• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a system and method which determines the collision status of one or more adjacent vehicles. If a nearby vehicle has been involved in a collision, the response system can be triggered automatically. Responses may include warning the driver of the host vehicle and / or warning drivers of other vehicles or centralized networks through, inter alia, various methods, V2V or V21 communications. Responses may also include automatically triggering countermeasures in the host vehicle. (Fig.1)
    公开号:SE536100C2
    申请号:SE0950842
    申请日:2009-11-06
    公开日:2013-05-07
    发明作者:Stephen Samuel；Christopher Nave；Trent Yopp；Roger Trombley
    申请人:Ford Global Tech Llc；
    IPC主号:
    专利说明:

    [6] Systems and methods are provided to at least partially address one or more of the needs and desires that have not been addressed by prior systems and methods.
    [7] A system for determining the collision status of a nearby vehicle and responding is provided. The system includes a mechanism for detecting the presence and speed of a nearby vehicle. The system also comprises a control unit for determining the rate of change of the measured speed of these vehicles in a longitudinal direction, i.e. in the direction of travel of the nearby vehicle. The rate of change of speed (acceleration and deceleration) is compared with threshold values to determine the collision status of these nearby vehicles. If a vehicle or your vehicles have been involved in a collision, a signal is configured to trigger a response.
    [8] A method of avoiding a collision is also provided.
    [9] Figure 1 is an illustration of an example showing a host vehicle detecting and communicating the collision status of a nearby vehicle.
    [10] Figure 2 is an illustration of an example showing a host vehicle detecting and communicating the collision status of a nearby vehicle.
    [11] Figure 3 is an illustration of an example showing a host vehicle detecting and communicating the collision status of a nearby vehicle. 10 15 20 25 30 536 'IOÜ
    [12] Figure 4 is an illustration of an example showing a host vehicle detecting and communicating the collision status of a nearby vehicle.
    [13] Figure 5 is an illustration of an example showing a host vehicle detecting and communicating the collision status of a nearby vehicle.
    [14] Figure 6 is a fate diagram showing the logic for detecting the collision status and responding to the collision status. Figure 7 schematically shows a system for detecting a collision status and responding to the collision status.
    [16] Figure 1 shows a host vehicle 10 following two adjacent vehicles 20 and 30. All vehicles travel in the same direction. Finally, vehicles 20 and 30. In this example, the host vehicle 10 detects the collision status of vehicle 20 as positive for at least the reason that the longitudinal deceleration of vehicle 20 falls outside the predetermined threshold values. the host vehicle 10 then provides the driver of the host vehicle 10 with a warning as well as the other drivers such as the driver of the adjacent vehicle 40 in the detected collision. All known warning methods and mechanisms can be used to alert drivers to the collision.
    [17] Figure 2 shows a host vehicle 10 in the traffic on a curvy road where all vehicles travel in the same direction. Finally, vehicles 20 and 30 collide outside the visual area of the driver of vehicle 40. The host vehicle 10 determines that the collision status of vehicle 20 is positive based at least in part on the longitudinal deceleration of vehicle 20. The host vehicle 10 then provides the driver of the host vehicle 10 with a warning like the the other drivers as the driver of the nearby vehicle 40 in the collision detected. In Figure 2, the driver in vehicle 40 is alerted to a general danger when driving through V2V communications initiated by the host vehicle 10. In Figure 2, sensors and / or other equipment on the host vehicle have the ability to determine which roads are drivable on the curvy road. The figure shows that the road in which the collision took place is a non-drivable road and that the other two roads are accessible roads. In the non-limiting example, a system on the host vehicle 10 may determine that the längle furthest from the collision is a first choice as the preferred drivable path and that the file adjacent to the collision is a secondary choice as the preferred drivable path. The information on drivable carriageway can also be communicated to equipped vehicles 40 via V2V communications and / or to infrastructure using V2L communications.
    [18] In Figure 3, the host vehicle 10 travels in a direction 1 in the same direction as nearby vehicles 40. Vehicles 20 and 30 and nearby vehicles 45 travel in the opposite direction and are in a lane adjacent to the level 1 in which the host vehicle 10 travels. Vehicles 20 and 30 collide and the host vehicle 10 determines that the collision status of vehicle 20, on its side and rear but within the range of the sensor system is positive based at least in part on the longitudinal deceleration of vehicle 20. The figure shows that host vehicle 10 initiates V2V communications to nearby equipment vehicles 40 and 45 to notify them of the collision status of vehicles 20 and of the non-drivable road in their vicinity. The V2V message may also include that the road in which the host vehicle 10 is traveling has traffic and may also be a non-drivable road. In this way, the driver of vehicle 45 can make the assessment to brake, steer around or in some other way avoid driving into any of the non-driveable roads.
    [19] In Figure 4, the host vehicle 10 travels in front and in the same direction as vehicles 20 and 30. Adjacent vehicles 40 travel in the opposite direction in an adjacent fi 1. Vehicles 20 and 30 collide and the host vehicle 10 determines that the collision status of vehicle 20, at its rear, is positive based at least in part on the longitudinal acceleration of vehicle 20. It is shown that the host vehicle 10 initiates communication with the infrastructure using V2I communications and V2V. communications to nearby equipped vehicles 40 to notify it of the collision status of vehicle 20 and of the non-drivable road in its vicinity.
    [20] In Figure 5, the host vehicle 10 travels in the same direction as vehicles 20 and 30 in an fi 1 adjacent to vehicles 20 and 30. Vehicle 40 travels behind the host vehicle 10 in the same fi 1. Vehicles 20 and 30 collide and the host vehicle determines that the collision status of vehicle 20, on its side, is positive based at least in part on the longitudinal deceleration of vehicle 20.
    [21] Figure 6 shows an example of a fate diagram of a system for use in order to avoid colliding with one or more nearby vehicles which have been in a collision. All or some of the steps in Figure 6 can be implemented in specific commercial systems,
    [22] In the starting oval 100, a system can be turned on or off to detect if a collision has occurred near a host vehicle. That is, the host vehicle can nearby vehicles. be determined to determine the collision status of 10 15 20 25 30 536 100
    [23] The process step in box 104 shows that one or more sensors can be used to detect nearby vehicles and the för l positions of one or när your nearby vehicles. The presence of a nearby vehicle can be detected using a field of view system such as that described in patent document US 7,263,209, which in its entirety is incorporated herein. In addition, sensors comprising radar sensors and LIDAR sensors can be used for a host vehicle to detect the presence of a nearby vehicle (a vehicle within the field of view of at least one of the sensors) of a host vehicle. Other known sensor systems and methods for determining the distance between a host vehicle and a nearby vehicle are also conceivable. Nearby vehicles do not have to be in front of the host vehicle, they can be positioned in all directions from the host vehicle as long as the sensor system on the host vehicle has a field of view within which nearby vehicles are located.
    [24] The process step in box 108 shows the determination of the speed of the nearby vehicle. This step can be performed using any known method or system. The process step in box 110 shows the calculation of the longitudinal rate of change in speed (acceleration or deceleration) of detected nearby vehicles. This can be done by determining the speed of the detected nearby vehicle over predetermined time intervals.
    [25] The decision diamond 120 asks for determination whether the longitudinal acceleration or deceleration of the detected nearby vehicle falls outside a predetermined range. As is previously known, a nearby vehicle that has been in a collision can be substantially slowed down in its forward motion, stop, be sent in a backward direction, or be sent in a forward direction. Thus, the rate of change of the longitudinal velocity of a nearby vehicle can provide an indication of its collision status, if the rate of change in velocity is outside predetermined threshold values. Such thresholds may be calculated, acquired, recorded, modified and / or stored using any known method, mechanism, system or device.
    [26] If the determined acceleration or deceleration of a nearby vehicle is outside the predetermined limits of threshold values, a control unit may include logic that sets the collision status of the nearby vehicle to positive from a negative starting value. If it is determined that nearby vehicles have not been involved in a collision then the collision status remains negative and the system can return to start 100. If the collision status is positive then a control unit can include logic that causes a series of related determinations to be made. For example, process box 125 allows a determination of the location of each detected collision or collisions. Process box 125 also suggests that logic can be included to determine if a detected collision is primary or secondary. If multiple collisions are detected then the collisions can also be classified according to the level of risk presented to the driver of the host vehicle for prioritization.
    [27] If the collision status is positive, a controller causes a signal to be transmitted and trigger a response. As exemplified in decision diamond 127, the response to the detected collision or collisions can be arranged or prioritized according to the classification of the risk presented to the driver of the host vehicle.
    [28] A response to a positive collision status can also be tailored according to the location of the nearby vehicle or vehicles that have been involved in a collision. For example, if the collision status of a nearby vehicle that is in the direction of travel to the host vehicle is positive then a collision in the direction of travel is detected as shown in the conditions in hexagon 130. Thereafter, one or more of the responses in process box 135 may be initiated. The specific answers listed in process box 135 are examples only and are not intended as a limitation. For example, a general or specific warning may be issued to the driver of the host vehicle. The warning may be a haptic 10 15 20 25 30 535 '10U warning, an audible warning or a visual warning or a combination thereof.
    [29] Specific warnings may also be provided to alert drivers of other vehicles and / or to alert road users. For example, a specific warning of a particular collision may be transmitted from the host vehicle to alert drivers of other vehicles equipped to receive V2V communications. V2V is a technology designed to enable vehicles to "talk" to each other. V2V systems can use a bandwidth of 5.9 gigahertz, the unlicensed frequency that is also used by WiFi.
    [30] The specific V2V or V21 warning of the detected collision or collisions can be linked to the information on non-driveable roads, drivable roads and preferred roads. Through a non-limiting example, the warning may include a statement such as "SWITCH TO THE RIGHT FLL" or "AVOID LEFT FLL", or the warning may rank drivable roads as a first choice or second choice. V2V drivable communication can be particularly useful when other vehicles adapted to receive V2V information cannot see the host vehicle or collision involving nearby vehicles as shown in Figure 2. 10 15 20 25 30 535 100
    [31] General warnings can also be provided to alert drivers of other nearby vehicles of danger. For example, a general warning may originate from the host vehicle. The warning can be an audible warning or a visual warning or both. the warning can be as simple as activating the horn in the host vehicle, activating and illuminating the brake lights on the host vehicle or starting to flash the hazard warning lights on the host vehicle.
    [32] Other response systems can be triggered as shown in process box 135. For example, countermeasures can be used according to the characteristics of the detected collision or collisions. If a collision status is determined to be positive for a vehicle nearby in the direction of travel, an answer may be to automatically brake the host vehicle. Another response could be to pre-tighten seat belts or provide input data to an airbag trigger algorithm to alert the system to a potentially faster response when a collision occurs involving the host vehicle.
    [33] The response system can be tailored according to the physical locations of the vehicle or vehicles having a positive collision status. For example, if the control unit determines that a nearby vehicle behind or to the side of the host vehicle has been in a collision (conditions in hexagon 140), special response systems may be more useful than they would be if the collision had occurred against a nearby vehicle in front of or to the side of the host vehicle (conditions in hexagon 150). The answer in process box 145 can, among other things. be used when the accident or collision occurs behind the host vehicle or behind the host vehicle and also to the side of it. These responses include alerting the driver of the host vehicle, drivers of nearby vehicles about the accident and driving route information, and providing general alarms such as activation of the lights indicating danger and / or activation of the horn in the host vehicle. The answer may also include alerting road traffic systems using V2 |. Countermeasures can also be activated, but it is less likely to be necessary when there has been an accident that the host vehicle has already passed, as shown in the example in Figure 4.
    [34] The responses in process box 155 may, inter alia, be used where the accident or collision occurred in front of the host vehicle and / or to the side of the host vehicle. These responses include alerting the driver of the host vehicle, alerting drivers of nearby vehicles about the accident and driving route information, and providing general lanes such as activating the lights indicating danger and / or activating the horn in the host vehicle. The answer may also include alerting road traffic systems using V2 |. Countermeasures may be desirable when the accident occurs on the front or side of the host vehicle, as shown in the example in Figure 5.
    [35] Decision diamond 160 determines whether the host vehicle has responded to any detected or sensed collisions. If not, the logic returns to decision diamond 127 to address the remaining collisions. If all of the detected collisions have been addressed, the logic returns to the start oval 100.
    [36] The systems and methods described herein may be used in conjunction with other pre-collision sensor systems and warning countermeasure systems, and may share components and / or logic with said systems. For example, it is conceivable that a host vehicle with the systems described above may also use the methods and apparatus described in U.S. Patents. 6,188,940, 6,370,461, 6,480,102, 6,502,034, 6,658,355, 6,819,991, 6,944,543, 7,188,012, 7243,013 and 7,260,461 each of which is incorporated by reference in its entirety.
    [37] Figure 7 shows an illustrative schematic view of a system attempting to avoid a collision with a nearby vehicle that has been involved in a collision. Sensors 200 provide information on relevant data to controller 210 regarding the degree of proximity to the adjacent vehicle. As noted above, sensors 200 may be field of view based, radar, LIDAR or a combination of them. The control unit 210 includes logic for determining whether the degree of proximity to a nearby vehicle is greater than a predetermined threshold value. If the degree of proximity is too high, the collision status of the nearby vehicle is positive and the control unit 210 causes a signal to be sent to one or more of your response systems 220 as noted above. Response system 220 can alert the driver of the host vehicle and / or other vehicles and can initiate countermeasures. 536 100 11
    [38] While at least one embodiment of the appended claims has been described, those skilled in the art will recognize that the words used are words to describe and not words to limit. Many variations and modifications are possible without deviating from the scope and idea of the invention presented in the appended appended claims.
    权利要求:
    Claims (20)
    [1] 1. A system for determining a collision status of a vehicle and responding to same,the system comprising; (a) a mechanism for sensing a presence and a longitudinal speed of thevehicle; (b) a controller for determining the rate of change of the sensed speed of thevehicle and comparing same to threshold values to determine the collisionstatus of the vehicle; and (c) if the vehicle has been in a collision, a signal is conñgured to trigger a TCSPOTISC.
    [2] 2. The system of claim 1 wherein the mechanism is a sensing system that cornprises at least one of a radar sensor, a lidar sensor or a vision-based sensor.
    [3] 3. The system of claím 1 wherein the mechanism comprises vehicle-to-vehiclecommunications.
    [4] 4. The system of claím 1 wherein the response is a visual warning in the hostvehicle.
    [5] 5. The system of claím l wherein the response is an audible warning in the hostvehicle.
    [6] 6. The system of claím l wherein the response is as haptic warning in the hostvehicle. 11
    [7] 7. Atty Docket No.: 65080-0079/81182895
    [8] 8. PATENT7. The system of claim 1 wherein the response is to alert drivers of other vehicles ofthe collision status of the nearby vehicle via vehicle-to-vehicle communications.8. The system of claim l wherein the response is to alert drivers of other vehicles of the collision status of the nearby vehicle via setting the hazard lights of the host vehicle to on.
    [9] 9. The system of claim 1 wherein the response is to activate at least onecountermeasure.
    [10] 10. The systern of claim l further comprising: (d) if the vehicle has been in a collision, an apparatus for identifying non-drivable paths, drivable paths, and preferred drivable paths.
    [11] 11. The system of claim 10 further comprising a controller for selecting preferred drivable paths among available drivable paths.
    [12] 12. The system of claim 11 further comprising: (e) a signal configured to trigger anaudio or visual alert in the host vehicle that identifres one or more of non-drivable,drivable and preferred drivable path information.
    [13] 13. The system of claim 12 wherein the non-drivable, drivable and preferred drivablepath information is communicated via vehicle-to-vehicle or vehicle-to-infrastructurecommunication.
    [14] 14. A method of avoiding a collision, comprising: (a) determining a collision status of a vehicle based upon a change of speed of the nearby vehicle in a longitudinal direction; and 12 Atty Docket No.: 65080-0079/81182895PATENT (b) automatically responding to the collision status.
    [15] 15. The method of claim 14 wherein the automatically responding step comprises providing a visual warning to a driver of the host vehicle.
    [16] 16. The method of claim 14 wherein the automatically responding step comprises providing an audible warning to a driver of the host vehicle.
    [17] 17. The method of claim 14 wherein the automatically responding step comprises providing a haptic warning to a driver of the host vehicle.
    [18] 18. The method of claim 14 wherein the automatically responding step comprises providing a warning to drivers of other vehicles via vehicle-to-vehicle communications.
    [19] 19. The method of claim 14 wherein the automatically responding step comprisesproviding a warning to drivers of other vehicles via turning on hazard lights on the host vehicle.
    [20] 20. The method of claim 14 wherein the automatically responding step comprises applying at least one countermeasure. 13
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    法律状态:
    2019-07-02| NUG| Patent has lapsed|
    优先权:
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