WO2023170703A1 - Système de détection d'angle mort et procédé associé - Google Patents

Système de détection d'angle mort et procédé associé Download PDF

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Publication number
WO2023170703A1
WO2023170703A1 PCT/IN2023/050076 IN2023050076W WO2023170703A1 WO 2023170703 A1 WO2023170703 A1 WO 2023170703A1 IN 2023050076 W IN2023050076 W IN 2023050076W WO 2023170703 A1 WO2023170703 A1 WO 2023170703A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
range
predetermined
controller unit
predicted position
Prior art date
Application number
PCT/IN2023/050076
Other languages
English (en)
Inventor
Sharma Abhishek
Choudhary KANIKA
Mohan BARATH
Original Assignee
Tvs Motor Company Limited
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 Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Publication of WO2023170703A1 publication Critical patent/WO2023170703A1/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
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, 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
    • B60W30/08—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
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—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
    • 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
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • G01S13/862—Combination of radar systems with sonar systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • G01S13/867—Combination of radar systems with cameras
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
    • G01S15/88—Sonar systems specially adapted for specific applications
    • G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
    • G01S15/931—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9315—Monitoring blind spots

Definitions

  • the present subject matter relates to a vehicle. More particularly, the present subject matter relates to a system and method for blind spot detection for the vehicle.
  • Blind spot detectors have been developed in order to detect the presence of a vehicle or other object in rider's blind spot.
  • the rider's blind spot is that region around the vehicle in which an object will not normally be visible to the user of interior and exterior mirrors of the vehicle.
  • the blind spot detector is useful in assisting the rider in performing a preventive maneuver evaluation of the environment surrounding the vehicle in anticipation of a lane change or the like.
  • Known blind spot detectors include active and passive infrared detectors, optical detectors, radar-based detectors, and the like.
  • Fig.l is a right side view of a saddle type vehicle as per one embodiment of the present invention.
  • Fig.2 is a block diagram for a blind spot detection system as per one embodiment of the present invention
  • Fig. 2a is a vehicle view with radar as per one embodiment of the present invention.
  • Fig, 3 is a flowchart for determining different traffic conditions by the controller unit of the blind spot detection system.
  • Fig. 4 is a flowchart elaborating methodology used by the controller unit of the blind spot detection system in congested traffic condition, to avoid collision of the vehicle with the approaching vehicle by communicating different level of warnings to the rider through alert indication unit as per one embodiment of the present invention.
  • Fig. 4a is a flowchart elaborating methodology used by the controller unit of the blind spot detection system in moderate traffic condition, to avoid collision of the vehicle with the approaching vehicle by communicating different level of warnings to the rider through alert indication unit as per one embodiment of the present invention.
  • Fig. 4b are a flowchart elaborating methodology used by the controller unit of the blind spot detection system in highway traffic condition, to avoid collision of the vehicle with the approaching vehicle by communicating different level of warnings to the rider through alert indication unit as per one embodiment of the present invention
  • Fig. 5 is flowchart for elaborating methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate level of warnings after determining lane changing provision of the approaching vehicle while overtaking, as per one embodiment of the present invention.
  • Fig. 5a illustrates a calculation for the estimated path ⁇ identified path of the approaching vehicle as per one embodiment of the present invention.
  • Fig. 6 is a flow chart for elaborating methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate different direction of warning signals.
  • Fig. 6a illustrates cycle time at different points as per one embodiment of the present invention.
  • a major cause of driving accidents is a rider's limitation to recognize that another vehicle is proximate the rider's vehicle and that it is therefore unsafe to change lanes.
  • the most difficult area for a rider to monitor is the rider's blind spot.
  • Blind spots are attributable to, among other things, voids in coverage provided by mirrors that are positioned on the vehicle and by visual interference caused by objects (e.g., a part of the vehicle or an object being transported thereon or therein) which are located in the rider's field of vision.
  • Blind spots are traditionally monitored by the rider turning his head from the forward direction of travel of the vehicle to directly view the area in question. This is typically performed to determine whether another vehicle is proximate the rider's vehicle. In order for the rider to determine whether it is safe to change lanes, the rider must determine not only if a vehicle is present in the blind spot, but the size of the vehicle and its relative speed. This can only be accomplished if the rider observes the blind spot, and the vehicle that is in the blind spot, for a period of time (typically a few milliseconds).
  • the rider By turning his head from the forward direction of travel and observing the blind spot, the rider is reducing the chance of getting into an accident with a vehicle that is next to the rider's vehicle when changing lanes. However, under such situation, since the rider is not continually observing roadway that is in front of the vehicle, the likelihood of the rider’s vehicle being involved in a frontal collision increases.
  • the causes of blind spot in the two wheeled include, predominant sight includes a the forward field of vision which is an area the rider can see while riding the vehicle.
  • the forward region comprises of sight zone and a peripheral zone. Due to use of helmet, vision of peripheral zone that is maximum visual field zone is further reduced by small values on both the sides of the vehicle. This reduction varies from helmet to helmet and is mainly dependent on the helmet design. This in turn increases the blind zone in the saddle type vehicle e.g. a two- wheeled vehicle. As the forward vision is very limited in the two-wheeled vehicle and hence a system to eliminate various blind spots is needed.
  • the blind spot in the vehicle has been a threat to the life of the riders of the vehicle.
  • the blind spot in the vehicle specially creates problem for the riders riding vehicle in developing and under developed countries which have significant traffic as well as developed economies involving high speed biking.
  • Developing countries face problem of heavy unregulated traffic which creates safety risk for the riders of the vehicle.
  • lack of lane discipline prevails while riding the vehicle. Due to lack of lane discipline, approaching vehicle changes lane without giving proper indication. This may results in the collision of the vehicles.
  • the blind spot in the vehicle leaves an non visualized area, that is, a area which is not in the visual range of the riders.
  • a blind spot detection system which detects the blind spot area of the vehicle.
  • the conventional blind spot detection system has its own disadvantages that due to short detection range of the system, the conventional system cannot detect approaching vehicles that are moving too fast, well advance in time and because of which the rider gets a warning when it is too late to react. This could lead to an undesirable collision.
  • the system provides a left or right indication based on current position of the approaching vehicle which depends on a cycle time of the system. In cases, when the vehicle approaches from right and overtakes from left and vice versa, the system might not be able to give a timely alert to the rider, thus creating safety risk for the riders.
  • the conventional blind spot detection system indicates/communi cates multiple warnings all the time when the vehicle is in a traffic condition like congested traffic condition, where some of the warnings may not be required by the rider at that point of time and thus creates confusion in the mind of rider. This may also deviate attention of the rider from road and thus may lead to accident.
  • the conventional blind spot detection system provides only limited information to the rider. Additionally, the blind spot detection system communicates/indicates only one level of warning in every situation. For example, if the approaching vehicle is away from a subject vehicle, the level of warning like blinking of LED in one traffic condition is same as when the approaching vehicle is closer to the subject vehicle.
  • a blind spot detection system which detects the blind spot in the vehicle, including multi-level warning communication in every traffic condition, to communicate precise information like lane change recommendation and the other important information to the riders, to augment safety and reduce risk of the riders.
  • another system for detecting blind spot area is active and passive infrared detectors, optical detectors, radar-based detectors, and the like.
  • a blind spot detection system requires a user interface in order to inform the user that an object is in the rider's blind spot area. In order to be most effective, such user interface should be natural and provide an intuitive warning to the user.
  • a display system may be mounted inside the vehicle compartment, but on the pillar adjacent the exterior rearview mirror. Such positioning of the display, on or adjacent to, the exterior / primary rearview mirror provides association with the side of the vehicle being covered by the blind spot detector.
  • the primary rear-view mirror is typically glanced by the rider to perform any pre-maneuver evaluation. As the rider and his vision are processing considerable number of information while riding in a fraction of a second, it may be possible for the rider to overlook indications made by display systems associated with the blind spot indicator or the rearview mirror until late in the pre-maneuver evaluation.
  • the presence of precipitation or road dirt on the display unit, window glass, canopy or the mirror itself may further reduce the clarity of indication to the rider.
  • a blind spot detection system is disclosed with a time to collision (ttc) based Variable Hazard Indicator.
  • ttc time to collision
  • a stronger warning is communicated to the rider through indicator.
  • this system has its own disadvantages that it does communicate other important information like overtaking by approaching vehicle, lane changing communication etc to the rider in different types of traffic conditions, and also does not address problem of multiple warning indications in congested traffic condition, which raises a safety concern for the riders.
  • a blind spot detection system is disclosed with mechanically aligned radar. With the help of a mechanical arrangement, the radar changes its orientation as the lean angle of the vehicle changes. This configuration enables overcoming of the problem related to the change of blind spot area due to leaning of the vehicle. However, this configuration is only limited to the detection of blind spot area at the rear side of the vehicle. This system does communicate other important information like overtaking by approaching vehicle, lane changing communication etc to the rider in different types of traffic conditions, which raises a safety risk for the riders.
  • radar is placed on the rear of the vehicle to monitor the rear blind spot area and offers an alert to the rider based on time to collision estimation.
  • This system has its own limitation that the blind spot detection system will work only when the vehicle crosses threshold speed. Thereby, this raises additional problem for the vehicle moving slowly on road because of dense traffic. As in that case the disclosed blind spot detection system will not be able to detect the approaching vehicle hence, it raises safety risk for the riders.
  • a blind spot detection system is disclosed with a fixed warning zone and a lane recognition device.
  • such system does communicate other important information like overtaking by approaching vehicle, sudden lane changing communication etc to the rider in different types of traffic conditions, which raises a safety risk for the riders.
  • a camera is placed on the back side of the helmet to give a view of the road traffic on the rear of the vehicle.
  • the view is projected to the rider on the Helmet’s visor with the help of a Heads- Up display.
  • the solution as disclosed to detect the blind spot has its own limitation, like as, helmet is typically not stable and prone to shake and hence, can create problem for the riders while riding the vehicle.
  • the present subject matter discloses an improved blind spot detection system including a sensor unit, a controller unit, a control signal and an alert indication unit to ensure coverage of blind spot area and to provide different level of warnings to rider in different traffic condition in the vehicle while ensuring safety of the riders.
  • the vehicle comprises a blind spot detection system.
  • the blind spot detection system includes a sensor unit, a power supply unit, a controller unit, an alert indication unit, a control signal unit.
  • the sensor unit includes a radar.
  • an ultrasonic sensor or a camera is configured in the sensor unit.
  • the vehicle speed unit communicates speed of the vehicle to the controller unit through CAN bus communication.
  • the control signal unit includes left and right turn signals which communicates intention of a rider about changing lane while driving, a system activation switch, which is an alternate means to activate/deactivate the blind spot detection system.
  • the alert indication unit includes is one or more of a LED indicator and a haptic indicator.
  • the LED/Visual indicator is disposed in line of sight of the rider to warn the rider in case of emergency.
  • the haptic indicator vibrates and alerts the rider in case of emergency.
  • the power supply unit provides power to the blind spot detection system provided in the vehicle.
  • the blind spot detection system is activated by the system activation switch.
  • the activation switch is disposed on the handle bar assembly of the vehicle. In another implementation, the activation switch may be disposed on a speedometer. The switch as located provides ease of accessibility of the system where the rider can manually access the activation of the system depending on the traffic density on the road.
  • the sensor unit including the radar senses the obstacle approaching the vehicle within detection range, field of view and sends signal to the controller unit. Further, the controller unit determines distance, velocity and time to collision of approaching vehicle with the vehicle as per the input received from the sensor unit, in different traffic conditions.
  • the controller unit sends one or more warnings to alert indication unit, that is, the controller unit which is configured to generate and sends either Level 1 or Level 2 or Level 3 warnings along with either left or right warnings to the alert indication unit depending on the different present or prevailing traffic conditions.
  • alert indication unit indicates to the riders about the approaching obstacles ⁇ vehicles through different alert indication unit channel like LED indicator or Haptic indicator. This configuration assists to protect the riders from accident, collision etc.
  • the traffic condition are divided into three categories that are congested traffic condition, moderate traffic condition and highway condition.
  • a predetermined range of speed of the vehicle for ex, W-X, X-Y, Y-Z and a predetermined number of vehicles V in predetermined range of distance B-B’, C-C’, for different traffic conditions, are stored in the controller unit.
  • speed of the vehicle S and number of approaching vehicle V are provided as an input to the controller unit by the sensor unit and vehicle speed unit.
  • the controller unit determines whether the speed of the vehicle S is in the predetermined range of W-X as stored in the controller unit, where range of W-X corresponds to a congested traffic condition. If the controller unit determines that the speed of the vehicle S is in the predetermined range of W-X, then, the controller unit further determines, based on the input received from the sensor unit, that whether the number of approaching vehicle V is greater than predetermined number of approaching vehicle A, and whether the distance D of approaching vehicle, is in the predetermined distance range of B-B’.
  • the controller unit triggers the congested traffic condition.
  • the controller unit determines that the speed of the vehicle S is in the predetermined range of W-X, however, the number of approaching vehicle V is smaller than the predetermined number of approaching vehicle A and approaching distance being in the predetermined distance B-B’, thus, the controller unit triggers the moderate traffic condition.
  • the speed of the vehicle is provided as an input to the controller unit through CAN bus. Further, if the controller determines that the speed of the vehicle S is not in range of W-X, then, the controller unit further determines that whether speed of the vehicle S is in the predetermined range of X-Y, as stored in the controller unit.
  • the controller unit determines that the speed of the vehicle S is in the predetermined range of X-Y, thus, the controller unit triggers the moderate traffic condition.
  • the controller unit determines that the speed of the vehicle S is not in predetermined range of X-Y, then, the controller unit further determines that whether speed of the vehicle S is in predetermined range of Y-Z as stored in the controller unit. If the controller unit determines that the speed of the vehicle S is in predetermined range of Y-Z, then, the controller unit further determines, based on the input received from the sensor unit, whether the number of approaching vehicle V is greater than predetermined number of approaching vehicle A, and approaching distance being in the predetermined distance range of C-C’.
  • the controller unit determines that the number of approaching vehicle V is greater than predetermined number of approaching vehicle A in predetermined distance range of C-C’ and speed of the vehicle S is in predetermined range of Y-Z range, thus, the controller unit triggers the moderate traffic condition. Further, as per one aspect of the present invention, if the controller unit determines that the speed of the vehicle S is in the predetermined range of Y-Z, however, the number of approaching vehicle V is smaller than predetermined number of approaching vehicle A in predetermined distance range of C-C’, thus, the controller unit triggers the highway traffic condition. Further, the controller determines that whether the speed of the vehicle S is in predetermined range of Y-Z as stored in the controller unit.
  • the controller unit determines that the speed of the vehicle S is not in range of Y-Z, then, the controller unit further determines that whether speed of the vehicle S is greater than Z as stored in the controller unit. If the controller unit determines that the speed of the vehicle S is greater than Z, thus, the controller unit triggers the highway traffic condition.
  • the paragraph elaborates methodology used by the controller unit of the blind spot detection system in different traffic condition, to avoid collision of the vehicle with the approaching vehicle by communicating different level of warnings to the rider through alert indication unit as per one embodiment of the present invention.
  • the different level of warning signals is determined by time to collision (ttc), range of distance of approaching vehicle and lane change intent. All factors are provided to the controller unit as an input to determine different level of warnings.
  • the controller unit receives raw signal generated by the sensor unit, speed of the vehicle, number of approaching vehicles, and time to collision (ttc) as an input to analyze. The controller unit first determines the traffic condition on the basis of the logic as described in earlier paragraph.
  • the controller unit determines the time to collision of the vehicle, where time to collision is a difference between time to cross the vehicle by approaching vehicle and time at which the approaching vehicle is detected.
  • time to collision is a difference between time to cross the vehicle by approaching vehicle and time at which the approaching vehicle is detected.
  • the controller unit determines the time to collision and compares it with a predetermined second range of time to collision (ttc2), as stored in the controller unit. If the controller unit determines that the ttc is greater than predetermined second time ttc2, then, the controller unit determines the distance D of approaching vehicle and compares it with the predetermined range of distance B-B’, as stored in the controller unit.
  • the controller unit determines that the time to collision ttc is greater than the predetermined second range of time to collision ttc2 as stored in the controller unit and also, the distance of approaching vehicle is greater than the predetermined range of distance as stored in the controller unit, then, the controller unit communicates no warning to the alert indication unit. Further, if the controller unit determines that the time to collision ttc is smaller than the predetermined second range of time to collision ttc2 as stored in the controller unit, then, the controller unit determines whether the time to collision ttc is smaller than a predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether the distance D of the approaching vehicle is smaller than the predetermined distance as stored in the controller unit. If the controller unit determines that the time to collision ttc is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit and also, the distance D of approaching vehicle is smaller than the predetermined range of distance as stored in the controller unit, the controller unit communicates Level 1 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines that the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit, the controller unit communicates Level 2 warning to the alert indication unit.
  • the alert unit further communicates it to the rider through various communication means like LED or haptic indicator. This enables eliminating unnecessary warnings in the congested traffic condition, thus increases safety of the rider.
  • the controller unit determines and compares the ttc with the predetermined second range of time to collision (ttc2). If the controller unit determines that the time to collision (ttc) is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, the controller units determines and compare the distance D of approaching vehicle with predetermined range of distance as stored in the controller unit.
  • the controller unit determines that the time to collision (ttc) is greater than the predetermined range of time to collision (ttc2) as stored in the controller unit and also, the distance D of approaching vehicle is greater than the predetermined range of distance B-B’ as stored in the controller unit, the controller unit communicates no warning to the alert indication unit. As per one aspect of the present invention, the controller unit determines the time to collision and compares it with the predetermined second range of time to collision (ttc2).
  • the controller unit determines whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit. If the controller unit determines that the time to collision is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit, then, the controller unit determine whether the distance D of approaching vehicle is smaller than predetermined range of distance B-B’ as stored in the controller unit.
  • the controller unit determines that the time to collision is greater than the predetermined range of time to collision (ttcl) as stored in the controller unit and also, the distance D of approaching vehicle is smaller than the predetermined range of distance as stored in the controller unit, then, the controller unit communicates Level 1 warning to the alert indication unit.
  • the alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether lane change condition is satisfied, i.e., provided by rider. If the controller unit determines no lane change condition is satisfied, then, the controller unit communicates Level 2 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator. As per one aspect of the present invention, the controller unit determines whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the lane change condition is satisfied, i.e., provided by rider, the controller unit communicates Level 3 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines the time to collision (ttc) and the distance D of approaching vehicle.
  • the controller unit determines and compares the ttc with the predetermined second range of time to collision (ttc2). If the controller unit determines that the time to collision (ttc) is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, the controller unit determines and compares the distance D of approaching vehicle with predetermined range of distance C-C’, where C-C’ is in range of 15-25m as stored in the controller unit.
  • the controller unit determines that the time to collision (ttc) is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit and also, the distance D of approaching vehicle is greater than the predetermined range of distance as stored in the controller unit, then, the controller unit communicates no warning to the alert indication unit. As per one embodiment of the present invention, If the controller unit determines that the time to collision is smaller than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, the controller unit further determines whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether the distance D of approaching vehicle is smaller than predetermined range of distance C-C’ as stored in the controller unit. If the controller unit determines that the time to collision (ttc) is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit and the distance D of approaching vehicle is smaller than the predetermined range of distance as stored in the controller unit, the controller unit communicates Level 1 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines whether the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit. If the controller unit determines that the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit, then, the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit and no lane change condition is satisfied, the controller unit communicates Level 2 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit and lane change condition is satisfied, the controller unit communicates Level 3 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the paragraph elaborates methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate level of warnings after determining lane changing provision of the approaching vehicle while overtaking, as per one embodiment of the present invention.
  • the controller unit analyzes input provided by the sensor unit, vehicle speed, number of approaching vehicles etc.
  • a predetermined range of speed of the vehicle is stored in the controller unit.
  • the controller unit determines speed of the vehicle and compares it with the predetermined speed of the vehicle stored in the controller unit. If the controller unit determines that the speed of the vehicle is smaller than the predetermined range of speed of the vehicle stored in the controller unit, then, the controller unit issues no warning.
  • the controller unit determines the traffic condition based on the input communicated to it. The controller further determines that whether the traffic condition is a congested traffic condition. If the controller determines that the traffic condition is a congested traffic condition, then, the controller unit estimates /identifies the path of the approaching vehicle. Based on the estimated/identified path of the approaching vehicle, the controller unit communicates either Level 1 or Level 2 warnings along with direction of warning signals to the alert indication unit. Further, if the controller determines that the traffic condition is not a congested traffic condition, the controller unit determines whether the traffic condition is a moderate traffic condition.
  • the controller unit determines that the traffic condition is a moderate traffic condition. If the controller determines that the traffic condition is not a moderate traffic condition, then, the controller unit determines whether the traffic condition is a highway traffic condition. If the controller determines that the traffic condition is a highway traffic condition, then, the controller unit estimates / identifies path of the approaching vehicle.
  • the controller unit Based on the estimated/identified path of the approaching vehicle, the controller unit communicates either Level 1 or Level 2 or Level 3 warnings along with direction of warning signals to the alert indication unit.
  • the paragraph elaborates methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate different direction of warning signals.
  • a predetermined range of lateral predicted position, rate of change of range of lateral predicted positions are stored in the controller unit.
  • the controller unit analyzes a previously estimated crossing position of the approaching vehicle that is Pl (predicted position 1), and current estimated crossing positions of the approaching vehicles that is P2 (predicted position 2).
  • difference between predicted position P2 and predicted position Pl provides range of region in which an approaching vehicle overtakes the vehicle, i.e., range of lateral predicted position of the approaching vehicle.
  • the controller unit further simultaneously determines that whether the predicted position 1 is positive as well as whether predicted position 2, of the approaching vehicle, is positive. The positive is referred to left direction. Further, as per one aspect of the present invention, if the controller unit determines that the predicted position 1 and predicted position 2 are negative, then, the controller unit determines whether the range of lateral predicted position is smaller than the predetermined safe range A- A’, of lateral predicted position of the approaching vehicle.
  • the controller unit determines that the range of lateral predicted position is greater than the predetermined safe range of lateral predicted position of the approaching vehicle, then, the controller unit communicates both Level 1 and Level 2 warnings signals to the alert indication unit. If controller unit determines that the range of lateral predicted position of the approaching vehicle is smaller than the predetermined safe range of the lateral predicted position of the approaching vehicle, then, the controller unit further determines whether rate of change of the lateral predicted position is smaller than predetermined value D of rate of change of the predicted range of lateral positions. If the controller unit determines that the rate of change of the lateral predicted position is greater than predetermined rate of change of lateral predicted positions, then, the controller unit activates/communicates both sides warning alert to the alert indication unit.
  • the controller unit determines whether predicted position Pl or predicted position P2 is greater than first predetermined value E of predicted position of the approaching vehicle. If the controller unit determines that the value of the predicted position Pl or predicted position P2 is smaller than first predetermined value E of predicted position of the approaching vehicle, then, the controller unit communicates no warnings. Further, if the controller unit determines that the predicted position Pl or predicted position P2 is greater than first predetermined value E of predicted position of the approaching vehicle, then, the controller unit determines whether the predicted position 1 or predicted position 2 is smaller than a second predetermined value F of the predicted position of the approaching vehicle.
  • the controller unit determines that the predicted position 1 or predicted position 2 is smaller than the second predetermined value F of the predicted position of the approaching vehicle, then, the controller unit communicates right warning signal to the alert communicating unit.
  • the alert communicating unit communicates it to the rider though different means. If the controller determines that the predicted position 1 or predicted position 2 is greater than the second predetermined value F of the predicted position of the approaching vehicle, then, the controller unit communicates both sides warning signals to the alert communicating unit.
  • controller unit determines that whether range of the lateral predicted position of the approaching vehicle is smaller than the predetermined safe range A- A’, of the lateral predicted position of the approaching vehicle. If controller unit determines that the range of the lateral predicted position of the approaching vehicle is greater than the predetermined safe range of the lateral predicted position of the approaching vehicle, then, the controller unit activates/communicates both sides warning alert to the alert indication unit.
  • controller unit determines that the range of the lateral predicted position of the approaching vehicle is smaller than the predetermined safe range of the lateral predicted position of the approaching vehicle, then, the controller unit further determines whether rate of change of lateral predicted position is smaller than predetermined value D, of rate of change of lateral predicted positions. If the controller unit determines that the rate of change of lateral predicted position is greater than predetermined value D of rate of change of lateral predicted positions, then, the controller unit activates/communicates both sides warning alert to the alert indication unit. If the controller unit determines that the rate of change of lateral predicted position is smaller than predetermined value D of rate of change of predicted lateral positions, then, the controller unit further determines whether predicted position Pl or predicted position P2 is smaller than first predetermined value E of predicted position of the approaching vehicle.
  • the controller unit determines that the predicted position Pl or predicted position P2 is greater than first predetermined value E of predicted position of the approaching vehicle, then, the controller unit communicates no warnings. Further, if the controller unit determines that the predicted position Pl or predicted position P2 is smaller than a predetermined range of predicted position of the approaching vehicle, then, the controller unit determines whether the range of the predicted position 1 or predicted position 2 is greater than the second predetermined value F, of the predicted position of the approaching vehicle. If the controller determines that the predicted position 1 or predicted position 2 is greater than the second predetermined value F of the predicted position of the approaching vehicle, then, the controller unit communicates left warning signal to the alert communicating unit. The alert communicating unit communicates it to the rider though different means. If the controller determines that the range of the predicted position 1 or predicted position 2 is smaller than the predetermined range of the predicted position of the approaching vehicle, then, the controller unit communicates both sides warning signals to the alert communicating unit.
  • the controller unit determines that the predicted position 1 is positive and predicted position 2 is negative, then, the controller unit communicates both warning signals to the alert indicating unit.
  • the alert indicating unit communicates both warning signals to the rider through different means.
  • the controller unit determines that the predicted position 1 is negative and predicted position 2 is positive, then, the controller unit communicates both warning signals to the alert indicating unit.
  • the alert indicating unit communicates both warning signals to the rider through different means.
  • At least one type of warning for example, either Level 1 warning or Level 2 warning or Level 3 is generated by the controller unit and is communicated to the rider through alert indication unit.
  • the level and direction of warning depends upon inputs like time to collision of the vehicle, distance D of approaching vehicle and lane change intent by the rider.
  • the Level 1 warning is a lowest level warning.
  • the level 1 warning is a visual warning which is generated by the controller unit and is communicated by the alert indication unit to the rider.
  • the Level 1 warning is generated by the controller unit when the approaching vehicle is in detection range of the sensor unit of the blind spot detection system.
  • This type of warning is a lowest level of warning and is generated by the controller unit when the approaching vehicle is in blind spot of the vehicle and is safe distance from the vehicle.
  • the level 2 warning is a visual warning generated by the controller unit when the approaching vehicle is about to overtake/or overtaking the vehicle.
  • the Level 3 warning is generated by the controller unit when the speed of the approaching vehicle is high, and is about to overtake the vehicle.
  • the Level 3 warning is a visual and haptic warning. In this level of warning, the alert indication unit communicates the rider to avoid lane change maneuver.
  • the one or more level of warning assists the rider in riding the vehicle safely in all types of traffic condition and also alerts the rider about status of the approaching vehicle while at same time eliminating undesirable and frequent warnings.
  • These levels of warnings alert the rider beforehand and thus, increase the safety of the rider while riding the vehicle.
  • the vehicle is a two wheeled saddle type vehicle.
  • the concepts of the present invention may be applied to any of the two wheeled, three wheeled and four wheeled type vehicles.
  • front and rear refers to front and rear, and left and right directions as seen in a state of being seated on a seat of the saddle type vehicle.
  • a longitudinal axis refers to a front to rear axis relative to the vehicle, while a lateral axis refers to a side to side, or left to right axis relative to the vehicle.
  • phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
  • Fig. 1 is a right side view of an exemplary saddle type vehicle.
  • the vehicle (100) includes a frame assembly (not shown), which acts as the skeleton for bearing the loads.
  • Instrument cluster (119) is mounted on handle bar assembly (126).
  • the handle bar assembly (126) is disposed over the head tube (not shown) and it includes brake levers (not shown).
  • the handle bar assembly (126) is connected to a front wheel (129) by one or more front suspension(s) (130).
  • a front fender (131) is disposed above the front wheel (129) for covering at least a portion of the front wheel (129).
  • a fuel tank (103) is mounted to the main tube (not shown) of the frame (not shown) and it is disposed in the front portion F of a space of the frame (not shown).
  • a rear fender (138) is projected outwardly of the vehicle systems and protects pillion from mud splash as well as to protect the rear wheel (133) from external components.
  • a power unit (125) is mounted to the lower portion of the vehicle (100).
  • the power unit (125) is an IC engine.
  • the fuel tank (103) is functionally connected to the engine (125).
  • the seat (134) is located at the back region of the fuel tank (103) and is extended in a longitudinal direction along the seat frames.
  • an exhaust system (126) is connected to the engine (125) and extended rearwardly of the vehicle (100).
  • Fig. 2 is a block diagram for a blind spot detection system as per one embodiment of the present invention.
  • the vehicle comprises a blind spot detection system (200).
  • the blind spot detection system (200) includes a sensor unit (201), a power supply unit (205), a controller unit (202), an alert indication unit (204), a control signal unit (203).
  • the sensor unit (201) includes a radar (201a). In another implementation, one or more of an ultrasonic sensor and a camera is configured in the sensor unit.
  • the vehicle speed unit (206) communicates speed of the vehicle to the controller unit through CAN bus communication.
  • the control signal unit (203) includes left and right turn signals (203a) which communicates intention of a rider about changing lane while driving, a system activation switch (203b), which is an alternate means to activate/deactivate the blind spot detection system.
  • the alert indication unit (204) includes a LED indicator (204a) and a haptic indicator (204b).
  • the LED/Visual indicator is disposed in line of sight of the rider to warn the rider in case of emergency.
  • the haptic indicator vibrates and alerts the rider in case of emergency.
  • the power supply unit (205) provides power to the blind spot detection system provided in the vehicle.
  • the radar is disposed in rear side of the vehicle which facilitates in coverage of blind spot area and detection range required for lane change alert.
  • the radar is disposed at predetermined value X above the ground level, where X is a range of 50-80cm with respect to ground.
  • the radar is disposed above rear fender and on a license plate of the vehicle.
  • the sensor unit includes one or more radar to cover the blind spot area.
  • the blind spot detection system is activated by the system activation switch.
  • the activation switch is disposed on the handle bar assembly of the vehicle. In another implementation, the activation switch may be disposed on a speedometer. The switch as located provides ease of accessibility of the system where the rider can manually access the activation of the system depending on the traffic density on the road.
  • the sensor unit (201) including the radar (201a) senses the obstacle approaching the vehicle within detection range, field of view and sends signal to the controller unit (202).
  • the radar detects one or more approaching vehicles in a blind spot of the vehicle through radio waves.
  • the radar consists of number of transmitters and receivers.
  • the transmitter transmits the radio signal in air within its field of view and detection range. These signals are reflected, when the signals hit an obstacle/approaching vehicle and detected by the receiver.
  • the signals as received are processed by digital signal processing method to determine distance, speed and angle of approaching vehicle/obstacles.
  • the detection range (minimum) of the radar is calculated by a product of a maximum relative velocity and a minimum time to collision.
  • the relative velocity is defined as a difference between velocity of a vehicle and an approaching vehicle.
  • the time to collision is defined as a difference between time at which the approaching vehicle is about to cross/overtake the vehicle (t cross) and time at which approaching vehicle is detected in blind spot of the vehicle (to) (as shown in fig. 2b).
  • the controller unit (202) determines distance, velocity and time to collision of approaching vehicle with the vehicle as per the input received from the sensor unit, in different traffic conditions.
  • the time to collision is inversely proportional to the speed of approaching vehicle, that is, higher the speed of the approaching vehicle, lower is the time to collision with subject vehicle. If the approaching vehicle / obstacles fall in the blind spot areas of the vehicle, the controller unit sends one or more warnings to alert indication unit, that is, the controller unit generates and sends either Level 1 or Level 2 or Level 3 warnings along with either left or right warnings to the alert indication unit depending on the present traffic conditions.
  • the alert indication unit (204) indicates to the riders about the approaching obstacles ⁇ vehicles through different alert indication unit channel like LED indicator or Haptic indicator. This configuration assists to protect the riders from accident, collision etc.
  • Fig, 3 is a flowchart for determining different traffic conditions by the controller unit of the blind spot detection system.
  • the traffic condition is divided into three categories that are congested traffic condition, moderate traffic condition and highway.
  • a predetermined range of speed of the vehicle for ex, W-X, X-Y, Y-Z and a predetermined number of vehicles V in predetermined range of distance B-B’, C-C’, for different traffic conditions, are stored in the controller unit.
  • speed of the vehicle S and number of approaching vehicle V are provided as an input to the controller unit by the sensor unit and vehicle speed unit.
  • the controller unit determines whether the speed of the vehicle S is in the predetermined range of W-X as stored in the controller unit, where range of W- X, as per a preferred embodiment is between range of, for example, 20-30 km/hr. If the controller unit determines that the speed of the vehicle S is in the predetermined range of W-X, then, in S304, the controller unit further determines, based on the input received from the sensor unit, that whether the number of approaching vehicle V is greater than predetermined number of approaching vehicle A, where number of approaching vehicle A, for example, is 2, in the predetermined distance range of B-B’.
  • the predetermined range of B-B’ is in range of, for example, 8-15m.
  • the controller unit triggers the congested traffic condition.
  • the controller unit determines that the speed of the vehicle S is in the predetermined range of W-X, however, the number of approaching vehicle V is smaller than the predetermined number of approaching vehicle A in predetermined distance B-B’, then, at S307, the controller unit triggers the moderate traffic condition.
  • the speed of the vehicle is provided as an input to the controller unit through CAN bus.
  • the controller unit determines that the speed of the vehicle S is not in range of W-X, that is greater than range of W-X, then, at S306 the controller unit further determines that whether speed of the vehicle S is in the predetermined range of X-Y, as stored in the controller unit.
  • the predetermined range of X-Y is in range of, for example, 30-50 km/hr. If the controller unit determines that the speed of the vehicle S is in the predetermined range of X-Y, then, at S307, the controller unit triggers the moderate traffic condition. As per one embodiment of the present invention, if the controller unit determines that the speed of the vehicle S is not in predetermined range of X-Y, then, at S308, the controller unit further determines that whether speed of the vehicle S is in predetermined range of Y-Z as stored in the controller unit.
  • the predetermined range of Y-Z is in range of, for example, 50-80 km/hr.
  • the controller unit determines that the speed of the vehicle S is in predetermined range of Y-Z, then, at S309, the controller unit further determines, based on the input received from the sensor unit, that whether the number of approaching vehicle V is greater than predetermined number of approaching vehicle A, where number of approaching vehicle A, for example, is 2, in predetermined distance range of C-C’.
  • the predetermined range of C-C’ is in range of, for example, 15-25m. If the controller determines that the number of approaching vehicle V is greater than predetermined number of approaching vehicle A in predetermined distance range of C-C’ and speed of the vehicle S is in predetermined range of Y-Z range, thus, the controller unit triggers the moderate traffic condition at step S307.
  • the controller unit determines that the speed of the vehicle S is in the predetermined range of Y-Z, however, the number of approaching vehicle V is smaller than predetermined number of approaching vehicle A in predetermined distance range of C-C’, then, at S310, the controller unit triggers the highway traffic condition. Further, the controller at S308 determines that whether the speed of the vehicle S is in predetermined range of Y-Z as stored in the controller unit. If the controller determines that the speed of the vehicle S is not in range of Y-Z, then, at S311 , the controller unit further determines that whether speed of the vehicle S greater than Z as stored in the controller unit. If the controller unit determines that the speed of the vehicle S is greater than Z, thus, at S310, the controller unit triggers the highway traffic condition.
  • Fig. 4, 4a, 4b are a flowchart elaborating methodology used by the controller unit of the blind spot detection system in different traffic condition, to avoid collision of the vehicle with the approaching vehicle by communicating different level of warnings to the rider through alert indication unit as per one embodiment of the present invention.
  • the different level of warning signals is determined by time to collision (ttc), range of distance of approaching vehicle and lane change intent. All these factors are provided to the controller unit as an input to determine different level of warnings.
  • the controller unit receives raw signal generated by the sensor unit, speed of the vehicle, number of approaching vehicles, time to collision (ttc) as an input to analyze.
  • the controller unit first determines the traffic condition on the basis of the logic as described in earlier paragraph as per S305, S307, and S312. After determining the traffic conditions, the controller unit determines the time to collision (ttc) of the vehicle, where time to collision is a difference between time to cross the vehicle by approaching vehicle and time at which the approaching vehicle is detected. As per one embodiment of the present invention, for example, in case 1 : At S402, where the condition is a congested traffic condition, at S405, the controller unit determines the time to collision and compares it with predetermined range of time to collision (ttc2, where ttc2 is in range of 3-6sec) as stored in the controller unit.
  • the controller unit determines the distance D of approaching vehicle and compares it with the predetermined range of distance B-B’, where B-B’ is in range of 8- 15m, as stored in the controller unit. If the controller unit determines that the time to collision ttc is greater than the predetermined second range of time to collision ttc2 as stored in the controller unit and also, the distance D of approaching vehicle is greater than the predetermined range of distance B-B’ as stored in the controller unit, then, at S412, the controller unit communicates no warning to the alert indication unit.
  • the controller unit determines at S405 that the time to collision ttc is smaller than the predetermined second range of time to collision ttc2 as stored in the controller unit, then, at S408, the controller unit determines whether the time to collision ttc is smaller than the predetermined first range of time to collision (ttcl, where ttcl is in range of 1.5 to 3sec) as stored in the controller unit.
  • the controller unit determines whether the distance D of the approaching vehicle is smaller than the predetermined distance B-B’ as stored in the controller unit.
  • the controller unit determines at S408 that the time to collision ttc is greater than the predetermined first range of time to collision (ttcl, where ttcl is in range of 1.5 to 3sec) as stored in the controller unit and also, the distance D of approaching vehicle is smaller than the predetermined range B-B ’of distance as stored in the controller unit, at S411, the controller unit communicates Level 1 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator. Furthermore, if the controller unit determines at S408 that the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit, then at S409, the controller unit communicates Level 2 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator. This assists in eliminating unnecessary warnings in the congested traffic condition, thus increases safety of the rider.
  • the controller unit determines and compare the ttc with the predetermined range of time to collision. If the controller unit determines that the time to collision (ttc) is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, at S418, the controller unit determines and compares the distance D of approaching vehicle with predetermined range of distance as stored in the controller unit.
  • the controller unit determines that the time to collision (ttc) is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit and also, and at S418 the distance D of approaching vehicle is greater than the predetermined range of distance B-B’ as stored in the controller unit, hen at S419, the controller unit communicates no warning to the alert indication unit. As per one embodiment of the present invention, the controller unit determines at S413 the time to collision compares it with the predetermined second range of time to collision (ttc2).
  • the controller unit determines whether the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit. If the controller unit determines that the time to collision (ttc) is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit, then, at S418, the controller unit determine whether the distance D of approaching vehicle is smaller than predetermined range of distance B-B’ as stored in the controller unit.
  • the controller unit determines that the time to collision (ttc) is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit and also, the distance D of approaching vehicle is smaller than the predetermined range of distance B-B’ as stored in the controller unit, then, at S420, the controller unit communicates Level 1 warning to the alert indication unit.
  • the alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines, at S414, whether the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether lane change condition is satisfied, i.e., provided by rider through TSL. If the controller unit determines no lane change condition is satisfied, that is TSL is off, then, at S417, the controller unit communicates Level 2 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator. As per one embodiment of the present invention, the controller unit determines at S414 whether the time to collision (ttc) is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the lane change condition is satisfied, i.e., provided by rider, then at S416, the controller unit communicates Level 3 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines the time to collision (ttc) and the distance D of approaching vehicle.
  • the controller unit determines and compares the ttc with the predetermined second range of time to collision (ttc2). If the controller unit determines that the time to collision is greater than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, at S426, the controller unit determines and compares the distance D of approaching vehicle with predetermined range of distance C-C’, where C-C’ is in range of 15-25m as stored in the controller unit.
  • the controller unit determines that the time to collision is greater than the predetermined range of time to collision (ttc2) as stored in the controller unit and also, the distance D of approaching vehicle is greater than the predetermined range of distance as stored in the controller unit, then, at S428, the controller unit communicates no warning to the alert indication unit. As per one embodiment of the present invention, If the controller unit determines at S422 that the time to collision is smaller than the predetermined second range of time to collision (ttc2) as stored in the controller unit, then, at S423, the controller unit further determines whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit.
  • the controller unit determines whether the distance D of approaching vehicle is smaller than predetermined range of distance C- C’ as stored in the controller unit. If the controller unit determines that the time to collision is greater than the predetermined first range of time to collision (ttcl) as stored in the controller unit and the distance D of approaching vehicle is smaller than the predetermined range of distance as stored in the controller unit, at S429, the controller unit communicates Level 1 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines at S423 whether the time to collision is smaller than the predetermined first range of time to collision (ttcl) as stored in the controller unit. If the controller unit determines that the time to collision is smaller than the predetermined range of time to collision (ttcl) as stored in the controller unit, then, at S424, the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the time to collision is smaller than the predetermined range of time to collision as stored in the controller unit and no lane change condition is satisfied, at S427, the controller unit communicates Level 2 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • the controller unit determines whether lane change condition is satisfied. If the controller unit determines that the time to collision is smaller than the predetermined range of time to collision as stored in the controller unit and lane change condition is satisfied, at S425, the controller unit communicates Level 3 warning to the alert indication unit. The alert unit further communicates it to the rider through various communication means like LED or haptic indicator.
  • Fig. 5 is flowchart for elaborating methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate level of warnings after determining lane changing provision of the approaching vehicle while overtaking, as per one embodiment of the present invention.
  • the controller unit analyzes input provided by the sensor unit, vehicle speed, number of approaching vehicles etc.
  • a predetermined range of speed of the vehicle is stored in the controller unit.
  • the controller unit determines speed of the vehicle S and compares it with the predetermined range of speed (W-X) of the vehicle stored in the controller unit.
  • the controller unit determines that the speed of the vehicle S is smaller than the predetermined range of speed of the vehicle stored in the controller unit, then, at S504, the controller unit issues no warning. Further, if the controller unit determines that the speed of the vehicle is greater or is in the range of W-X, then, the controller unit determines the traffic condition based on the input communicated to it. At S506, the controller further determines that whether the traffic condition is a congested traffic condition. If the controller determines that the traffic condition is a congested traffic condition, then, at S507, the controller unit estimates / identifies path of the approaching vehicle (estimation of path of approaching vehicle is explained in fig. 5a).
  • the controller unit Based on the estimated/identified path of the approaching vehicle, at S508, the controller unit communicates either Level 1 or Level 2 warnings along with direction of warning signals to the alert indication unit. Further, if the controller determines at S506 that the traffic condition is not a congested traffic condition, then at S509, the controller unit determines whether the traffic condition is a moderate traffic condition. If the controller determines that the traffic condition is a moderate traffic condition, then, at S510, the controller unit estimates / identifies path of the approaching vehicle. Based on the estimated/identified path of the approaching vehicle, at S511, the controller unit communicates either Level 1 or Level 2 or Level 3 warnings along with direction of warning signals to the alert indication unit.
  • the controller determines at S509 that whether the traffic condition is a moderate traffic condition. If the controller determines that the traffic condition is not a moderate traffic condition, then, at S513, the controller unit determines whether the traffic condition is a highway traffic condition. If the controller determines that the traffic condition is a highway traffic condition, then, at S514, the controller unit estimates / identifies path of the approaching vehicle. Based on the estimated/identified path of the approaching vehicle, at S515, the controller unit communicates either Level 1 or Level 2 or Level 3 warnings along with direction of warning signals to the alert indication unit.
  • Fig. 5a illustrates a calculation for the estimated path ⁇ identified path of the approaching vehicle as per one embodiment of the present invention.
  • S507 is explained as per one embodiment of the present invention.
  • probable locations (also referred here as projection points) of the approaching vehicle are determined and referred here as Pl and P2, where the projection points are the points where approaching vehicle may reach while overtaking with respect to subject vehicle.
  • Pl (t2) is a path projection with points, for example, 1 and 2 at instant t2.
  • P2 (t3) is a path projection with point 2 and 3 at instant t3.
  • rate of change of projection point position (R) is given by difference between P2 and Pl divided by difference between time t3 and t2, where t3 and t2 are probable time taken by the approaching vehicle to overtake the vehicle.
  • a predictive point P3 of approaching vehicle to overtake the vehicle is given as total sum of P2 and product of Rand time to collision. Therefore, with the above explanation, probable location between P2 and P3 of overtaking the vehicle at every instant is predicted and on the basis of that, left or right alert along with multiple level of warnings are generated by the controller unit which is further communicated to the alert communication unit.
  • the alert communication unit communicates the alert through various means like visual or haptic indicator.
  • Fig. 6 is a flow chart for elaborating methodology used by the controller unit of the blind spot detection system in different traffic condition to indicate different direction of warning signals.
  • a predetermined range of lateral predicted position, rate of change of range of lateral predicted positions are stored in the controller unit.
  • the sensor unit comprising the radar detects the approaching vehicle (AV) at time t-2*tcycle.
  • the position of the approaching vehicle is detected at time t-tcycle and in S603, the position of approaching vehicle is detected at time t.
  • a predicted position Pl is calculated at time t-tcycle.
  • predicted position Pl is calculated at time t , where t represents the time interval which the radar takes between two consecutive detections.
  • Cycle time tcycle is the time which the radar takes to detect an object, filters the detected signal (as shown in fig. 6a) and then calculate the parameters like velocity, distance etc.
  • the controller unit determines time to collision, where time to collision is calculated by longitudinal relative distance and longitudinal relative velocity between the approaching vehicle and the subject vehicle.
  • rate of change of predicted position (R) is determined at time t sec, where rate of change of predicted position is determined by difference between predicted positions as determined at time t and t-tcycle.
  • the controller unit analyzes previous estimates crossing path of the approaching vehicle that is Pl (predicted position 1), based upon position of the approaching vehicle at t and t-tcycle and at S610, current estimated crossing positions of the approaching vehicles that is P2 (predicted position 2) based upon predicted position 1, ttc and R.
  • difference between predicted position P2 and predicted position Pl provides range of region in which the approaching vehicle overtakes the vehicle, i.e, range of lateral predicted position of the approaching vehicle.
  • the controller unit further simultaneously determines that whether the predicted position 1, of approaching vehicle, is positive and predicted position 2, of the approaching vehicle, is positive.
  • the controller unit determines whether the range of lateral predicted position is smaller than the predetermined range A- A’, where A- A’ is in range of 3 -5m, of lateral predicted position of the approaching vehicle. If the controller unit determines that the range of lateral predicted position is greater than the predetermined range of lateral predicted position of the approaching vehicle, then, at S620, the controller unit communicates both warnings signals to the alert indication unit.
  • controller unit determines at S617 that the range of lateral predicted position of the approaching vehicle is smaller than the predetermined range of the lateral predicted position of the approaching vehicle, then, at S618, the controller unit further determines whether rate of change of the lateral predicted position is smaller than predetermined value D, where for example D is 3m/sec, of rate of change of the predicted range of lateral positions. If the controller unit determines at S618 that the rate of change of the lateral predicted position is greater than predetermined rate of change of lateral predicted positions D, then, at S621, the controller unit activates/communicates both sides warning alert to the alert indication unit.
  • D 3m/sec
  • the controller unit determines at S618 that the rate of change of lateral predicted position is smaller than predetermined value D, where D is, for example 3m/s, rate of change of lateral predicted positions, then, at S619, the controller unit further determines whether predicted position Pl or predicted position P2 is greater than predetermined value E, where for example E is 3m, of predicted position of the approaching vehicle. If the controller unit determines that the value of the predicted position Pl or predicted position P2 is smaller than predetermined value of predicted position E of the approaching vehicle, then, at S622, the controller unit communicates no warnings.
  • the controller unit determines whether the predicted position 1 or predicted position 2 is smaller than the predetermined value F, where for example, F is 0.5m, of the predicted position of the approaching vehicle. If the controller determines at S623 that the predicted position 1 or predicted position 2 is smaller than the predetermined value F of the predicted position of the approaching vehicle, then, at S624, the controller unit communicates right warning signal to the alert communicating unit. The alert communicating unit communicates it to the rider though different means. If the controller determines at S623 that the predicted position 1 or predicted position 2 is greater than the predetermined range of the predicted position F of the approaching vehicle, then, at S625, the controller unit communicates both sides warning signals to the alert communicating unit.
  • F 0.5m
  • controller unit determines at S612, S613 that the predicted position 1 and predicted position 2 are positive, then, at S616, the controller unit determines that whether range of the lateral predicted position of the approaching vehicle is smaller than the predetermined range A-A’, where A- A’ is in range of 3 -5m, of the lateral predicted position of the approaching vehicle. If controller unit determines that the range of the lateral predicted position of the approaching vehicle is greater than the predetermined range of the lateral predicted position of the approaching vehicle, then at, S630, the controller unit activates/communicates both sides warning alert to the alert indication unit.
  • controller unit determines at S616 that the range of the lateral predicted position of the approaching vehicle is smaller than the predetermined range of the lateral predicted position of the approaching vehicle, then at S626, the controller unit further determines whether rate of change of lateral predicted position is smaller than predetermined value D, where D is for example, 3m/s, of rate of change of lateral predicted positions. If the controller unit determines at S626 that the rate of change of lateral predicted position is greater than predetermined value of rate of change of lateral predicted positions, then at S629, the controller unit activates/communicates both sides warning alert to the alert indication unit.
  • the controller unit determines at S626 that the rate of change of lateral predicted position is smaller than predetermined value of rate of change of predicted lateral positions, then, at S627, the controller unit further determines whether predicted position Pl or predicted position P2 is smaller than predetermined value E, where for example E is 3 m, of predicted position of the approaching vehicle. If the controller unit determines at S627 that the predicted position Pl or predicted position P2 is greater than predetermined value E of predicted position of the approaching vehicle, then, at S628, the controller unit communicates no warnings.
  • the controller unit determines whether the range of the predicted position 1 or predicted position 2 is greater than the predetermined value F, where for example, F is 0.5m, of the predicted position of the approaching vehicle. If the controller determines that the predicted position 1 or predicted position 2 is greater than the predetermined value F of the predicted position of the approaching vehicle, then, at S632, the controller unit communicates left warning signal to the alert communicating unit. The alert communicating unit communicates it to the rider though different means. If the controller determines at S631 that the predicted position 1 or predicted position 2 is smaller than the predetermined value F of the predicted position of the approaching vehicle, then, at S633, the controller unit communicates both sides warning signals to the alert communicating unit.
  • the controller unit determines at S612, S613 that the predicted position 1 is positive and predicted position 2 is negative, then, at S614, the controller unit communicates both warning signals to the alert indicating unit.
  • the alert indicating unit communicates both warning signals to the rider through different means.
  • the controller unit determines at S612, S613 that the predicted position 1 is negative and predicted position 2 is positive, then, at S615, the controller unit communicates both warning signals to the alert indicating unit.
  • the alert indicating unit communicates both warning signals to the rider through different means.
  • Fig. 7 illustrates different types alert indication unit as per one embodiment of the present invention.
  • at least one type of warning for example, either Level 1 warning or Level 2 warning or Level 3 is generated by the controller unit and is communicated to the rider through alert indication unit.
  • the level and direction of warning is varied depending upon inputs like time to collision of the vehicle, distance D of approaching vehicle and lane change intent by the rider.
  • the Level 1 warning is a lowest level warning.
  • the level 1 warning is a visual warning (704) which is generated by the controller unit and is communicated by the alert indication unit to the rider.
  • the Level 1 warning is generated by the controller unit when the approaching vehicle is in detection range of the sensor unit of the blind spot detection system. This type of warning is a lowest level of warning and is generated by the controller unit when the approaching vehicle is in blind spot of the vehicle and is safe distance from the vehicle.
  • the level 2 warning is a visual warning generated by the controller unit when the approaching vehicle is about to overtake/or overtaking the subject vehicle (100).
  • the Level 3 warning is generated by the controller unit when the speed of the approaching vehicle is high, and is about to overtake the vehicle (100).
  • the Level 3 warning is a visual 204a (704a) and haptic warning 204b (701, 702, 703, 705).
  • the alert indication unit communicates the rider to avoid lane change maneuver.
  • the one or more level of warning assists the rider in riding the vehicle safely in all types of traffic condition and also alerts the rider about status of the approaching vehicle.
  • These levels of warnings alert the rider beforehand and thus, increase the safety of the rider while riding the vehicle.
  • the embodiments of the present invention describes the potential modifications in the blind spot detection system which covers and eliminates the blind spot area and also provides different level of warnings along with direction of warning signals in different traffic condition in the vehicle hence, ensuring safety for the riders.
  • This facilitates the simple system which ensures the safety of the riders.
  • Alert Unit 204a LED Indicator

Abstract

La présente invention concerne un système de détection d'angle mort pour un véhicule. Le système de détection d'angle mort comprend une unité de capteur, un dispositif de commande et une unité d'indication d'alerte. L'unité de capteur comprend au moins un radar. Le capteur informe un conducteur concernant des obstacles s'approchant du véhicule dans une zone d'angle mort dans différentes conditions de trafic. Ainsi, la présente invention assure la sécurité du conducteur et évite un accident du véhicule.
PCT/IN2023/050076 2022-03-11 2023-01-24 Système de détection d'angle mort et procédé associé WO2023170703A1 (fr)

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IN202241013472 2022-03-11
IN202241013472 2022-03-11

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WO2023170703A1 true WO2023170703A1 (fr) 2023-09-14

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015107732A1 (fr) * 2014-01-14 2015-07-23 クラリオン株式会社 Dispositif d'alerte d'objet en approche du côté latéral arrière
WO2022024136A1 (fr) * 2020-07-27 2022-02-03 Tvs Motor Company Limited Système de détection d'alerte

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015107732A1 (fr) * 2014-01-14 2015-07-23 クラリオン株式会社 Dispositif d'alerte d'objet en approche du côté latéral arrière
WO2022024136A1 (fr) * 2020-07-27 2022-02-03 Tvs Motor Company Limited Système de détection d'alerte

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