WO2020210360A1 - Dispositif de commande électronique pour un véhicule et procédé pour réduire les détections faussement positives de feux de frein à main électronique - Google Patents

Dispositif de commande électronique pour un véhicule et procédé pour réduire les détections faussement positives de feux de frein à main électronique Download PDF

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Publication number
WO2020210360A1
WO2020210360A1 PCT/US2020/027273 US2020027273W WO2020210360A1 WO 2020210360 A1 WO2020210360 A1 WO 2020210360A1 US 2020027273 W US2020027273 W US 2020027273W WO 2020210360 A1 WO2020210360 A1 WO 2020210360A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
status
intelligent infrastructure
information
determining
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/US2020/027273
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English (en)
Inventor
Luis Javier DEL REAL IBANEZ
Ulrich STÄHLIN
Paul D BINGHAM
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Aumovio Systems Inc
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Continental Automotive Systems Inc
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Publication of WO2020210360A1 publication Critical patent/WO2020210360A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18159—Traversing an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/408—Radar; Laser, e.g. lidar
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/54—Audio sensitive means, e.g. ultrasound
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/06—Direction of travel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/20—Static objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system

Definitions

  • the disclosure relates to an electronic control system for a vehicle and a corresponding method for reducing electronic emergency brake light false-positive detections.
  • Electronic Emergency brake light (EEBL) Application warns drivers of vehicles if a vehicle in front of the vehicle stops abruptly, based on information, e.g. typically obtained through V2X communication, but also by a vehicle camera. In cities, traffic lights may be closely spaced resulting in braking vehicles on or directly behind an intersection due to blocking vehicles ahead which may result in ongoing driver warnings of an EEBL Application. A driver of a vehicle could be distracted or annoyed by these kinds of false-positive warnings.
  • One aspect of the disclosure provides an electronic control system supported by a first vehicle and configured to reduce false positive electronic emergency brake light detections.
  • the electronic control system includes data processing hardware, and memory hardware in communication with the data processing hardware.
  • the memory hardware stores instructions that when executed on the data processing hardware cause the data processing hardware to perform a method including operations.
  • the method includes receiving position information and status information from a second vehicle ahead of the first vehicle and determining a position and a status of the second vehicle based on the position information and the status information received from the second vehicle.
  • the method also includes receiving a position information and a status information from an intelligent infrastructure and determining the position and status of the intelligent infrastructure based on the received position information and status information from the intelligent infrastructure.
  • the method includes determining when to output a warning signal to a vehicle user interface or autonomous vehicle controller supported by the first vehicle based on the status of the intelligent infrastructure and the position of the intelligent infrastructure and the position of the second vehicle and the status of the second vehicle, the instruction signal causing the vehicle user interface to display a warning to a driver or causes the autonomous vehicle controller to adjust a vehicle behavior, e.g. to avoid a potential safety threat in particular with the second vehicle.
  • the electronic control system or method provide reduced false-positive detections by electronic emergency brake light applications.
  • a driver of a first vehicle is not distracted or disturbed or an autonomous vehicle controller to adjust a vehicle behavior is not triggered falsely by a warning signal of an electronic emergency brake light application if e.g. a stop signal indicating traffic light is in the direction of travel of the first vehicle located between the first vehicle and a decelerating or (hard-) braking vehicle ahead of the first vehicle.
  • the second vehicle may have braked or stopped on or after passing an intersection the traffic light is located at or assigned to, e.g. due to a blocking vehicle ahead of the second vehicle which also may have stopped due to a subsequent intersection traffic light.
  • a vehicle may be a motor vehicle, e.g. a car, a truck, a motorcycle, an electric vehicle or a hybrid vehicle, a water craft or an airplane.
  • a motor vehicle e.g. a car, a truck, a motorcycle, an electric vehicle or a hybrid vehicle, a water craft or an airplane.
  • the data processing hardware may be e.g. one or more processors, (micro)controllers, ASICs, FPGAs, digital signal processors, main processors, central processing units, multi-purpose processors or comparable hardware suitable for processing data. Accordingly, steps of the method respectively operations can be split and may be executed by different hardware and/or software components, e.g. different processors.
  • Implementations of the disclosure may include one or more of the following optional features.
  • the operations further include, determining a position of the first vehicle and determining a relative position of the intelligent infrastructure regarding the positions of the first vehicle and the second vehicle and determining when to output the warning signal based on the relative position of the intelligent infrastructure regarding the positions of the first vehicle and the second vehicle.
  • the operations further include, determining a functional attribution of the intelligent infrastructure to a traffic lane of a roadway and determine when to output the warning signal based on the functional attribution of the intelligent infrastructure to the traffic lane of the roadway and at least one selected from the group of the positions of the first vehicle, the second vehicle and the relative position of the intelligent infrastructure.
  • the operations further include, determining when to output the warning signal based on the relative position of the intelligent infrastructure being in a direction of travel between the first vehicle and the second vehicle.
  • the warning signal may be outputted if it is determined that the intelligent infrastructures functional attribution refers to the traffic lane the first vehicle and the second vehicle are driving on and the relative position of the intelligent infrastructure is between the first vehicle and second vehicle in their direction of driving.
  • the operations further include, determining when to output the warning signal based on if the status of the second vehicle indicates a deceleration or stop of the second vehicle.
  • the operations further include, outputting the warning signal when the status of the intelligent infrastructure does not indicate a stop signal and the status of the second vehicle indicates a deceleration or stop of the second vehicle and at least one selected from the group of the relative position of the intelligent infrastructure is in a direction of travel between the first vehicle and the second vehicle and the functional attribution of the intelligent infrastructure relates to the traffic lane of the roadway the first vehicle and the second vehicle are driving on.
  • the operations further include, outputting no warning signal (or not outputting the warning signal) when the status of the second vehicle indicates no deceleration or stop of the second vehicle or the status of the intelligent infrastructure indicates a stop signal, unless the relative position of the intelligent infrastructure is not in a direction of travel between the first vehicle and the second vehicle or the functional attribution does not relate to the traffic lane of the roadway the first vehicle and the second vehicle are driving on.
  • the operations further include, determining driving dynamics data of the first vehicle based on position information received by a position determination device or vehicle dynamics information determined by a vehicle determination device supported by the first vehicle; determining driving dynamics data of the second vehicle based on the received position information or driving dynamics information of the second vehicle; and determining if a potential safety threat is given based on the information suitable for the determination of driving dynamics data of the second vehicle and the driving dynamics data of the first vehicle.
  • the electronic control system includes at least one selected from the group of a wireless communication device, e.g. a Vehicle-to-X communication device, and a sensor device, e.g. a camera, wherein the operations further include receiving the position information and status information of the second vehicle based on information included by at least one selected from the group of a first vehicle-to-X message from the second vehicle and information regarding the second vehicle determined by the sensor; and receiving the position information and status information of the intelligent infrastructure based on information included by at least one selected from a group of a second vehicle-to-X message from the intelligent infrastructure and information regarding the intelligent infrastructure determined by the sensor; and communicating the position information and status information from the second vehicle and the position information and status information from the intelligent infrastructure to the processing hardware.
  • a wireless communication device e.g. a Vehicle-to-X communication device
  • a sensor device e.g. a camera
  • the position or status information of at least one selected from the group of the intelligent infrastructure and second vehicle may be received from a backend server or dynamic map information incorporating the information.
  • a traffic light may notify by at least one selected from the group of an indicating traffic light and vehicle-to-X communication.
  • the method is executed at least in part by an electronic emergency brake light (EEBL) application.
  • EBL electronic emergency brake light
  • the received information may be utilized by the first vehicle for the avoidance of outputting false-positive electronic emergency brake light detections.
  • the received position and status from the intelligent infrastructure may be included in a BSM message (Basic Safety Message), a MAP (Map Data) message or a SPaT (Signal Phase and Timing message) message.
  • BSM Basic Safety Message
  • MAP Map Data
  • SPaT Synignal Phase and Timing message
  • the intelligent infrastructure broadcasts the position or status information into its surroundings after receiving a vehicle-to-X message from the first vehicle or periodically. Alternatively or additionally the intelligent infrastructure transmits the information after reception of a vehicle-to-X message from the first vehicle to the first vehicle.
  • a computer program typically includes program coding means in order to perform all the steps of the indicated method if the computer program is run on the data processing hardware.
  • FIG. l is a schematic view of an exemplary vehicle that includes an electronic control system during a traffic situation
  • FIG. 2 is a schematic view of the electronic control system of FIG. 1;
  • FIG. 3 is a schematic view of an exemplary arrangement of operations for reducing EEBL false-positive detections based on the traffic situation shown in FIG.
  • a first vehicle supporting an electronic control system executing an EEBL application may utilize position and status information from an intelligent
  • the first vehicle supporting the electronic control system furthermore may determine a position and status of a second vehicle ahead in the direction of driving of the first vehicle. If it is determined that the second vehicle is decelerating and/or braking, e.g. by a perception of brake lights or the reduction of speed of the second vehicle by an environmental perception device, e.g. a camera, Radar and/or other environmental sensors, and/or by receiving at least one Vehicle-to-X (V2X) message from the second vehicle indicating the braking or stopping of the second vehicle.
  • V2X Vehicle-to-X
  • an electronic emergency brake light application of the first vehicle would usually reveal a potential safety threat, e.g. a potential collision of the first and the second vehicle, based on determined actual driving dynamics data of the first and second vehicle in particular if it is prognosed that the direction and speed of travel of the first vehicle would continue essentially unchanged.
  • the electronic control system of the first vehicle may determine that the intelligent infrastructure is located between the first vehicle and the second vehicle in their direction of driving and is functionally attributed to a lane of a roadway the first and second vehicle are driving on and is indicating a stop signal for the first vehicle and therefore currently a safety threat is not given. Hence, it may be concluded by the EEBL application that no warning to a driver of the first vehicle is provided.
  • a first vehicle 100 with an electronic control system 200 is approaching an intersection 132.
  • the vehicle 100 may be a motor vehicle, such as, but not limited to, a passenger motor vehicle, a commercial motor vehicle, a motorcycle, an electric motor vehicle or a hybrid vehicle.
  • a second vehicle 110 passing the intersection 132 and having a Vehicle-to-X communication device is ahead of the first vehicle 100.
  • the vehicle corresponding arrows indicate the directions of travel of the vehicles 100, 110 which are driving in the same directions on the same lane along the roadway 130.
  • the second vehicle 110 is decelerating or braking behind a third vehicle 120 which stopped after passing the intersection, e.g. due to a traffic jam ahead.
  • the first vehicle 100 may receive at least one Vehicle-to-X message from the second vehicle 110.
  • the vehicle-to-X message 112 may include position information and status information of the second vehicle 110.
  • the position information may be determined by a Position Determination Device (not shown), utilizing e.g. a Global Navigation Satellite System and/or Dead Reckoning, supported by the second vehicle 110.
  • the first vehicle 100 may determine its own position by a Position Determination Device 260, utilizing e.g. a Global Navigation Satellite System and/or Dead Reckoning, supported by the first vehicle 100.
  • an electronic emergency brake light application (EEBL) 226 of the first vehicle 100 may determine a potential safety threat if the direction and speed and deceleration or acceleration of travel of both vehicles 100, 110 would continue essentially unchanged.
  • an Intelligent Infrastructure 140 e.g. a traffic light
  • the Intelligent Infrastructure 140 broadcasts a vehicle-to-X signal/message 144 by a wireless Vehicle-to-X communication device 142.
  • the Intelligent Infrastructure V2X signal 144 may include positions information and status information included in, but not limited to SPaT messages and/or MAP-messages and/or BSM messages. The information may be indicative of a position of the Intelligent Infrastructure 140 and a status of the Intelligent Infrastructure 140, e.g. in case of a traffic light a stop signal S or go signal G for passing the intersection 132.
  • the first vehicle 100 includes an electronic control system 200 configured to reduce electronic emergency brake light false-positive detections of safety threats by the EEBL 226.
  • the electronic control system 200 includes a wireless
  • the electronic control system 200 includes a vehicle controller 220 that includes a computing device (processor or data processing hardware) 222 (e.g. central processing unit having one or more computing processors) in communication with non-transitory memory 224 (e.g., a hard disk, flash memory, random-access memory) capable of storing instructions executable on the computing processor(s) 222.
  • the controller 220 executes the EEBL 226 application which receives the vehicle-to-X message 112 from the second vehicle 110 by way of the wireless communication device 210.
  • the electronic control system 200 includes a signal interface 230.
  • the signal interface 230 may be part of the processor 222 (not shown). Alternatively, the signal interface 230 may be in communication with the controller 220.
  • the electronic control system 200 is configured to receive, at the wireless communication device 210, a (V2X-)signal or (V2X-)message 144 including position information and status information indicating a position and a status of the Intelligent Infrastructure 140 from the Intelligent Infrastructure 140 and provide the position information and status information 144 to the processor 222, and evaluate, by the processor 222, the position and status of the Intelligent infrastructure 140 based on the received information 144.
  • the electronic control system 200 outputs, by the signal interface 230, a signal 232 including a warning to a driver of a vehicle via a user interface 240, e.g., by display 242 and/or audio 244 warning.
  • the electronic control system 200 outputs, by the signal interface 230, a signal 232 including a warning to an autonomous vehicle controller 250 to adjust a vehicle dynamics behavior of the first vehicle 100 by activating actuators, e.g. brakes or drive motor of the vehicle 100, in order to avoid a collision with the second or third vehicle 110, 120 or other road users or objects based on the received warning signal.
  • the Processor 222 is configured to determine a potential safety thread based on position information received from the Position Determination device 260 and/or Vehicle Dynamics Determination Device 270 and/or Environmental Perception Device 280.
  • the First vehicle 100 includes the wireless communication device 210 (e.g., a vehicle-to-X communication device 210) that receives the Intelligent
  • the processor 222 receives the position information and status information 144 from the wireless communication device 210.
  • the electronic control system 200 includes a position determination device 260 that determines a vehicle position 262 of the vehicle 100.
  • the position determination device 260 determines the vehicle position 262 based on a Global Navigation Satellite System, e.g., by GPS, GLONASS, GALILEO or BAIDU, and/or Dead Recognition supported by the first vehicle 100.
  • a Global Navigation Satellite System e.g., by GPS, GLONASS, GALILEO or BAIDU, and/or Dead Recognition supported by the first vehicle 100.
  • the electronic control system 200 includes a vehicle dynamics determination device 270 that determines vehicle dynamics data 272.
  • the vehicle dynamics determination device 270 may include at least one acceleration sensor (not shown) in one or more directions and/or at least one gyroscopic sensor (not shown) in one or more planes. It is common that the direction of measurements of the individual acceleration sensors and/or gyroscopic sensors are orthogonal to each other.
  • the electronic control system 200 includes an
  • the Environmental Perception Device 280 that determines subject and/or object data 282.
  • the subjects and/or objects in the surrounding of the first vehicle 100 may be perceived by e.g. a camera, radar, lidar, ultrasonic sensors, and/or other environmental sensor.
  • the signal or (V2X-) message 112 includes at least one selected from the group of a second vehicle position information of the second vehicle 110 and a second vehicle dynamics information of the second vehicle 110 and status information of the second vehicle 110.
  • the controller 220 i.e., the processor 222) executing the EEBL application 226 may determine a safety threat based on the vehicle position 262 and the vehicle dynamics data 272 of the first vehicle 100 and the received second vehicle position and the second vehicle dynamics information and the second vehicle status information.
  • the potential hazardous situation may include, but is not limited to, a collision between the two vehicles 100, 110 or getting in close proximity, e.g. under a predetermined distance which may be dependent on the velocity of at least one of the vehicles 100, 110.
  • the electronic control system 200 outputs the warning signal 232 when the status of the intelligent infrastructure 140 does not indicate a stop signal S and the status of the second vehicle 110 indicates a deceleration or stop of the second vehicle 110.
  • a functional attribution of the intelligent infrastructure 140 may be taken into account for the determination if a potential hazardous situation is given, by considering if the intelligent infrastructure 140 is functional attributed to a traffic lane of the roadway 130 the first vehicle and the second vehicle are driving on.
  • the signal interface 230 may output the warning signal 232 where the signal data indicates the potential hazardous situation.
  • the user interface 240 warns the driver of the potential hazardous situation, e.g., by way of the display 242 or the audio 244.
  • FIG. 3 provides an example arrangement of operations for a method 300 of reducing electronic emergency brake light false-positive detections based on the traffic situation shown in FIG. 1 and using the electronic control system 200 shown in FIG. 2.
  • the method 300 includes receiving, at the data processing hardware 222, position information and status information 112 from the second vehicle 110 and based on this received information, determining a position and status of the second vehicle 110.
  • the method 300 includes receiving, at data processing hardware, i.e., processor 222, position information and status information 144 from the Intelligent Infrastructure 140 and based on this received information, determining a position and status of the intelligent infrastructure based on this information.
  • the method 300 includes determining when to output a warning signal 232 to a vehicle user interface 240 or an autonomous vehicle controller 250 supported by the vehicle 100 based on the status of the intelligent infrastructure and the position of the intelligent infrastructure and the position of the second vehicle and the status of the second vehicle.
  • the warning signal 232 causing the user interface 240 to display a message on a vehicle display 242 or to output a sound on a vehicle audio 244 indicating a warning to a driver of the vehicle about a potential safety threat, e.g. a potential collision with the second vehicle if the driving dynamics remains unchanged.
  • the warning signal 232 causing the autonomous vehicle controller 250 to adjust a vehicle dynamics behavior of the first vehicle 100, e.g. by activating actuators, in particular brakes or drive engine of the vehicle 100, in order to avoid a collision with the second or third vehicle 110, 120 or other road users or objects based on the received warning signal.
  • the method 300 includes determining, at the processor 222, a position of the first vehicle 100 and a relative position of the intelligent infrastructure 140 regarding the positions of the first vehicle 100 and the second vehicle 110 based on the determined position of the intelligent infrastructure 140, the position of the first vehicle 100 and the position of the second vehicle 110.
  • the method furthermore may include, determining when to output the warning signal 232 based on the relative position of the intelligent infrastructure 140 regarding the positions of the first vehicle 100 and the second vehicle 110.
  • the method 300 includes determining a functional attribution of the intelligent infrastructure 140 to a traffic lane of the roadway 130 and determining when to output the warning signal 232 based on the functional attribution of the intelligent infrastructure 140 to the traffic lane of the roadway 130 and the positions of the first vehicle 100, the second vehicle 110 or the relative position of the intelligent infrastructure 140.
  • the method 300 includes determining when to output the warning signal 232 based on the relative position of the intelligent infrastructure 140 being in a direction of travel between the first vehicle 100 and the second vehicle 110.
  • the method 300 includes determining, when to output the warning signal 232 based on if the status of the second vehicle 110 indicates a deceleration or stop of the second vehicle 110. [0041] In some implementations, the method 300 includes outputting the warning signal 232 when the status of the intelligent infrastructure 140 does not indicate a stop signal and the status of the second vehicle 110 indicates a deceleration or stop of the second vehicle 110.
  • the method 300 includes outputting no warning signal 232 when the status of the intelligent infrastructure 140 indicates a stop signal or the status of the second vehicle 110 indicates no deceleration or stop of the second vehicle.
  • the method 300 includes determining driving dynamics data of the first vehicle 100 based on position information received by the position determination device 260 or vehicle dynamics information determined by the vehicle dynamics determination device 270 supported by the first vehicle 100.
  • the method 300 may include determining driving dynamics data of the second vehicle 110 based on the received position information of the second vehicle 110 or received vehicle dynamics information.
  • the method 300 may also include determining if a potential safety threat is given based on the information suitable for the determination of driving dynamics data of the second vehicle 110 and the driving dynamics data of the first vehicle 100.
  • the method 300 includes determining the position information of the second vehicle 110 and status information of the second vehicle 110 based on information included by at least one selected from the group of a first vehicle-to-X message from the second vehicle 110 and information regarding the second vehicle 110 determined by the environmental perception device 280.
  • the method 300 also includes determining the position information and status information of the intelligent infrastructure 140 based on information included by at least one selected from the group of a second vehicle-to-X message from the intelligent infrastructure 140 and information regarding the intelligent infrastructure 140 determined by the environmental perception device 280 and communicating the position information and status information from the second vehicle 110 and the position information and status information from the intelligent infrastructure 140 to the controller 220.
  • the received the position and status from the intelligent infrastructure 140 may be included in a MAP message or a SPaT message or a BSM message.
  • vehicle-to-X communication means, in particular, a direct communication between vehicles and/or between vehicles and infrastructure facilities and/or road users in general.
  • vehicle-to-X communication means, in particular, a direct communication between vehicles and/or between vehicles and infrastructure facilities and/or road users in general.
  • vehicle-to-X communication can take place using the standards IEEE 802.1 lp or IEEE 1609.4.
  • Vehicle-to-X communication can also be referred to as C2X
  • the sub-areas can be referred to as C2C (Car-to-Car) or C2I (Car-to- Infrastructure).
  • C2C Car-to-Car
  • C2I Car-to- Infrastructure
  • the aspects of the invention expressly do not, however, exclude vehicle-to-X communication with the intermediary of, for example, a mobile network.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)

Abstract

Cette invention concerne un procédé et un système supportés par un véhicule pour réduire les détections faussement positives de feux de frein à main électronique, qui comprend les étapes consistant à : recevoir des informations de position et d'état à partir d'une infrastructure intelligente et déterminer la position et l'état de l'infrastructure sur la base des informations reçues ; recevoir des informations de position et d'état d'un second véhicule précédant le premier véhicule et déterminer une position et un état du second véhicule sur la base des informations reçues en provenance du second véhicule ; déterminer le moment pour délivrer un signal d'avertissement à une interface utilisateur ou à un dispositif de commande de véhicule autonome sur la base de l'état de l'infrastructure intelligente et de la position de l'infrastructure intelligente et de la position du second véhicule et de l'état du second véhicule, le signal d'instruction amenant l'interface utilisateur du véhicule à afficher un avertissement à un conducteur ou amenant le dispositif de commande de véhicule autonome à ajuster un comportement du véhicule.
PCT/US2020/027273 2019-04-12 2020-04-08 Dispositif de commande électronique pour un véhicule et procédé pour réduire les détections faussement positives de feux de frein à main électronique Ceased WO2020210360A1 (fr)

Applications Claiming Priority (2)

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US201962833318P 2019-04-12 2019-04-12
US62/833,318 2019-04-12

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WO2020210360A1 true WO2020210360A1 (fr) 2020-10-15

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160185347A1 (en) * 2012-10-05 2016-06-30 Renault S.A.S. Method for assessing the risk of collision at an intersection
EP3130516A1 (fr) * 2014-04-09 2017-02-15 Hitachi Automotive Systems, Ltd. Dispositif de commande de déplacement, dispositif d'affichage embarqué, et système de commande de déplacement
WO2019013291A1 (fr) * 2017-07-13 2019-01-17 パナソニックＩｐマネジメント株式会社 Procédé de commande et dispositif de commande

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160185347A1 (en) * 2012-10-05 2016-06-30 Renault S.A.S. Method for assessing the risk of collision at an intersection
EP3130516A1 (fr) * 2014-04-09 2017-02-15 Hitachi Automotive Systems, Ltd. Dispositif de commande de déplacement, dispositif d'affichage embarqué, et système de commande de déplacement
WO2019013291A1 (fr) * 2017-07-13 2019-01-17 パナソニックＩｐマネジメント株式会社 Procédé de commande et dispositif de commande

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