• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The present invention relates to a method for assessing the risk of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes, comprising the step of: detecting (S1) the presence of vehicles approaching from behind the conductive vehicle. The method further comprises the steps of: based on indications concerning the distance of a particular lane in which the conductive vehicle is driven, determining (S2) the distance of at least one adjacent lane based on continuously determined reference positions of the conductive vehicle relative to said adjacent lane to determine a risk zone running The present invention also relates to a system for:. assess the risk of lane change when driving a leading vehicle on a roadway with at least two adjacent lanes, as well as a motor vehicle comprising such a system. The present invention also relates to a computer program and a computer program product (Fig. 6).
    公开号:SE1450387A1
    申请号:SE1450387
    申请日:2014-04-01
    公开日:2015-10-02
    发明作者:Jonny Andersson；Linus Bredberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1PROCEDURE AND SYSTEM FOR CHANGING THE RISK BEDROOM IN FRONT OF A LEADING VEHICLE ON A ROAD WITH ATMINSTONE TWO NEXT CORFALTECHNICAL FIELDThe invention relates to a method for risking coral change when driving a conductive vehicle on a lane with at least two adjacent corals according to the preamble of claim 1. The invention relates to a system for risking coral change when passing a conductivevehicles on a lane with at least two adjacent corphal. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.
    BACKGROUNDWhen driving a vehicle on a lane with at least two adjacent corphal medic & corphthal change, there is a risk in the event that a vehicle behind approaches in the adjacent lane to which change is to take place. From a traffic safety point of view, there is therefore a need for the risk factors to change corphalt in the event of a leading vehicle approaching from behind.
    For this breath, a so-called blind spot spot is used according to a variant.warning system. Such a system warns or intervenes in other ways when the own vehicle is about to steer out into an adjacent coral where a vehicle approaching from behind the vehicle is or will be at a near time. This is normally accomplished by a backward radar such asdetects vehicles in adjacent coral, where it is assumed that the leadingthe vehicle and the vehicle approaching behind the leading vehicle are driven mainly straight ahead along the carriageway.2The assumption that the leading vehicle and the leading vehicle in the adjacent coral approaching vehicle will drive straight ahead may lead to false or no warnings.
    On scales with several corphals, the curvature of the lane can lead to onesuch a blind-spot warning system intervenes in onOdan when one from behinddriving vehicle that is near the leading vehicle sideways but the spirit is more than a coral away. Fig. 1a illustrates this problem. In the same way, a vehicle on the road with several corals which from behind approaches a leading vehicle that is far Than the leading vehicle sidewaysconstitute a hazard in an inner curve without that system detecting the hazard. Fig. 1billustrates this problem.
    US2003025597 discloses a system for assistance with coral change daysthe line markers' positionhoskOrfaltmemoreras, wherebycoral position history is determined to determine vehicle position.
    OBJECT OF THE INVENTIONAn object of the present invention is to provide a method and a system for the risk of coral change when driving a conductive vehicle on a lane with at least two adjacent corphts whichminimizes the risk of incorrect yarning as there is no risk of coral replacement andabsent yarning then risk of coral replacement exists.
    SUMMARY OF THE INVENTIONThese and other objects, which will become apparent from the following description,achieved by means of a method, a system, a motor vehicle, acomputer programs and a computer program product of the kind initially indicated, which further have the features specified in the jug-drawing part of3attached independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.
    According to the invention, the objects are achieved with a method for assessing the risk of coral change when driving a conductive vehicle on a lane withat least two adjacent corals, comprising the steps of: detecting the occurrence of the vehicle approaching from behind the conductive vehicle, further comprising the steps of:reference positions of the conductive vehicle relative to said adjacentcorphthal to establish a risk zone running in said adjacent corphthal back from said conductive vehicle a certain distance, and to take the occurrence of a vehicle approaching from behind the conductive vehicle in said risk zone as a basis for warning of coral change. By salundaestablish relevant risk zones minimizes the risk of incorrect yarning then the risk ofcorphalt replacement is not available and there is no lack of yarning as there is a risk of coral replacement - Forel igger.
    According to one embodiment of the method, the reference positions are determined continuously at predetermined intervals. This makes it possible and efficientpredictable determination of risk zone.
    According to one embodiment of the method, the intervals are stretch intervals along the vehicle's vessel. This enables efficient and predictable determination of the risk zone regardless of the vehicle's speed.
    According to one embodiment of the method, the intervals are time intervals. Harigenomenables efficient and predictable identification of risk zones that are easy toastadkomma.
    According to one embodiment, the method comprises the step of determining the stretching of said adjacent coral based on parameters relating to the travel of the conductive vehicle, which parameters include that of the conductive vehicle.4gear angle speed and velocity. This enables an efficient way to accurately and precisely determine risk zones where cornering of the leading vehicle and consequently adjacent corrugation of the corrugation and curvature is effectively recreated at the risk zone.
    According to one embodiment of the method, said determination includesstretching of said adjacent corphal determination of distance relative to the conductive vehicle.
    According to one embodiment of the method, the line with which said risk zone lOper is baked in said adjacent corphthal Than said leadingvehicle to exceed the rack width for the detection of said from behind the conductive vehicle approaching the vehicle. This ensures that action such as repair is taken on a saloon-detected vehicle that is in the risk zone as soon as the vehicle is detected.
    The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.
    DESCRIPTION OF FIGURESThe present invention will be better understood by reference to the following detailed description of the drawings taken in conjunction with the accompanying drawings, in which like reference numerals appear in equal parts throughout the many views, and in which:Figs. 1a and 1b schematically illustrate the driving of a conductive vehicle on a lane with at least two adjacent corals, where a vehicle approaching from behind the conductive vehicle is detected according to prior art;Fig. 2 schematically illustrates a motor vehicle according to an embodiment ofpresent invention;Fig. 3 schematically illustrates a block diagram of a system for risk assessing coral change when driving a conductive vehicle on a lane with at least two adjacent corals according to the present invention;Fig. 4 schematically illustrates the driving of a conductive vehicle on onecarriageway with at least two adjacent corphalt, where reference positions relative to the vehicle adjacent corphalt are determined;Figs. 5a and 5b schematically illustrate the driving of a conductive vehicle on a lane with at least two adjacent corals, where from behind itthe conductive vehicle approaching the vehicle is detected according to a form of operation ofThe present invention;Fig. 6 schematically illustrates a block diagram of a method for risk assessing the change of corrugation when driving a conductive vehicle on a lane with at least two adjacent corphalt according to the present invention.invention; andFig. 7 schematically illustrates a computer according to an embodiment of the present invention.
    KAND TECHNIQUEFigs. 1a and 1b schematically illustrate the driving of a conductive vehicle 1 paa lane R1, R2 with at least two adjacent corphts L1, L2, L3, where a vehicle 2 approaching from behind the conductive vehicle 1 is detected by radar according to prior art.
    In Fig. 1a, a conductive vehicle 1 is driven on a wagon R1 with three coralL3, where the wagon R1 is pregnant. Vehicle 1 travels in the inner corrugated L3. Onefrom behind the conductive vehicle 1 approaching vehicle 2 is detected by means of radar means with a certain range providing a from the left side of6the conductive vehicle and in its direction of travel substantially straight backward directed detection area A1. A so-called blind-spot warning system then assumes that a vehicle detected in a zone ZA1 runs straight back and at a distance corresponding to the distance from the conductive vehicle to the adjacent coral L2poses a threat whereby yarning is activated yid kOrfaltsbyte. In this case, it entailsthe curvature of the lane that the rear-approaching vehicle 2 located in the outer corphlet Li is detected and yarning is activated. In this case, the blind-spot warning system intervenes in the evil, as the vehicle 2 approaching from behind is located next to the conductive vehicle 1 laterally butis more than a coral away.
    In Fig. 1b, a conductive vehicle 1 is driven on a wagon R1 with two coral L1, L2, where the wagon R1 conveys. Vehicle 1 travels in the outer coral L1. A vehicle 2 approaching from behind the conductive vehicle 1 is detected by radar means with a range of yiss producing one from the Niger side of the conductivethe vehicle and in its direction of travel mainly straight backward directed detection area A2. A so-called blind-spot yarning system then assumes that a vehicle detected in the detection area but determined not to be in a zone ZA2 running straight back on a stand corresponding to the distance from the leading vehicle to the adjacent coral L2 does not pose a threat whereby noyarning is activated. In this case, the curvature of the lane causes itfrom behind approaching the vehicle 2 which is in the inner corphlet Li is not considered to approach in an adjacent corphthal. Haryid does not intervene in the blind spot warning system as the vehicle 2 approaching from behind is located near the conductive vehicle 1 in the adjacent corridor, which constitutes a traffic hazard.
    DESCRIPTION OF EMBODIMENTSIn this case, the term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a7non-physical wiring, such as a wireless connection, such as a radio or microwave hose.
    Does he refer to the term "adjacent corphalt" to adjacent corphalt for vehicles traveling in the same direction, ie. in the form of adjacent filesVehicles travel in the same direction usually occur on larger roads such as motorways, as well as to adjacent corals for traffic in the opposite direction, ie adjacent lanes where there is oncoming traffic in the adjacent lanes and where detours can take place.
    Hari hanfOr consequently the term "cradle with at least twoadjoining coral "to which heist lumbar cradle with adjoiningCorrect as defined above. The term "carriageway with at least two adjacent corphalt" may consequently include a larger carriageway such as a motorway with two or more adjacent corals in the form of adjacent lanes for travel in the same direction, carriageway with two adjacent corphals for travel inopposite direction, ie adjacent corphalt where it is in the adjacent corphaltthere will be oncoming traffic and where overtaking can take place.
    Fig. 2 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively be a bus or apassenger car. The vehicle includes a system I to assess the risk of coral replacementdriving a conductive vehicle on a lane with at least two adjacent corphthal according to the present invention.
    Fig. 3 schematically illustrates a block diagram of a system I for risk assessing coral change when driving a conductive vehicle on a lane with at least two adjacent corphts according to an embodiment of the present invention.
    System I comprises an electronic control unit 100.8System I includes means 110 for detecting the presence of a conductive vehicle approaching from behind. The means 110 for detecting the presence of a vehicle approaching from behind a conductive vehicle may include any suitable sensor means.
    The means 110 for detecting the presence of a conductive vehicle from behindAccording to a variant, driving vehicles comprise radar means. The means 110 for detecting the presence of from behind a conductive vehicle includes approaching vehicles according to a variant camera means. The means 110 for detecting the occurrence of from behind a conductive vehicle approaching vehicle includesaccording to a variant lidarorgan. The means 110 for detecting the occurrence offrom behind a conductive vehicle itself approaching vehicle includes according to a variant laser scanner means.
    The means 110 for detecting prior art from behind a conductive vehicle approaching vehicle includes sensor means for detection on each sideabout the conductive vehicle for facilitating the detection of the presence of from behind the conductive vehicle approaching vehicles in the corphal to the right of the vehicle and in corphal to the left of the vehicle. The conductive vehicle includes the means 110 for detecting the presence of rearwardly approaching vehicles from the conductive vehicle.
    The means 110 for detecting the presence of a conductive vehicle from behindapproaching vehicle includes a part for determining whether a detected vehicle approaches the leading vehicle, i.e. whether the detected vehicle has a higher relative speed than the conductive vehicle.
    System I comprises means 200a for drawing on the basis of indicationsin a particular corphthal in which the conductive vehicle is driven to determinestretching of at least one adjacent corphthal based on continuously determined reference positions of the conductive vehicle relative to said adjacent corphalt to determine a risk zone running in said adjacent corphthal back from the conductive vehicle a certain distance.9Accordingly, system I includes means 200 for determining a risk zone running in said adjacent corphalt backed from the conductive vehicle a standing distance. The means 200 for determining a risk zone comprises the means for determining the tension of said adjacent corphalt.
    The means for determining the stretch 200a of said adjacent corphalt comprises means 210 for continuously determining reference positions of the conductive vehicle relative to the adjacent corphalt to the corrugated of the conductive vehicle.
    The system I then comprises means 210 for continuously determiningreference positions of the conductive vehicle relatively adjacent coral tothe correlation of the leading vehicle.
    The means 210 for continuously determining reference positions of the conductive vehicle relatively adjacent corphalt includes means 212 for continuously determining the reference positions at predetermined intervals.
    According to one embodiment, the predetermined intervals are stretched intervals.
    Accordingly, according to this embodiment, the means 210 for continuously determining the reference positions of the conductive vehicle relatively adjacent corphalt comprises means 212a for continuously determining the reference positions at predetermined stretch intervals. The stretch intervals are calculated according to a variant ofpredetermined distance / distances traveled by the leading vehicle, where the respective distance / distance is the same / the same. The means 210 for determining the reference position is in this case arranged to continuously determine the reference position after each such distance / such a distance.
    According to one embodiment, the predetermined intervals are time intervals.
    The means 210 for continuously determining the reference positions of the conductorthe vehicle relatively adjacent corphalt according to this embodiment consequently comprises means 212b for continuously determining the reference positions at predetermined time intervals. The time intervals are based on predetermined time intervals that the leading vehicle has traveled, where the respective time intervals arethe same. The means 210 for determining the reference position is hereby providedto continuously determine the reference position after each such time interval.
    The means 210 for continuously determining reference positions of the conductive vehicle relative to adjacent corphalt comprises means 214 for determiningparameters regarding the travel of the leading vehicle. Parameters regarding the travel of the leading vehicle include the turning angular velocity and speed of the leading vehicle.
    The means 210 for determining the stretching of said adjacent corphalt consequently comprises means 214 for determining parameters regarding thethe lead of the leading vehicle, which parameters include that of the leading vehiclegear angle speed and velocity.
    Accordingly, the system I comprises means 200a for determining the tension of said adjacent coral based on parameters relating to the travel of the conductive vehicle, which parameters include the conducting of the conductive vehicle.gear angle speed and velocity.
    Turning angle velocity is used as a basis for determining whether and to what extent the corphalt in which the conductive vehicle is driven converts, assuming that adjacent corphalt has a corresponding curvature.
    The means 214 for determining parameters regarding the conductive vehicletravel includes means 214a for determining the yaw angular velocity of the conductive vehicle. The means 214a for determining gear angular velocity includes at least one gyro.
    The means 214 for determining parameters regarding the conductive vehicletravel includes means 214b for determining the conductive vehiclespeed. The means 214b for determining the speed of the vehicle comprises a speed feeding means of the vehicle.11The means 210 for continuously determining reference positions of the conductive vehicle relatively adjacent corphalt comprises according to a variant navigation means 214c including position data for the current position of the vehicle, as well as map data including information about the curvature of the currentfardvag. The means 214 for determining parameters regarding the travel of the conductive vehicle comprises said navigation means 214c.
    The navigation means 214c can be used as a complement to the means 214a for determining the angular velocity for redundancy. Determination of yaw angle velocity For determining whether the corrugated field can be affected bytilts of the conductive vehicle, where the information Than the navigating means 214c concerning the curvature of the corphthal can be used to avoid incorrect judgments due to such tilts. The navigation means 214c can also be used instead of the means 214a to determine gear angular velocity.
    Accordingly, according to a variant, the means 210a for determining the stretching of the said adjacent corphalt comprises, among other means, navigation means 214c including position data for the current position of the vehicle, as well as map data including information about the curvature of the current carriageway.
    System I includes means 214a for determining the yaw angular velocity of the conductive vehicle 20.
    System I includes means 214b for determining the speed of the conductive vehicle.
    System I includes said navigation means 214c.
    The means 210 for continuously determining reference positions of the conductorthe vehicle relatively adjacent corphalt includes means 216 for determiningdistance relative to the leading vehicle.
    The means 216 for determining distance relative to the conductive vehicle includes means 216a for determining line markings of adjacent12corial. The means 216a for determining line markings of adjacent corphalt includes sensor means such as camera means. The means 216 for determining distance relative to the conductive vehicle includes, according to a variant, sensor means. Said sensor means according to a variant include camera means.
    The means 216 for determining the distance relative to the conductive vehicleincludes, according to a variant, means 216b for determining virtual line markings of adjacent corals.
    The means 216b for determining virtual line markings of adjacent corphalt includes means for determining the corial width of corphalt in whichleading vehicles travel and / or adjacent corphal.
    According to a variant, the means for determining the width of the coral includes navigation means including map data with information about the width of the coral of the current carriageway, type of carriageway, and information about the current position of the vehicle. The means of navigation may be the means of navigation 214c.
    According to a variant, the means for determining the width of the coral includes sensor meansto determine the corphalt width of the corphalt in which the conductive vehicle is traveling, where according to a variant the corphalt width of the adjacent corphalt is assumed to be the same as the corphalt in which the conductive vehicle is traveling. The means for determining the width of the corrugation comprises according to a variant in advancestored information regarding corphalt width, which information can be stored inthe electronic control unit 100.
    System I comprises means 100, 120 for taking the occurrence of a vehicle approaching from behind the conductive vehicle in the said risk zone as a basis for taking action in the event of a corphalt change.
    System I comprises means 120 for taking action in the event of a fixed occurrenceof a vehicle approaching from behind the leading vehicle in said risk zone.
    The means 120 for taking action comprises, according to one embodiment, means 122 for warning of the change of coral at such an occurrence. The means 122 for att13The warning for corrosion change can consist of any suitable warning means such as visual warning means, audible warning means and / or tactile warning means. According to a variant, the visual warning means comprises a display unit and / or a flashing unit or the like. The audialthe warning means includes yarning in the form of voice message and / or yarningin the form of audible alarms. The tactile warning means includes the influence of the steering wheel in the form of vibration / movement and / or the influence of the vehicle seat in the form of vibration and / or the influence of the pedal such as the accelerator pedal or brake pedal.
    The means 120 for taking action comprises, according to one embodiment, means 124to prevent the conductive vehicle from changing coral or defending for itleading vehicle to change corphally at such a determined occurrence. The means 124 for preventing / defending the change of corphalt includes the influence of the steering gear of the conductive vehicle as a steering angle in the direction of the adjacent corphalt in which there is a risk. The means 120 for taking action includesaccording to a variant the electronic control unit 100.
    The electronic control unit 100 is signal connected to the means 110 for detecting the presence of a conductive vehicle approaching from behind via a line 11. The electronic control unit 100 is arranged via the line 11 to receive a signal from the means 110 representing vehicle data foroccurrence of the rear vehicle approaching the approaching vehicle.
    The electronic control unit 100 is signal-connected to the means 200 to determine a risk zone running in adjacent coral backed from the conductive vehicle a solid distance via a line 20. The electronic control unit 100 is arranged via the line 20 to receive a signal from the means 200representative risk zone data for established risk zone running in adjacentcorphally baked Than the leading vehicle.
    The electronic control unit 100 is signal connected to the means 200a to determine the stretching of said adjacent corphalt via a link 20a. The electronic control unit 100 is arranged via the link 20a to receive one14signal from the means 200a representing stretching data for stretching of adjacent corphalt to determine the risk zone baked from the conductive vehicle.
    The electronic control unit 100 is signal connected to the means 210 forcontinuously determine reference positions of the conductive vehicle relativelyadjacent corphalt to the corphalt of the conductive vehicle via a line 21. The electronic control unit 100 is arranged via the line 21 to receive a signal from the means 210 representing reference position data for reference positions for determining stretching of adjacent corals for determiningrisk zone baked from the leading vehicle.
    The electronic control unit 100 is signal connected to the means 212 means for continuously determining the reference positions at predetermined intervals via a line 22. The electronic control unit 100 is arranged via the line 22 to receive a signal representing the position 21 data representing the means 212continuously determine the reference positions at predetermined intervals, darthe interval may be stretch intervals determined by means 212a or time intervals determined by means 212b. In this case, reference position data is received for stretch intervals or time intervals via the line 22. According to a variant not shown, the electronic control unit 100 could receivereference position data for stretch interval Than means 212a via a lank andtime position reference position data Than means 212b via another lank.
    The electronic control unit 100 is signal connected to the means 214a for determining the yaw velocity of the conductive vehicle via a link 24a. The electronic control unit 100 is arranged via the link 24a to receive onesignal from means 214a representing gear angular velocity data for determining any curvature of the corphalt in which the conductive vehicle is traveling.
    The electronic control unit 100 is signal connected to the means 214b for determining the speed of the conductive vehicle via a link 24b. The electronicthe control unit 100 is arranged via the line 24b to receive a signal Than means 214b representing speed data for the speed of the conductive vehicle.
    The electronic control unit 100 is signal connected to the navigation means214c via and long 24c. The electronic control unit 100 is via the link 24carranged to receive a signal from the navigating means 214c representing map data for propagation of the corrugation field in which the conductive vehicle travels, including any curvature of the corrugation field.
    The electronic control unit 100 is signal connected to the means 216a fordetermine line markings of adjacent corals via a link 26a. Thethe electronic control unit 100 is arranged via the line 26a to receive a signal Than the means 216a representing distance data for distance to line markings of adjacent choruses.
    The electronic control unit 100 is signal connected to the means 216b fordetermine virtual line markings of adjacent corals via a link 26b.
    The electronic control unit 100 is arranged via the line 26b to receive a signal from the means 216b representing distance data for distance to virtual line markings of adjacent corphthal.
    The electronic control unit 100 is signal connected to the means 120 fortake action in the event of a fixed occurrence of a rear view of the leading vehicleapproaching the vehicle in said risk zone via a line 12. The electronic control unit 100 is arranged via the line 12 to send a signal to the means 120 representing action data including warning data for the occurrence of coral change for the conductive vehicle and / or obstacle data forprevent coral change in the conductive vehicle.
    The electronic control unit 100 is arranged to process the saidreference position data, gear angle velocity data, velocity data, iwhere applicable, map data, aystands data for line markings / virtual line markings for determining risk zone data for risk zone running in16adjacent coral back Than the conductive vehicle, and to compare risk zone data with said vehicle data for occurrence of the rear of the conductive vehicle approaching vehicle to determine whether the vehicle approaching from behind the conductive vehicle is present in said risk zone. About itfrom behind the leading vehicle approaching the vehicle is found in the namerisk zone, the electronic control unit is arranged to send action data including warning data for the occurrence of coral change of the conductive vehicle and / or obstacle data to prevent / defend the change of coral of the conductive vehicle to the means 120.
    The reference positions are determined by the means 210 in order to be continuousdetermine reference positions. The means 210 for continuously determining reference positions is determined according to one embodiment by the following equations:D (t) = D (t1) - cos (ts * uo) * ts * v (1)D (t) = Dy (t-t) - sin (ts * uo) * ts * v (2)x-direction refers to the positive value in the direction of the leading vehicle, y-direction refers to the positive value to the left in the direction of the leading vehicleIn equations (1) and (2) above: D is the distance [m] to line marking from a reference point of the conductive vehicle 1, where such a reference point ofthe conductive vehicle may, for example, be the center point of the rear axle, the center point of the front axle, the center point of the vehicle front or equivalent, the speed of the conductive vehicle [m / s], the turning angle of the conductive vehicle (rad / s), and the sampling time for updating reference positions.
    When continuously determining the reserve positions with predetermined stretch intervals, a new reference position is created regularly after a predetermined distance.17When the reserve positions are determined continuously with predetermined time intervals, a new reference position is created regularly after a predetermined time.
    Fig. 4 schematically illustrates the driving of a conductive vehicle 1 on a lane R1 with three adjacent corphts L1, L2, L3, where reference positions relative to the vehicle adjacent corphthal are determined.
    Fig. 4 illustrates a set of reference positions DLA1, DLB1; DLA2, DLB2, DLA3, DLB3; DLA4, DLB4 determined by equations (1) and (2) above. Reference positions DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 according to Fig. 4has been determined by a system I according to the present invention.
    A suitable number of N reference positions DLA1, DLB1 is produced; DLA2, DLB2, DLA3, DLB3; DLA4, DLB4 in the form of reference points DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4. Distance to line markings M1, M2 is fixed for the line marking M2 immediately to the left of the leading vehicle 1 andnext line marking M1 to the left, ie. the line markings M1 M2 defining adjacent corphalt L2 to the corphalt L3 in which the conductive vehicle 1 travels. This takes place continuously, whereby the oldest reference positions are overwritten when the desired number of N reference positions has been determined. The reference positions DLA1, DLA2, DLA3, DLA4 representcontinuously fixed distance to line markings M2 indivisible to leftabout the leading vehicle 1 and the reference positions DLB1, DLB2, DLB3, DLB4 the line markings M1 to the left of the line markings M2. This is determined by means of the reference positions DLA1, DLB1; DLA2, DLB2; DLA3, DLB3; DLA4, DLB4 continuously a risk zone as shown in Fig. 5a.
    Fig. 5a schematically illustrates advancement in the direction of the arrow P1 of a conductorvehicle 1 on the lane R1 according to Fig. 4 with three adjacent corphts L1, L2, L3 based on the continuously determined reference positions. The lane R1 and the scenario correspond to that illustrated in Fig. 1a. with the corresponding detection area Al. Has established a risk zone Z1 based on continuous18established reference positions. By means of the system I according to the present invention, the detected from behind the conductive vehicle 1 in the direction of the arrow P2 approaching the determined vehicle 2 is not located in the determined risk zone Z1, whereby no action is taken in case of corphal change, unlike Thankand technique where onoclig yarning occurs at coral change.
    Fig. 5b schematically illustrates driving in the direction of the arrow P1 of a conductive vehicle 1 on a lane R1 with two adjacent corals L1, L2 where a vehicle 2 approaching from behind the leading vehicle 1 driving in the direction of the arrow P2 is detected according to an embodiment of the present invention. .
    The lane R2 and the scenario correspond to that illustrated in Fig. 1b with the corresponding detection area A2. Has established a risk zone Z2 based on continuously established reference positions. By means of the system I according to the present invention, the detected from behind the conductive vehicle 1 is determined in the direction of the arrow P2 approaching the vehicle 2 to be in theestablished risk zone Z2, whereby action is taken in the event of a change of coral, in contrastfrom a state of the art where no yarning occurs when changing coral.
    As is apparent from Figs. 5a and 5b, the distance Zia, Z2a with which said risk zone Z1, Z2 is arranged to loop backwards in said adjacent coral L2 from said conductive vehicle 1 is set to exceed the rack width A1, A2a forthe detection of said from behind the conductive vehicle 1 itself approaching the vehicle 2.
    Fig. 6 schematically shows a block diagram of a method for changing the risk of coral asphalt when driving a conductive vehicle on a lane with at least two adjacent corphalt according to an embodiment of the present invention.
    According to one embodiment, the method for risk-assessing the change of corphalt when driving a conductive vehicle on a lane with at least two adjacent corphalt comprises a first step S1. In this step, the approach of the vehicle approaching from behind the detecting vehicle is detected.19According to one embodiment, the method for risk assessing coral change when driving a conductive vehicle on a lane with at least two adjacent corals comprises a second step S2. In this step, based on indications concerning the tension of a particular corphalt in which the conductive vehicle is determinedstretching is performed at at least one adjacent corphalt based on continuously established reference positions of the conductive vehicle relative to said adjacent corphalt to determine a risk zone running in said adjacent corphalt behind said conductive vehicle a fixed distance.
    According to one embodiment, the method for risk assessing involves coral replacementwhen driving a conductive vehicle on a lane with at least two adjacent corals a third step S3. In this step, the occurrence of a vehicle approaching from behind the leading vehicle in the said risk zone is taken as a basis for warning of the change of coral.
    Referring to Fig. 7, a diagram of an embodiment of a device is shown500. The control unit 100 described with reference to Fig. 3 can in oneThe device 500 includes a non-volatile memory 520, a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 of a computer program, such as an operating system, is stored to control the functionof the device 500. Furthermore, the device 500 comprises a bus controller,a serial communication port, I / O means, an ND converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for risking coral change when driving a conductive vehicle on a lane with at least two adjacent corals according to the innovative procedure. The program P includes routines for detecting the presence of rear-approaching vehicles approaching from behind the conductive vehicle. The program P includesroutines for, on the basis of information concerning the tensioning of a particular coral inwhich the conductive vehicle is advanced to determine the stretching of at least one adjacent corphalt based on continuously established reference positions of the conductive vehicle relative to said adjacent corphthal to determine a risk zone running in said adjacent corphalt behind Thansaid leading vehicle a standing distance. Program P includes routinesto take the occurrence of a vehicle from behind the leading vehicle in the said risk zone as a basis for warning of coral change. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain functionit should be understood that the data processing unit 510 executes a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 viaa data bus 515. The non-volatile memory 520 is for communicationwith the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599,for example the links connected to the control units 200; 300 connected.
    When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. The received signals on the data port 599 canis used by the device 500 to detect the presence of rear-end vehicles approaching from behind the conductive vehicle. The received signals on the data port 599 can be used by the device 500 to determine, based on indications, the stretching of a particular corphthal in which the conductive vehicle is advanced, the stretching of at least one adjacent corphaltbased on consecutively established reference positions of the leading21the vehicle relative to said adjacent corphalt to determine a risk zone running in said adjacent corphal behind a said distance from said conductive vehicle. The received signals on the data port 599 may be used by the device 500 to detect the occurrence of athe vehicle is approaching vehicles in the said risk zone as a basis for warning of a change of coral.
    Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 which the Icor program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program,procedures described herein.
    The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications andvariations to be apparent to those skilled in the art. The embodiments have been selected anddescribed in order to best explain the principles of the invention and its practical applications, and thereby enable a person skilled in the art to understand the invention for different embodiments and with the various modifications which are suitable for the intended use.22
    权利要求:
    Claims (17)
    [1]
    A method for the risk of coral change when driving a conductive vehicle (1) on a lane (R1, R2) with at least two adjacent corphalt (L1, L2, L3), comprising the step of: detecting (Si) occurrence of from behind the conductive the vehicle (1) approaching vehicle (2), characterized by the steps of: based on indications concerning the stretching of a particular corphthal in which the conductive vehicle (1) is performed, determining (S2) the stretching of at least one adjacent corphthal based on consecutive fixed reference positions (Dbm DLB1; DLA23 DLB2; DLA33 DLB3; DLA43 DLB4) of the conductive vehicle relative to said adjacent coral to determine a risk zone (Z1, Z2) running in said adjacent corphal backed from said conductive vehicle (1) a certain distance, and to take ( S3) Occurrence of a vehicle (2) approaching from behind the conductive vehicle (1) in the said risk zone (Z1, Z2) as a basis for taking action in the event of a corphalt change.
    [2]
    The method of claim 1, wherein the reference positions (DLA13 DLB1; DLA23 DLB2, DLA33 DLB3; DLA4, DLB4) are determined consecutively at predetermined intervals.
    [3]
    A method according to claim 2, wherein the intervals are stretch intervals along the vehicle's carriageway.
    [4]
    The method of claim 2, wherein the intervals are time intervals.
    [5]
    A method according to any one of claims 1-4, comprising the step of determining the stretching of said adjacent corphalt based on parameters relating to the advance of the conductive vehicle (1), which parameters include the angular velocity and velocity of the conductive vehicle.
    [6]
    The method of claim 5, wherein said determining the tension of said adjacent corphalt involves determining the distance relative to the conductive vehicle. 23
    [7]
    A method according to any one of claims 1-6, wherein the distance (Zia, Z2a) with which said risk zone (Z1, Z2) runs baked in said adjacent corphalt (L2) -Iran said conductive vehicle (1) is set to Exceed the rack width (Ala , A2a) for the detection of the said from behind the conductive vehicle (1) approaching the vehicle.
    [8]
    A system for the risk of coral change when driving a conductive vehicle (1) on a lane (R1, R2) with at least two adjacent corals (L1, L2, L3), comprising means (110) for detecting the presence of from behind the conductive the vehicle itself approaching vehicle, characterized by means (200) for determining a risk zone (Z1, Z2) running in said adjacent coral backed from said conductive vehicle a certain distance, comprising means (200a) for based on indications concerning the stretching of a certain corphthal in which the conductive vehicle is advanced to determine the tension of at least one adjacent corphalt including means (210) for continuously determining reference positions (DLA1, DLB1; DLA23 DLB2; DLA33 DLB3; DLA4, DLB4) of the conductive vehicle relative to said adjacent fixed coral. risk zone (Z1, Z2), and means (120) for taking the occurrence of a vehicle (2) approaching from behind the conductive vehicle (1) in the said risk zone (Z1, Z2) as a basis for to take action when changing coral.
    [9]
    The system of claim 8, wherein the means (210) for determining the reference positions (DLA13 DLB1; DLA23 DLB2; DLA33 DLB3; DLA4, DLB4) comprises means (212) for continuously determining the reference positions (DLAi, DLB1; DLA2, DLB2; DLA3 , DLB3; DLA4, DLB4) at predetermined intervals.
    [10]
    The system of claim 9, wherein the intervals are stretch intervals along the vehicle lane 25.
    [11]
    The system of claim 9, wherein the intervals are time intervals.
    [12]
    A system according to any one of claims 8-11, comprising means (200a, 214) for determining the tension of said adjacent coral based on 24 parameters relating to the advance of the conductive vehicle, which parameters include the angular velocity and velocity of the conductive vehicle.
    [13]
    The system of claim 12, wherein said means (200a) for determining tension of said adjacent corphalt includes means (216) for determining distance relative to the conductive vehicle.
    [14]
    A system according to any one of claims 8-13, wherein the track (Zia, Z2a) with which said risk zone (Z1, Z2) runs backwards in said adjacent corphalt (L2) from said conductive vehicle (1) is set to exceed the rack width (Ala, A2a) for the detection of the said from behind the conductive vehicle (1) approaching the vehicle.
    [15]
    Motor vehicle comprising a system (I) according to any one of claims 8-14.
    [16]
    Computer program (P) for the risk of changing the coral when driving a conductive vehicle on a roadway at least two adjacent corals, wherein said computer program (P) comprises program code which, when caused by an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), the electronic control unit for performing the steps according to claims 1-7.
    [17]
    A computer program product comprising a digital storage medium which stores the computer program according to claim 16. 1/6 Kand technique / z R1r- / I. / ..7 Al P2 ZA1 2 ..... r J Ll L2 L3
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    法律状态:
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    SE1450387A|SE540272C2|2014-04-01|2014-04-01|Procedure and system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes|SE1450387A| SE540272C2|2014-04-01|2014-04-01|Procedure and system for risk assessment of lane change when driving a conductive vehicle on a roadway with at least two adjacent lanes|
    KR1020167029242A| KR20160134830A|2014-04-01|2015-03-23|Method and system to assess the risk of change of traffic lane during the driving of a leading vehicle on a roadway with at least two neighbouring traffic lanes method and system to assess the risk of change of traffic lane during the driving of a leading vehicle on a roadway with at least two neighbouring traffic lanes|
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