质
DE102018206500A1 (de) * 2018-04-26 2019-10-31 Continental Automotive Gmbh Verfahren zum Ermitteln einer Anzahl von Daten eines entfernten Fahrzeugs
US20190344784A1 (en) * 2018-05-14 2019-11-14 Mando Corporation Vehicle collision mitigation apparatus and method
CN110481545A (zh) * 2018-05-14 2019-11-22 株式会社万都 车辆碰撞减轻设备和方法
DE102019216805A1 (de) * 2019-10-31 2021-05-06 Continental Automotive Gmbh Verfahren zum Verfolgen eines entfernten Zielfahrzeugs in einem Umgebungsbereich eines Kraftfahrzeugs mittels einer Kollisionserkennungsvorrichtung

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