WO2011158307A1 - 運転者の車線変更意図を予測するシステム - Google Patents
運転者の車線変更意図を予測するシステム Download PDFInfo
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- 230000008859 change Effects 0.000 title claims abstract description 105
- 230000003287 optical effect Effects 0.000 claims abstract 2
- 238000004364 calculation method Methods 0.000 claims description 18
- 230000008450 motivation Effects 0.000 claims description 15
- 230000001629 suppression Effects 0.000 claims description 11
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- 230000005764 inhibitory process Effects 0.000 claims 1
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06N—COMPUTING ARRANGEMENTS BASED ON SPECIFIC COMPUTATIONAL MODELS
- G06N5/00—Computing arrangements using knowledge-based models
- G06N5/02—Knowledge representation; Symbolic representation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/801—Lateral distance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
Definitions
- the present invention relates to a system for predicting a driver's intention to change lanes, and in particular, to change lanes by a driver that can be used for an advanced driver assistance system (ADAS).
- ADAS advanced driver assistance system
- An ADAS based on continuous driving operations such as a lane change assistance system (LCAS) works to assist the driver, for example, before and after a lane change.
- LCAS lane change assistance system
- the LCAS can be tactilely, visually, acoustically or actively longitudinal or lateral intervention action to overtake the vehicle in front of the vehicle ahead. You may be continuously prompted to move to the adjacent lane of the.
- LCAS is implemented to analyze various lane change possibilities as shown in FIG. 1, and the driver's intention to change lanes is optimized, while considering safety and comfort. In recommending the gap, it is essential to recognize the driver's will early.
- Patent Document 1 discloses an integrated lateral and front-to-back guide support technique of a car, which can be given any trajectory when given the distance to a vehicle traveling ahead.
- a trajectory calculation unit is used to calculate if a lane change should be made.
- Time to cross lane marker (TLC: time to lane) so that the driver can determine his intention to make a lane change by detecting the driver's steering towards the left or right lane marker Calculation is made to obtain TLC based on the fact that crossing) becomes smaller than a predetermined threshold.
- TLC time to lane
- the driver's intention to change lanes is detected only after the lane change operation has been initiated, detection of the driver's intention is delayed for many ADAS applications. It will be lost. Moreover, it is necessary to always detect the lane marker.
- a voice output is used to warn the driver when it is necessary to filter the vehicle into the flow of traffic in the adjacent lane because the current lane is terminated.
- driver assistance methods are disclosed.
- the phase in which the action to blend into the next lane is required is detected when the lane in which the vehicle is currently traveling is terminated.
- the detection signal controls audio output and / or visual display.
- This patent document also discloses a device for assisting the driver's driving operation to blend in with the traffic flow of the adjacent lane.
- the disclosure content is limited to such an aspect, and the prior invention can not be applied to other aspects.
- U.S. Pat. No. 5,959,095 discloses an automotive lane change assist system that assists the driver in finding an available window in an adjacent lane. The decision as to whether to change lanes is left to the driver and the system calculates what acceleration should be made if such a decision is appropriate.
- U.S. Pat. No. 5,958,015 relates to a system for detecting gaps in adjacent lanes on multi-lane roads.
- This system provides a human machine interface (HMI) to a driver who is going to change lanes.
- HMI human machine interface
- the driver's intention is detected based on various driver reactions such as the operation of a turn signal, acceleration and deceleration of the vehicle, and the distance to the vehicle ahead. Also in this case, since the driver's intention is detected based on the turn signal and the movement of the own vehicle, the driver's intention is always detected with a delay.
- the lane change intention is predicted based on the detection of the lane change or the start of the overtaking operation, so that the lane change can be detected early enough for the effective part of the ADAS. It is not intended to provide a system for predicting the driver's intention to try. Conversely, if the prediction is based on detecting that there is an available gap or window in an adjacent lane, although the prediction is made early, it is not always necessary to have an available gap. May not indicate that the person intends to change lanes.
- the prior art may be configured to detect the driver's willingness to change lanes, but only one of the criteria that determines the driver's willingness to change lanes. I just pay attention.
- the inventor has obtained the knowledge that the driver makes a lane change or overtaking decision based on various factors.
- Such factors include (a) the presence of a low speed vehicle ahead, (b) that the front vehicle is decelerating, (c) that a high speed vehicle is approaching from the rear, (d) D) End of the lane, (e) It is obliged to travel the left or right lane according to left or right-handed traffic, (f) The available lane is limited by road construction, etc. (g) Car navigation system There is a need to change lanes involved in selecting a route, etc.
- the object of the present invention is to minimize the time between the point when the driver first intends to change lanes and the point when the intention to change lanes is predicted.
- An object of the present invention is to provide a system for predicting the driver's intention to change lanes with a time delay.
- a second object of the present invention is to provide a system for predicting the driver's intention to change lanes with high accuracy.
- such an object is a system for predicting the driver's intention to change lanes, wherein the vehicle sensor for detecting the movement state of the vehicle and the vehicle on the same lane as the vehicle The other vehicle sensor for detecting the motion state of the other vehicle traveling within the predetermined distance of the other vehicle traveling within the predetermined distance ahead of the vehicle and / or the adjacent lane, and the vehicle Based on the outputs of the sensor and the other vehicle sensor, a motive factor calculation unit that calculates a motive factor that triggers an intention to change lanes from the current lane to the adjacent lane, and the outputs of the own vehicle sensor and the other vehicle sensor The driver calculates the lane based on the outputs of the suppression factor calculation unit that calculates the suppression factor that triggers the intention not to change lanes from the current lane to the adjacent lane based on the output of the motive factor calculation unit and the suppression factor calculation unit. Predict the intention to change It is at least partially solved by providing a system characterized by having a prediction unit.
- the motivations and restraints are determined in particular based on the speed of the vehicle traveling ahead with respect to the speed of the vehicle and the speed of the vehicle traveling in the adjacent lane.
- the criteria for the motivation factor and the repressor factor can be determined experimentally or statistically, but may be based on a large number of road experiments. Since these factors are detected before the driver actually starts the lane change operation, the prediction made by the prediction unit can be used in real time in the warning device and / or the acceleration / deceleration support system. it can. By improving the accuracy of the motivations and repressors, it is possible to prevent the system from being overly intervened, i.e. feeling that it is a novice.
- the prediction unit is configured to change the lane of the driver, based on the output of the vehicle sensor and further considering a sign factor (indicator) indicating an intention to change lanes from the current lane to the adjacent lane.
- the intention to be attempted can be predicted more accurately.
- the motivation factor calculator determines which of a plurality of motivation factor criteria are met, and the suppressor factor has which one of a plurality of suppressor criteria is met.
- the prediction unit predicts the driver's intention to change lanes by comparing the weight of the satisfied motive factor criteria with the weight of the satisfied restraining factor criteria.
- the prediction unit may use a binary AND, a fuzzy control AND, or another comparison algorithm to compare the weight of the satisfied motivation factor criteria with the weight of the satisfied suppressor criteria.
- Weight as used herein may be, but is not limited to, the total number of factors, the weighted total amount of factors, or any other indicator that compares the factors.
- FIG. 2 is a diagram of three different lane change patterns, consisting of FIGS. 1 a to 1 c. The same diagram as FIG. 1 showing two lane change intentions.
- FIG. 1 is a block diagram of a system for predicting a driver's lane change intention according to the present invention.
- FIG. 2 is a plan view showing the coverage of an on-vehicle radar.
- FIG. 5 is a diagram consisting of FIG. 4 a and FIG. 4 b and showing parameters relating to lane change to the fast lane (left lane) respectively.
- FIG. 7 is a flow diagram illustrating a decision making process using a binary conjunction device.
- FIG. 7 is a flow diagram illustrating a decision making process using a fuzzy control conjunction device.
- Figures 8a to 8c showing respectively the front and rear views in three different lane change scenarios as seen from the vehicle.
- FIG. 6 is a waveform diagram showing how lane change intent is predicted when using binary ANDs and fuzzy control ANDs in different scenarios.
- the system described below has an early intention of lane change and overtaking by the driver to achieve an ADAS based on the movement of the vehicle that assists the driver across lane changes.
- the reliability can be detected highly.
- the system takes into account various triggers and factors for lane change or overtaking maneuvers.
- FIG. 1a to 1c show different aspects of lane change.
- FIG. 1a shows the case where, while the own vehicle is traveling in the current lane, another vehicle traveling in front of the own vehicle tries to move to the adjacent lane since it is slow.
- FIG. 1b shows the case where the current lane is about to end, so that it is filtering into the flow of traffic from the current lane in which the vehicle is traveling to the adjacent lane.
- FIG. 1 c shows the case where the vehicle moves from the slower lane toward the exit road after merging into the traffic of the adjacent slower lane. In any of these cases, it is necessary that the window necessary for the vehicle to move is present in the adjacent lane, and the velocity of the vehicle is adjusted to the velocity of traffic in the adjacent lane.
- the driver either moves from the current lane to the right lane, or from the current lane to the left lane, as shown in FIG. Have the option of keeping the lane.
- the vehicle can travel at the same speed as the speed selected by the driver or the speed of the vehicle traveling in front of it.
- the present invention provides assistance to the driver before and during lane change, not only in the left and right direction but also in the front and back direction. By aligning the speed of the own vehicle, for example, with the speed of traffic in the adjacent lane, it is possible to effectively utilize the window present in the adjacent lane by the own vehicle.
- assistance to the driver is provided only if the driver wants to change lanes or wants to overtake a vehicle traveling ahead.
- the system may not be overly annoying or frustrating to the driver.
- the system should be relieved of discomfort due to being warned or prompted to change lanes. Can. In this way, it makes the relevant ADAS more acceptable to the driver and makes it possible to perform its driving operation more efficiently.
- FIG. 3a shows the structure of the present invention.
- the vehicle V is provided with a vehicle sensor unit 1, which is capable of moving the vehicle V such as traveling speed, lateral velocity, yaw rate, longitudinal acceleration, lateral acceleration, etc. Dynamic variables.
- the vehicle V is provided with an environment sensor (other vehicle sensor), and the environment sensor may include the forward radar 2, the left radar 3, and the right radar 4, and other vehicles in the vicinity of the vehicle V Not only the presence of the vehicle can be detected, but also the speed of other vehicles can be detected.
- the environmental sensor may further comprise an aft radar as required.
- FIG. 3b shows the range covered by the three radars.
- the outputs from these sensors are sent to the motivation factor calculation unit 7 and the suppression factor calculation unit 8 via the vehicle sensor interface 5 and the environment sensor interface 6, respectively.
- the motive factor calculation unit 7 calculates a motive factor that causes the driver to change lanes
- the suppressor calculation unit 8 determines the movement of the own vehicle detected by the own vehicle sensor.
- a suppression factor that causes the driver to maintain the current lane is calculated.
- the outputs of the motivation factor calculation unit 7 and the suppression factor calculation unit 8 are sent to the prediction unit 9, which may consist of a binary AND device or a fuzzy logic AND device.
- the output of the prediction unit 9 is sent to the output unit 9, which announces the driver's intention to change the lane to the relevant ADAS as soon as it is predicted.
- This output may consist of two Boolean values or two likelihood values indicating the driver's willingness to move to the left or right adjacent lane.
- the system may be configured to detect various dynamic variables such as steering angle, lateral and longitudinal acceleration values and yaw rate of the vehicle and the activation of the turn signal. From 5 onwards, it is possible to detect the driver's intention to change lanes and to include a display computing unit 11 as desired.
- the type of vehicle also has a direct effect on the possibility of changing lanes. In vehicles with low maximum speed or power, such as trucks and buses, the possibility of changing lanes is increased.
- the indicator is a measurable parameter of the driver's behavior or the characteristics of the vehicle, which indicate that the driver has a strong intention to change lanes and overtaking or stay in the current lane.
- the indicator serves to confirm the possibility of the driver's lane change being detected or estimated.
- Motives and repressors can be assessed in a variety of ways. Typically, the index or weight of the motive factor is compared to that of the repressor, and a prediction is made based on this comparison.
- the following conjunction approach can be used to perform such a comparison: Fuzzy logic binary logical product neural network SVM (support vector) Markov Process Bayesian Network State Machine
- FIG. 6 shows a system using binary conjunction for an example of certain input parameters.
- parameters such as the speed desired by the driver, the speed of the vehicle, the speed of the vehicle ahead, the speed of the vehicle traveling in the lane to be moved, the acceleration capability of the vehicle and the time gap are considered.
- the motivational factor is large or strong compared to the suppressor, then there is a motivational criterion, and in the opposite case there is a suppression criterion. If there is a difference above the threshold X between the number of motivation factor criteria and the number of repression factor criteria, and there is an adjacent lane, the driver tries to change lanes.
- FIG. 7 shows a system using fuzzy logic. 6 differs from that shown in FIG. 6 only in that the binary AND device is replaced by a fuzzy AND device.
- the pre-processing, motivation factor and repressor blocks are similar to those implementing the binary conjunctive method.
- fuzzy logic rules (1) If the speed difference with respect to the vehicle traveling ahead is large and the speed desired by the driver is higher than the speed of the vehicle traveling ahead, the probability of the driver trying to change the lane is very high. (2) When the acceleration ability is very small, the driver's chance to change lanes is small. (3) If the time gap to the vehicle traveling ahead is very small, the driver is likely to change lanes. (4) If the performance of the vehicle is high and the truck is traveling ahead, the driver is likely to change lanes. (5) If the width of the vehicle is larger than the width of the lane and the adjacent lane is wider than the current lane, the driver is likely to change lanes.
- test lane changes were recorded by 10 test drivers on various German highways. Each test driver was instructed to drive normally without giving a special task.
- the driver made three lane changes as shown in FIG. The first two lane changes were made after the test vehicle approached a low speed vehicle traveling in front of it. See the scenario shown in FIGS. 8a and 8b.
- the driver has overtaken the leading vehicle after following it for a period of time.
- the results of the detected lane change intent were summarized as described below by extracting a representative of the measured data.
- the upper two graphs in FIG. 9 show the results of the binary AND and fuzzy AND, and also show some of the input signals used.
- the output signal of the binary AND method is 0 or 1.
- the output 0 indicates that the intention to move to the left lane is not detected, and the output 1 indicates that the driver has the intention to change to the left lane.
- the output of the fuzzy conjunctive method is a percentage value between 0 and 100%. This value indicates the probability or possibility of moving to the left lane.
- the third graph from the top shows the state of the left turn indicator. This signal is used as a baseline to compare the two methods and verify it, and is not the input signal of the lane change detection algorithm in the present invention.
- Scenario 2 of FIG. 8b and FIG. 9 show the situation before the second lane change at 167 seconds.
- Either algorithm detects the driver's intention to change to the left lane three seconds before the driver activates the turn signal.
- the only difference is the distance between the vehicle and the preceding vehicle. Compared to scenario 1, this distance is large and the time gap is long.
- the fuzzy conjunctive algorithm detects a relatively low will level of about 70%. However, this value is sufficient to indicate movement to the left lane.
- the time gap immediately changes to a lower level because the radar detects a faster vehicle as a vehicle of new interest on the new current lane.
- any conjunction method is again set to 0, indicating that there is no intention to change lanes.
- the time gap in FIG. 9 is continuously at a low level of about 1.2 seconds ( ⁇ 1.21.2).
- the driver does not have the willingness to make a lane change in an attempt to overtake the van ahead.
- the fuzzy logic algorithm detects low level ( ⁇ 40%) lane change intentions three times before the next lane change scenario at 207 seconds. These values are below the threshold set at 50%, so no intention to change to the left lane is detected.
- the driver tries to overtake the vehicle ahead and moves to the left lane.
- the level of intention of the fuzzy conjunctive method increases.
- the binary conjunction also detects the intention to change lanes.
- the downward slope of the fuzzy will signal at 212 seconds and the fluctuating output signal of the binary will algorithm are caused by the driver trying to change lanes but recognizing that a fast car is approaching from behind It is See Scenario 3 in FIG. 8c.
- the driver overtakes the car before making a change to the left lane or an overtaking operation.
- About 20 seconds before the driver gives a turn to the left the intention of the first lane change is detected. This timing is sufficient to take action to prevent an accident by issuing a positive intervention or warning to the driver if he does not notice a car approaching from behind.
- Either method detects the driver's intention to change lanes using existing input signals that can be provided by a system (Honda's ACC / CMBS radar sensor, wheel speed sensor, etc.) already installed in the current vehicle. It is a thing. The driver's will is detected from 2.3 seconds to 20 seconds before operating the turn signal. Compared to conventional algorithms, the present invention can detect the intention to change lanes earlier, even if the driver does not give a turn indication. Such characteristics are needed for early intervention by the ADAS, which can prevent the occurrence of problematic situations in lane change and overtaking scenarios.
- a system Honda's ACC / CMBS radar sensor, wheel speed sensor, etc.
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Abstract
Description
より高速な左側車線への車線変更の意志を検出するような、運転者の意志を予測するためのシステムを実現するためには少なくと次のような信号入力が必要となる。表1を参照。
より低速な右側車線への車線変更の意志を検出するような、運転者の意志を予測するためのシステムを実現するためには少なくと次のような信号入力が必要となる。表3を参照。これらの信号は、表1の信号に加えて必要される。
(A)動機因子
(B)抑制因子
(C)インジケータ
(a)対応するレーンに於ける交通の流れの状況に基づいて各レーンの平均速度が求められ、隣接する車線の平均速度が現在の車線の平均速度よりも高い場合には、運転者はより高速な車線に移ろうとする。
(b)右側通行の場合に於いて、右側の車線に車両が存在しない場合、そのような区間の長さに応じて、運転者が車線変更をしようとする意志の可能性が増大する。これは左側通行或いは右側通行のいずれかであるかに応じて、なるべく左側或いは右側の車線を走行する義務があることによる。
(c)運転者が望む速度が、前方を走行する車両に制約されるなどして現在の車速よりも高い場合には、運転者はより高速の車線に移ろうとする。現在の速度が、運転者が望む速度よりも高い場合、運転者はより低速の車線に移ろうとする。運転者の望む速度は、低速走行装置の設定速度から直接求めたり或いは所定の時間に渡る運転のパターンを分析することにより推定することができる。
(d)前方の車両までの距離が小さい場合には、車線を変更しようとする可能性が高まる。
(e)衝突までの時間(TTC:time to collision)が減少しつつあると、車線を変更しようとする可能性が高まる。
(f)予測される干渉を受けない運転の期間が増大するに伴い、しかも周囲の交通に自車の速度を揃えようとしていない場合には、車線変更を行おうとする可能性が低くなる。干渉を受けない運転の時間が右側車線に於いて増大すると、その車線に移ろうとする可能性が高まる。
(g)自車の型式も車線を変更しようとする可能性に対して直接的な影響を及ぼす。トラックやバスなどのような最大速度または出力が小さい車両にあっては、車線を変更しようとする可能性が高まる。
(2)顕著な操舵動作及び現在の車線の軌跡に対する自車の相対ヨー角度の変化は、車線変更或いは追い越し動作が間近に迫ったことを示す。
(3)左右への方向指示器の作動は、直ちに車線変更或いは追い越し動作が行われることを示す。
ファジー論理
バイナリ論理積
神経回路網
SVM(support vector)
マルコフ過程
ベイジアンネットワーク
状態機械(state machine)
(1)前方を走行する車両に対する速度差が大きくしかも運転者の望む速度が前方を走行する車両の速度よりも高い場合には、運転者が車線を変更しようとする確率は大変高い。
(2)加速能力が大変小さい場合、運転者が車線変更を行おうとする確率は小さい。
(3)前方を走行する車両に対する時間ギャップが大変小さい場合、運転者が車線変更を行う可能性は高い。
(4)自車の性能が高くしかもトラックが前方を走行している場合、運転者が車線を変更する可能性は高い。
(5)自車の幅が車線の幅に対して大きくしかも隣接する車線が現在の車線よりも広い場合、運転者が車線を変更しようとする可能性は高い。
Claims (6)
- 運転者の車線変更意図を予測するシステムであって、
自車の運動状態を検出するための自車センサと、
前記自車と同じ車線上にて前記自車の前方の所定距離内を走行する他車及び又は隣接する車線上にて前記自車の所定距離内を走行する他車の運動状態を検出するための他車センサと、
前記自車センサ及び前記他車センサの出力に基づき、現在の車線から隣接する車線へと車線変更する意図を誘因する動機因子を計算する動機因子計算部と、
前記自車センサ及び前記他車センサの出力に基づき、現在の車線から隣接する車線へと車線変更しない意図を誘因する抑制因子を計算する抑制因子計算部と、
前記動機因子計算部及び前記抑制因子計算部の出力に基づき、前記運転者が車線変更する意図を予測する予測部とを有することを特徴とするシステム。 - 前記自車センサの出力に基づき、現在の車線から隣接する車線へと車線変更する意図を示す兆候因子を計算する兆候因子計算部を更に有し、前記予測部が、兆候因子計算部の出力に基づき、前記運転者が車線変更する意図を予測することを特徴とする請求項1に記載のシステム。
- 前記他車センサが、電波式、光学式若しくは音響式レーダを含むことを特徴とする請求項1に記載のシステム。
- 前記動機因子計算部が、複数の動機因子基準のいずれが満たされたかを判定し、前記抑制因子計算部が、複数の抑制因子基準のいずれが満たされたかを判定し、前記予測部が、満たされた前記動機因子基準の重みと、満たされた前記抑制因子基準の重みとを比較することにより前記運転者が車線変更する意図を予測することを特徴とする請求項1に記載のシステム。
- 前記予測部が、満たされた前記動機因子基準の重みと、満たされた前記抑制因子基準の重みとを比較するために、バイナリ論理積を用いることを特徴とする請求項4に記載のシステム。
- 前記予測部が、満たされた前記動機因子基準の重みと、満たされた前記抑制因子基準の重みとを比較するために、ファジィ制御論理積を用いることを特徴とする請求項4に記載のシステム。
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- 2010-06-18 WO PCT/JP2010/004102 patent/WO2011158307A1/ja active Application Filing
- 2010-06-18 EP EP10853189.8A patent/EP2571004B1/en not_active Not-in-force
- 2010-06-18 US US13/702,218 patent/US9159023B2/en not_active Expired - Fee Related
- 2010-06-18 JP JP2012520173A patent/JP5597708B2/ja not_active Expired - Fee Related
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Cited By (22)
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JP2014049075A (ja) * | 2012-09-04 | 2014-03-17 | Toyota Motor Corp | 走行支援装置 |
CN102991504A (zh) * | 2012-12-07 | 2013-03-27 | 长安大学 | 一种对驾驶员换道安全性进行判断并预警的装置及方法 |
CN102991504B (zh) * | 2012-12-07 | 2015-06-03 | 长安大学 | 一种对驾驶员换道安全性进行判断并预警的方法 |
JP2015215873A (ja) * | 2014-05-07 | 2015-12-03 | ホンダ リサーチ インスティテュート ヨーロッパ ゲーエムベーハーHonda Research Institute Europe GmbH | 予測的レーン変更支援のための方法及びシステム、プログラムソフトウェア製品、並びに乗り物 |
CN105157709A (zh) * | 2015-08-13 | 2015-12-16 | 武汉光庭信息技术有限公司 | 基于安全驾驶地图的adasis扩展信息输出装置及方法 |
US11361663B2 (en) * | 2015-09-22 | 2022-06-14 | Ford Global Technologies, Llc | Formulating lane level routing plans |
US10783789B2 (en) | 2017-03-01 | 2020-09-22 | Honda Motor Co., Ltd. | Lane change estimation device, lane change estimation method, and storage medium |
CN108534792A (zh) * | 2017-03-01 | 2018-09-14 | 本田技研工业株式会社 | 车道变更推定装置、车道变更推定方法及存储介质 |
CN108534792B (zh) * | 2017-03-01 | 2021-12-24 | 本田技研工业株式会社 | 车道变更推定装置、车道变更推定方法及存储介质 |
JP2018147040A (ja) * | 2017-03-01 | 2018-09-20 | 本田技研工業株式会社 | 車線変更推定装置、車線変更推定方法、およびプログラム |
CN110371119A (zh) * | 2018-04-11 | 2019-10-25 | 现代自动车株式会社 | 用于车道变换控制的装置和方法 |
KR20210030975A (ko) * | 2018-07-16 | 2021-03-18 | 르노 에스.아.에스. | 주행 지원 방법 및 주행 지원 장치 |
WO2020016621A1 (ja) * | 2018-07-16 | 2020-01-23 | 日産自動車株式会社 | 走行支援方法及び走行支援装置 |
KR102546343B1 (ko) | 2018-07-16 | 2023-06-21 | 르노 에스.아.에스. | 주행 지원 방법 및 주행 지원 장치 |
CN110857096A (zh) * | 2018-08-10 | 2020-03-03 | 现代自动车株式会社 | 车辆和用于控制该车辆的方法 |
CN110857096B (zh) * | 2018-08-10 | 2024-04-05 | 现代自动车株式会社 | 车辆和用于控制该车辆的方法 |
US20210331672A1 (en) * | 2018-09-25 | 2021-10-28 | Volkswagen Aktiengesellschaft | Method and Device for Supporting a Lane Changing Procedure for a Vehicle |
US11745739B2 (en) * | 2018-09-25 | 2023-09-05 | Volkswagen Aktiengesellschaft | Method and device for supporting a lane changing procedure for a vehicle |
CN113495563A (zh) * | 2021-06-10 | 2021-10-12 | 吉林大学 | 用于自动驾驶虚拟测试的交通车换道决策规划方法 |
CN113495563B (zh) * | 2021-06-10 | 2022-09-20 | 吉林大学 | 用于自动驾驶虚拟测试的交通车换道决策规划方法 |
CN113763750A (zh) * | 2021-09-29 | 2021-12-07 | 中智行(上海)交通科技有限公司 | 基于5g的智能车路协同系统及方法 |
CN113763750B (zh) * | 2021-09-29 | 2023-06-13 | 天翼交通科技有限公司 | 基于5g的智能车路协同系统及方法 |
Also Published As
Publication number | Publication date |
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JP5597708B2 (ja) | 2014-10-01 |
EP2571004A4 (en) | 2013-12-18 |
US9159023B2 (en) | 2015-10-13 |
CN103069466B (zh) | 2015-07-15 |
US20130085976A1 (en) | 2013-04-04 |
JPWO2011158307A1 (ja) | 2013-08-15 |
CN103069466A (zh) | 2013-04-24 |
EP2571004A1 (en) | 2013-03-20 |
EP2571004B1 (en) | 2016-03-09 |
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