WO2013020619A1 - Procédé de fonctionnement d'un véhicule automobile et système d'assistance à la conduite pour la mise en œuvre du procédé - Google Patents

Procédé de fonctionnement d'un véhicule automobile et système d'assistance à la conduite pour la mise en œuvre du procédé Download PDF

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Publication number
WO2013020619A1
WO2013020619A1 PCT/EP2012/002746 EP2012002746W WO2013020619A1 WO 2013020619 A1 WO2013020619 A1 WO 2013020619A1 EP 2012002746 W EP2012002746 W EP 2012002746W WO 2013020619 A1 WO2013020619 A1 WO 2013020619A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
vehicle
collision
automatic braking
triggered
Prior art date
Application number
PCT/EP2012/002746
Other languages
German (de)
English (en)
Inventor
Agalya Jebens
Thomas Paul MICHALKE
Lorenz SCHÄFERS
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2013020619A1 publication Critical patent/WO2013020619A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the invention relates to a method for operating a motor vehicle, wherein it is determined whether a turn of the motor vehicle is initiated and there is a risk of collision with an oncoming vehicle, and issued in the case of a detected risk of collision, a warning to a driver of the motor vehicle is and under at least one condition, an automatic brake intervention is triggered. Furthermore, the invention relates to a driver assistance system for carrying out the method.
  • Motor vehicle is supported to avoid collisions with other vehicles or reduce the consequences of such collisions.
  • DE 10 2007 015 032 A1 discloses a method for assessing the criticality of a traffic situation and a device for collision avoidance or collision consequence reduction.
  • objects are detected that are on a colliding course with their own vehicle.
  • a warning is issued and entered
  • Collision avoiding or collision sequence-reducing system intervention triggered or adjusted the intervention threshold for such a system intervention to the criticality.
  • DE 10 2004 057 745 A1 discloses a driving assistance device and a vehicle driving assistance method for assisting a cornering or
  • This information is related to a road, the location of the vehicle and the
  • a time is determined, which is to end the cornering or turning process is necessary when the vehicle is in a state for turning or turning. Further, it is determined whether and when a moving object arrives at an oncoming lane of the lane at the location. By comparing the time of arrival of the moving object and the time taken by the vehicle to complete the turn or turn, a crash probability is determined. If there is a risk of collision, assistance is offered to a driver of the vehicle. In particular, in this case, an automatic braking operation is performed under certain conditions.
  • Driver information and assistance with a control unit and with driver information and assistance output means the apparatus being in data and / or signal communication with electronic systems and / or sensors, and with a recommendation and / or signals based on the available data and / or signals or
  • Action support for the driver to cope with the current traffic situation can be determined and the driver by the output means and / or connected driver assistance systems can be output.
  • the invention is based on the object, an improved method for operating a motor vehicle in driving situations with a change of direction of the
  • the invention is based on the object of specifying a driver assistance system for carrying out such a method.
  • Motor vehicle determines whether a risk of collision with oncoming vehicles and depending on the situation triggered an automatic braking intervention. Furthermore, a collision can be avoided by an automatic braking intervention or its consequences can be reduced, in particular if the driver of the motor vehicle no longer has sufficient time to react effectively to the risk of collision.
  • the automatic brake intervention is aborted as soon as the vehicle speed has decreased by a predetermined speed difference, for example by a value lying in the range between 10 and 40 km / h, but at the latest after a predetermined maximum braking time, for example after approximately 1 second.
  • a predetermined speed difference for example by a value lying in the range between 10 and 40 km / h, but at the latest after a predetermined maximum braking time, for example after approximately 1 second.
  • the braking intervention is limited both in terms of time and in its effect.
  • the driver's control of the vehicle is only temporarily limited and unnecessary effects of the automatic brake intervention are avoided.
  • This is advantageous because an automatic brake intervention, in particular a falsely triggered brake intervention, by limiting the driver's control of the motor vehicle and the consequences of deceleration always brings a security risk, which is reduced by the inventive limitations of the automatic braking intervention.
  • a further advantage of the method according to the invention is that it does not require any information about a road course or about right of way rules or about intersections equipped with special infrastructure. Furthermore, it is equally applicable to right-hand traffic and left-hand traffic, without requiring changes in switching between right-hand traffic and left-hand traffic, and is suitable for all forms and phases of one
  • a deceleration of a movement is understood to mean an acceleration which reduces the speed of the movement.
  • the automatic braking intervention is thus also limited in terms of the delay caused by him. This is advantageous because it allows controlled braking ("target braking”) to be realized on an object
  • the braking intervention is triggered only if predetermined
  • the automatic braking intervention is only triggered when the driving speed of the motor vehicle is within a predetermined speed range.
  • the automatic braking intervention can be advantageously limited to characteristic for a turn driving speeds, for example, a speed range, especially in downtown areas and at
  • the speed range encompasses in particular the range above a predetermined
  • Minimum speed for example, of the order of magnitude
  • Vehicle occupant of the motor vehicle is determined whether it is secured by a safety belt, and that the automatic braking intervention is triggered only when the at least one vehicle occupant is secured by a safety belt.
  • Vehicle occupants are secured by a respective safety belt, and the
  • automatic braking intervention is only triggered if this is the case, ie the automatic braking intervention is advantageously not triggered when one of the occupants of the vehicle is not wearing a seatbelt. As a result, it is advantageously possible to avoid injuries to vehicle occupants of the motor vehicle not secured by a safety belt, which could result from an automatic braking intervention.
  • the automatic brake interventions are counted, and the automatic brake intervention is only triggered when the number of automatic braking interventions since the last previous engine start is smaller than the maximum number at the time of determining the risk of collision.
  • an automatic brake intervention is only triggered if the number of since the last previous engine start already triggered
  • a length and / or a width of the oncoming vehicle are detected and the movements of the vehicle
  • Movement of the oncoming road user determined and the automatic Brake intervention is only triggered if the determined maximum curvature is smaller than a predetermined curvature threshold value.
  • an automatic braking intervention in this embodiment of the invention is only triggered when the oncoming road users moves sufficiently straightforward. This advantageously prevents automatic
  • Motor vehicle judges whether the impending collision can be avoided by actions of the driver of the motor vehicle.
  • the automatic braking intervention is only triggered when the impending collision can not be avoided according to this assessment by actions of the driver of the motor vehicle.
  • the above-mentioned object model preferably also takes into account
  • the automatic brake intervention is preferably only triggered if a turn maneuver was detected on the basis of in-vehicle sensors
  • the automatic brake intervention is preferably only triggered when a detection of the oncoming traffic participant at least one predetermined quality criterion met.
  • quality criteria are for example one
  • a triggered automatic brake intervention is driver initiated
  • a vehicle acceleration requested by the driver of the motor vehicle by actuation of a corresponding control element exceeds a predetermined acceleration threshold value
  • a vehicle dynamics control of the motor vehicle performs a braking intervention
  • a brake assist system of the motor vehicle has a malfunction.
  • the release of a warning to the driver of the vehicle is triggered before the triggering of the automatic braking intervention.
  • warning the driver is advantageously made aware of the risk of collision so that he can initiate measures to avoid a collision or to reduce collision consequences.
  • further safety measures are activated simultaneously with or alternatively even before the issuing of a warning to the driver, for example a prefilling of a brake or so-called pre-safe measures, such as a tightening of safety belts, a closure of a sliding roof and / or a seat adjustment of vehicle seats in a position in which the vehicle occupants are at least vulnerable to injury.
  • a warning to the driver for example a prefilling of a brake or so-called pre-safe measures, such as a tightening of safety belts, a closure of a sliding roof and / or a seat adjustment of vehicle seats in a position in which the vehicle occupants are at least vulnerable to injury.
  • An inventive driver assistance system for a motor vehicle comprises on the motor vehicle arranged redundant environment sensors for detecting a vehicle environment in front of the motor vehicle, an output unit for issuing warnings to the driver, brake intervention means for controlling the brakes of
  • the control unit is designed to evaluate the signals detected by the environmental sensors with regard to the risk of a collision with an oncoming road user and with regard to the output of warnings to the driver and the implementation of automatic braking interventions as a function of a determined risk of collision and for controlling the
  • Environmental sensors enable the detection of escaping vehicles.
  • the use of redundant environmental sensors is advantageous because it can compensate for a failure of one or more of these environmental sensors.
  • the signals detected by redundant environmental sensors can be compared with each other. As a result, error detections due to the signals of an environmental sensor can be noticed and thus false triggering of warnings or automatic brake interventions can be advantageously avoided or reduced.
  • Particularly suitable as redundant environmental sensors are a stereo camera in conjunction with a near-field radar and a far-range radar.
  • Stereocamera advantageously allows a very accurate stereoscopic determination of movement and object parameters of an oncoming road user.
  • the radar system is advantageously used for protection by redundant sensors.
  • FIG. 1 is a plan view of a first turning operation of a motor vehicle, in which an automatic braking operation is triggered,
  • FIG. 2 is a plan view of a second turning operation of a motor vehicle in which an automatic braking operation is triggered
  • FIG. 3 is a plan view of a third turning operation of a motor vehicle in which an automatic braking operation is triggered
  • 4 is a plan view of a fourth turning operation of a motor vehicle in which an automatic braking operation is triggered
  • 5 is a plan view of a fifth turning operation of a motor vehicle in which no automatic braking operation is triggered
  • FIG. 6 is a plan view of a sixth turning operation of a motor vehicle in which no automatic braking operation is triggered
  • FIG. 7 is a plan view of a seventh turning operation of a motor vehicle in which no automatic braking operation is triggered
  • FIG. 8 is a plan view of an eighth turn of a motor vehicle, in which no automatic braking is triggered,
  • Fig. 9 in a plan view of a traffic situation in which no automatic
  • FIG. 10 is a block diagram of a driver assistance system.
  • FIGS. 1 to 9 show various turning operations of a motor vehicle 1 in which the motor vehicle 1 is approached by a vehicle 2. The illustrated
  • Directions and the motor vehicle 1 is about to turn from the first street 4 into the second street 5.
  • Figures 1 to 9 respectively show the motor vehicle 1 and the oncoming vehicle 2 in two successive vehicle positions 1 .1, 1.2 and 2.1, 2.2 and in an extrapolated vehicle positioning 1.3 and 2.3, which is shown in dashed lines.
  • a vehicle positioning of a vehicle is defined in each case by the position of the center of gravity, the dimensions and the orientation of the longitudinal axis of the vehicle.
  • suitable driving parameters of the motor vehicle 1 are predetermined and evaluated, in particular temporal courses of a driving speed and a steering wheel angle of the motor vehicle 1 and / or the actuation of a direction indicator.
  • a vehicle environment in front of the motor vehicle 1 is detected by means of redundant environmental sensors arranged on the motor vehicle 1 and those of these
  • Environmental sensors detected signals are evaluated. There will be a
  • Vehicle 2 and the motor vehicle 1 are determined and extrapolated. Information about intersections is not needed.
  • the motion profile of the two vehicles is crucial for the detection of the risk of collision during a turn. The method therefore works not only when turning in intersections but also when turning into a driveway.
  • Speed of the motor vehicle 1 has decreased by a predetermined speed difference since the initiation of the braking intervention. Also conceivable is a limitation of the automatic braking intervention such that a predetermined
  • an automatic braking intervention is triggered include, inter alia, that the driving speed of the motor vehicle 1 in the determination of the
  • Maximum curvature of a trajectory of the detected movement of the oncoming vehicle 2 is determined and compared with a predetermined curvature threshold.
  • an automatic brake intervention is not triggered or an already initiated brake intervention is aborted if at least one of the following conditions is met:
  • a steering wheel angle and a steering wheel angular velocity of a steering of the motor vehicle 1 each exceed a predetermined
  • Steering wheel angular velocity threshold one of the driver of the motor vehicle 1 by actuation of a corresponding control element, for. B. an accelerator pedal, requested vehicle acceleration exceeds a predetermined acceleration threshold;
  • a vehicle dynamics control of the motor vehicle 1 performs a braking intervention
  • a brake assist system of the motor vehicle 1 has a malfunction
  • a vehicle occupant of the motor vehicle 1 is not by a safety belt
  • FIGS. 1 to 4 each show a turning process in which an automatic braking intervention is triggered.
  • the oncoming vehicle 2 moves almost in a straight line and the vehicle 1 bends in the direction of the oncoming Vehicle 2 off.
  • the extrapolated movements of the motor vehicle 1 and the oncoming vehicle 2 indicate a collision.
  • FIGS. 1 and 2 respectively illustrate turning operations in which a collision threatens the left turn of the motor vehicle 1 in a right-hand traffic.
  • Figure 1 shows a situation in which the two vehicles 1, 2 collide head-on with each other.
  • Figure 2 shows a situation in which the motor vehicle 1 with a front side edge of
  • FIG. 3 shows a turning process in which a collision threatens when the motor vehicle 1 turns right in left-hand traffic.
  • FIG. 4 illustrates a turning process in which a collision occurs during the collision
  • the oncoming vehicle 2 is a bicycle. Not shown is a situation in which the motor vehicle 1 collides analogously to the situation according to FIG. 2 with the rear side flank or the rear of the oncoming vehicle 2, such a situation is treated in the same way as the other situations according to FIGS. 1 to 4.
  • FIGS. 5 to 9 each show a turning process in which no automatic braking intervention is triggered.
  • FIG. 5 shows a turning process in which the extrapolated movements of the
  • Motor vehicle 1 and the oncoming vehicle 2 identify that the oncoming vehicle 2, the trajectory of the motor vehicle 1 crosses only after turning of the motor vehicle 1, so that no risk of collision is determined.
  • FIG. 6 shows a turning process in which the extrapolated movements of the
  • Motor vehicle 1 and the oncoming vehicle 2 identify that the oncoming vehicle 2 already crosses the trajectory of the motor vehicle 1 before turning the motor vehicle 1, so that no risk of collision is determined.
  • FIGS. 7 and 8 respectively show turning operations in which the motor vehicle 1 turns to the left in a right-hand traffic and no automatic braking intervention is triggered.
  • the oncoming vehicle 2 bends in Figure 7 collision-free to the left.
  • FIG. 9 shows a traffic situation in which, despite the risk of collision, no automatic brake intervention is triggered because the motor vehicle 1 does not initiate a turn and because the oncoming vehicle 2 turns itself.
  • FIG. 10 shows a block diagram of a driver assistance system 6 for carrying out the method according to the invention. It comprises as arranged on the motor vehicle 1 redundant environment sensors 7, 8, 9, for example, a stereo camera 7, a far-range radar 8 and a Nah Schlradar 9, for detecting a
  • an output unit 10 for issuing warnings to the driver of the motor vehicle 1 brake engagement means 11 for controlling the brakes of the motor vehicle 1 and a control unit 12 for controlling the output of warnings and the triggering of automatic braking interventions.
  • the brake engagement means 11 are integrated in a vehicle dynamics control 13 of the motor vehicle 1.
  • Signals 15 detected by the environmental sensors 7, 8, 9 are fed to the control unit 12 and from this with regard to the risk of a collision with a
  • control unit 12 steering wheel angle sensor signals 16 of a steering angle sensor 17 and
  • Vehicle dynamics control 13 made braking interventions supplied. Depending on the evaluation of the signals 15 of the environmental sensors 7, 8, 9, the
  • control unit 12 Based on Steering wheel angle sensor signals 16 and the vehicle operating parameters 18, the control unit 12 generates output unit control signals 19 for controlling the output unit 10 and brake application control signals 20 for controlling the brake engagement means 11.

Abstract

L'invention concerne un procédé de fonctionnement d'un véhicule automobile (1), dans lequel il est déterminé si, pendant le déplacement du véhicule automobile (1), une opération de changement de direction est engagée et s'il existe de ce fait un risque de collision avec un usager de la route venant en sens inverse (2). Si un risque de collision est identifié, une opération automatique de freinage est déclenchée. Une différence de vitesse et une durée maximale du freinage sont prédéterminées et l'opération automatique de freinage est interrompue lorsque la vitesse de déplacement du véhicule automobile (1), pendant l'opération automatique de freinage, a été réduite de la différence de vitesse ou, sinon, lorsque la durée de l'opération automatique de freinage a atteint la durée maximale de freinage prédéterminée. L'invention concerne en outre un système d'assistance à la conduite pour un véhicule automobile (1), afin de mettre en œuvre le procédé.
PCT/EP2012/002746 2011-08-06 2012-06-29 Procédé de fonctionnement d'un véhicule automobile et système d'assistance à la conduite pour la mise en œuvre du procédé WO2013020619A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110109697 DE102011109697A1 (de) 2011-08-06 2011-08-06 Verfahren zum Betreiben eines Kraftfahrzeuges und Fahrerassistenzsystem zur Durchführung des Verfahrens
DE102011109697.7 2011-08-06

Publications (1)

Publication Number Publication Date
WO2013020619A1 true WO2013020619A1 (fr) 2013-02-14

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PCT/EP2012/002746 WO2013020619A1 (fr) 2011-08-06 2012-06-29 Procédé de fonctionnement d'un véhicule automobile et système d'assistance à la conduite pour la mise en œuvre du procédé

Country Status (2)

Country Link
DE (1) DE102011109697A1 (fr)
WO (1) WO2013020619A1 (fr)

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CN107415941A (zh) * 2016-05-12 2017-12-01 亚当.奥佩尔有限公司 驾驶员辅助系统
CN108146433A (zh) * 2016-12-06 2018-06-12 上汽通用汽车有限公司 车辆的紧急自动制动系统及方法
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CN113396094A (zh) * 2019-03-12 2021-09-14 雷诺股份公司 用于生成用于组合控制机动车辆的车轮转向系统和差动制动系统的设定点的方法
US11163317B2 (en) 2018-07-31 2021-11-02 Honda Motor Co., Ltd. System and method for shared autonomy through cooperative sensing
US11181929B2 (en) 2018-07-31 2021-11-23 Honda Motor Co., Ltd. System and method for shared autonomy through cooperative sensing

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DE102014214090A1 (de) 2013-09-12 2015-03-12 Continental Teves Ag & Co. Ohg Verfahren zur Erkennung von Verkehrssituationen
JP6763327B2 (ja) 2017-03-16 2020-09-30 トヨタ自動車株式会社 衝突回避装置
JP7103753B2 (ja) * 2017-03-16 2022-07-20 トヨタ自動車株式会社 衝突回避装置
DE102017205737A1 (de) * 2017-04-04 2018-10-04 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verhindern einer Kollision eines Kraftfahrzeugs mit einem Gegenverkehr
DE102017010386A1 (de) 2017-11-09 2018-07-05 Daimler Ag Verfahren zum Betrieb eines Fahrerassistenzsystems
DE102018101515A1 (de) 2018-01-24 2019-07-25 Valeo Schalter Und Sensoren Gmbh Verfahren zum Erzeugen einer Fahrstrategie eines Fahrzeugs
DE102018203070A1 (de) * 2018-03-01 2019-09-05 Honda Motor Co., Ltd. Kollisionsrisiko-Vorhersageeinheit
DE102018203058A1 (de) * 2018-03-01 2019-09-05 Honda Motor Co., Ltd. Kollisionsrisiko-Vorhersageeinheit
DE102019113724B4 (de) * 2019-05-23 2021-03-25 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zum dynamischen Anpassen des Längsabstands von Fahrzeugen
FR3099624B1 (fr) * 2019-08-02 2021-07-16 Renault Sas Module de prévention de risques de collision pour un véhicule ayant une trajectoire curviligne
JP7226238B2 (ja) * 2019-10-15 2023-02-21 トヨタ自動車株式会社 車両制御システム
CN112339725B (zh) * 2020-10-28 2022-03-29 徐工集团工程机械股份有限公司道路机械分公司 一种压路机辅助制动方法及系统
DE102021200998A1 (de) 2021-02-03 2022-08-04 Volkswagen Aktiengesellschaft Längssteuerung eines Kraftfahrzeugs

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CN110225853B (zh) * 2017-02-15 2022-07-08 宝马股份公司 与横向交通避免碰撞
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