System for avoiding and mitigating rear-end collisions

Abstract

System (100) comprising a computer (106) comprising a processor and memory, wherein the computer (106) is programmed to: use the data (115) acquired by sensors of the host vehicle to generate a virtual map of objects near the host vehicle at least on a front side and on a rear side; determine, based on the virtual map, that a frontal collision and a rear-end collision will occur; and determine one or more damage mitigation actions based on the determination that the frontal collision and the rear-end collision will occur, wherein the damage mitigation action includes braking with a braking level that is less than the lesser of a maximum level and a level requested by a driver.

Description

The invention relates to a system comprising a computer including a processor and a memory, wherein the computer is programmed to use the data acquired by sensors of the host vehicle to generate a virtual map of objects in the vicinity of the host vehicle. GENERAL STATE OF THE ART Avoiding and mitigating frontal collisions while driving a vehicle sometimes requires sharp braking. However, attempts to avoid frontal collisions can cause a rear-end collision as part of the same event or increase its severity. Rear-end collisions can also occur due to another vehicle approaching from behind at excessive speed. Existing mechanisms may not adequately account for speeds, changes in speed, and other behaviors that can lead to rear-end and / or frontal collisions. This is especially true in environments where vehicles operating autonomously or semi-autonomously—that is, with no or limited driver input—share a lane and / or are operated manually, i.e., according to conventional driver inputs via accelerator and brake pedals, a steering wheel, etc. DE 10 2005 050 720 B4 discloses a method for warning following vehicles in the event of a head-on escalating longitudinal traffic collision. DE 10 2007 045 960 B3 discloses a method and device for warning following vehicles in the event of a head-on escalating longitudinal traffic collision. DE 10 2008 042 007 A1 discloses a method for controlling a traffic situation. DE 10 2009 017 431 B4 discloses a driver assistance system for vehicles. DE 10 2014 004 622 A1 discloses a method and a device, at least for reducing the severity of a collision between two vehicles. DE 199 33 782 B4 discloses a method for preventing rear-end collisions and a device for carrying out the method. DE 10 2006 029 995 A1 discloses a method for detecting a critical situation in front of a motor vehicle. DE 10 2004 062 497 A1 discloses a method and a device for reducing the risk of a rear-end collision.DE 10 2005 059 688 A1 discloses a motor vehicle with a collision warning device. DE 10 2008 040 038 A1 discloses a rear-impact pre-crash and crash system. DE 10 2008 048 436 A1 discloses a method for avoiding a collision and / or reducing the severity of a collision in a rear-end collision. DRAWINGS Fig. 1 is a block diagram of an exemplary collision avoidance and mitigation system in a vehicle. Fig. 2 is a top view of an exemplary vehicle equipped for collision avoidance and mitigation, illustrating exemplary radar detection fields. Fig. 3 is a top view of an exemplary vehicle equipped for collision avoidance and mitigation, illustrating exemplary image detection fields. Fig. 4 illustrates an exemplary traffic environment for an exemplary vehicle equipped for collision avoidance and mitigation. Fig. 5 illustrates an exemplary user display in a vehicle equipped for collision avoidance and mitigation. Fig. 6 is an exemplary curve of vehicle speed over time during a first braking strategy.Figure 7 is an example curve of vehicle speed over time during a second braking strategy. Figure 8 is an example curve of vehicle speed over time during a third braking strategy. Figure 9 is a diagram of an example collision avoidance process. DETAILED DESCRIPTION SYSTEM OVERVIEW Fig. 1 is a block diagram of an exemplary collision avoidance and mitigation system 100 in a vehicle 101. The host vehicle 101, i.e., a vehicle 101 containing the system 100, generally includes one or more sensor data acquisition units 110, e.g., radar sensors 110a and / or video cameras 110b, which can be used to provide data 115 to a vehicle computer 106 during a driving operation of the host vehicle 101. The host vehicle 101 may further include one or more V2X (vehicle-to-vehicle (V2V) or vehicle-to-infrastructure (V2I)) transceivers 111, which can provide data 115 to the vehicle computer 106 during the driving operation of the host vehicle 101. Vehicle infrastructure communication can include communication with transceivers linked to road infrastructure, such as stop signs, streetlights, lane markings, etc.Vehicle infrastructure communication can also include, for example, network communication via the Internet and / or via computer resources offered as services (the cloud). Advantageously, the computer 106 can be configured to use the data 115 to detect objects near the host vehicle 101, e.g., within a predetermined distance, where the predetermined distance may refer to a direction relative to the vehicle (e.g., laterally, forward, etc.), during the driving operation. It can also be configured to assess the risk of a rear-end and / or frontal collision with the host vehicle 101 during the driving operation. Furthermore, the computer 106 can be programmed to provide a warning message via a human-machine interface (HMI) 120 in the host vehicle 101. Even further, the computer 106 can be programmed to provide an instruction to one or more control units 125 in the host vehicle 101 to avoid or mitigate the damage of an impending collision, e.g., by...to a brake control unit 125a for applying brakes, to a steering control unit 125b for controlling a steering angle of the host vehicle 101, to a suspension control unit 125c for adjusting a height of a suspension, to a powertrain control unit 125d for controlling drive torque at the wheels of the host vehicle 101, to a seat belt control unit 125e for tensioning seat belts and to other control units 125f. EXEMPLARY SYSTEM ELEMENTS As stated above, a host vehicle 101 contains a vehicle computer 106. The host vehicle 101 is generally a land-based vehicle with three or more wheels, e.g., a passenger car, a light truck, etc. The host vehicle 101 has a front, a rear, a left side, and a right side, the terms front, rear, left, and right being understood from the perspective of an operator of the host vehicle 101 sitting in a driver's seat in a standard operating position, i.e., facing a steering wheel. The computer 106 generally contains a processor and memory, the memory containing one or more forms of computer-readable media and storing instructions executable by the processor for performing various operations, including those disclosed herein. Furthermore, the computer 106 may contain more than one other computer device and / or be communicatively coupled with them, e.g.,Control units or similar devices contained in the host vehicle 101 for monitoring and / or controlling various vehicle components, e.g., the brake control unit 125a, the steering control unit 125b, the suspension control unit 125c, etc. The computer 106 is generally programmed and designed for communication on a Controller Area Network (CAN) bus or similar. The computer 106 may also have a connection to an onboard diagnostic connector (OBD-II), a CAN (Controller Area Network) bus, and / or other wired or wireless mechanisms. Through one or more such communication mechanisms, the computer 106 can transmit messages to various devices in a vehicle and / or receive messages from the various devices, e.g., from controllers, actuators, sensors, etc., including data acquisition units 110 and control units 125. In cases where the computer 106 actually comprises several devices, the CAN bus or similar may be used alternatively or additionally for communication between devices represented in this disclosure as the computer 106. Additionally, the computer 106 may be configured to communicate with other devices via various wired and / or wireless network technologies, e.g.,cellular, Bluetooth, a Universal Serial Bus (USB), wired and / or wireless data packet networks, etc. A memory of the computer 106 generally stores the acquired data 115. The acquired data 115 can include a wide variety of data acquired by data collectors 110 in a host vehicle 101 and / or data derived therefrom. Examples of acquired data 115 are provided above, and these can include, in particular, measurements of distances (here sometimes referred to as spacing), changes in distance (rate of change of distance), speeds, types, dimensions, makes, models, etc., of the surrounding vehicles. The data 115 can also include data calculated from these in the computer 106. In general, the acquired data 115 can include any data that can be collected by a collection device 110, received via V2X communication, captured, or received from other sources and / or calculated from such data. As described in detail below, the computer 106 can be programmed to generate a virtual map of objects surrounding the host vehicle 101. The virtual map can contain any captured data 115, including the distance of the other objects relative to the host vehicle 101, the change in distance of the other objects, the type of object, the type of vehicle, etc. In general, each of the control units 125 can contain a processor programmed to receive instructions from the computer 106, execute the instructions, and send messages to the computer 106. Furthermore, each of the control units 125 can contain an actuator capable of receiving instructions from the processor and performing an action. For example, the brake control unit 125a can contain a processor and a pump for setting brake fluid pressure. In this example, upon receiving an instruction from the computer 106, the processor can activate the pump to provide power steering assistance or initiate a braking operation. Furthermore, the control units 125 can each contain sensors arranged to provide the computer 106 with data relating to vehicle speed, vehicle steering angle, suspension height, etc. For example, the brake control unit 125a can send data to the computer 106 corresponding to the brake pressure applied by the brake control unit 125a. As mentioned above, the host vehicle 101 can contain one or more V2X transceivers 111. The V2X transceiver 111 generally supports V2X communication with other vehicles (V2V) or with infrastructure (V2I), as is known. Various technologies, including hardware, communication protocols, etc., can be used for V2X communication. For example, V2X communication, as described here, is generally packet communication and could be sent and received, at least in part, using Dedicated Short Range Communication (DSRC) or similar methods. As is known, DSRC operates at relatively low power over a short to medium bandwidth in a spectrum specifically allocated by the United States government in the 5.9 GHz band. V2X communication can include a wide variety of data regarding the operations of a vehicle 101. For example, a recent specification for DSRC, published by the Society of Automotive Engineers, provides for the inclusion of a large number of vehicle 101 data points in V2V communication, including the vehicle 101's position (e.g., latitude and longitude), speed, direction of travel, acceleration status, braking system status, transmission status, steering wheel position, etc. Furthermore, V2X communication is not limited to the data elements included in the DSRC standard or any other standard. For example, V2X communication can include a wide variety of captured data 115, including the position, speed, vehicle make, model, etc., of another vehicle 160 (see Fig. 4) in the vicinity of the host vehicle 101. The data acquisition devices 110 can include a variety of devices. As illustrated in Fig. 1, for example, the data acquisition devices 110 can include radar sensors 110a, video cameras 110b, and / or data acquisition units 110c that dynamically acquire data from the host vehicle 101, such as speed, yaw angle, steering angle, etc. Furthermore, the aforementioned examples are not intended to be limiting; other types of data acquisition devices 110, for example, accelerometers, gyroscopes, pressure sensors, etc., could be used to provide data 115 to the computer 106. An exemplary host vehicle 101, equipped for collision avoidance and mitigation, can contain multiple radar sensor data collectors 110a. As shown in Fig. 2, the multiple radar sensors can provide multiple detection fields DF surrounding the host vehicle 101. In the example shown in Fig. 2, the radar sensors 110a provide nine detection fields DF1–DF9. Combined, the detection fields DF of the data from the multiple radar sensors 110a can, for example, cover three traffic lanes, including areas front left, front center, front right, left, right, rear left, rear center, and rear right of the host vehicle 101. Each of the radar sensors 110a could be capable of measuring the distance, speed, and other characteristics of vehicles and other obstacles within its respective detection field DF. As further shown in Fig. 2, a space surrounding the host vehicle 101 can be divided into several spatial zones 170. These several spatial zones 170 can, for example, include eight spatial zones 170a–170h. Based on data 115 acquired with respect to objects detected in the detection fields DF, the computer 106 can determine characteristics of the objects in the spatial zones 170. Table 1 below shows the positions of the spatial zones 170 relative to the exemplary host vehicle 101 and the detection fields DF associated with each spatial zone 170 for the exemplary host vehicle 101, as shown in Fig. 2. 170avorne linksDF1 170b front center DF2 170c front right DF3 170dlinksDF4, DF6 170erechtsDF5, DF9 170f rear right DF6, DF7 170g rear center DF7, DF8 170h rear right DF8, DF9 The exemplary host vehicle 101 can further contain multiple camera data collectors 110b. As shown in Fig. 3, the multiple camera data collectors 110b can provide multiple image fields IF surrounding the host vehicle 101. Combined, the image fields of the multiple video cameras 110b can provide images of objects and vehicles surrounding the host vehicle 101. In the example shown in Fig. 3, the camera data collectors 110b provide six image fields IF1–IF6. The combined image fields IF of the multiple camera data collectors 110b cover, for example, the front center, left, right, and rear center of the host vehicle 101. Based on the images, the camera data collectors 110b could be able to determine the type of detected vehicle, e.g., car, motorcycle, truck, etc.The 110b camera data recorders may still be able to determine and provide information regarding the make and model of the detected vehicle. As described above with reference to Fig. 2 and also illustrated in Fig. 3, the space surrounding the host vehicle 101 can be divided into several spatial zones 170. Based on data 115 acquired with respect to objects detected in the image fields IF, the computer 106 can determine characteristics of the objects in some or all of the spatial zones 170. Table 2 below shows the detection fields DF associated with each spatial zone 170 for the exemplary host vehicle 101, as shown in Fig. 3. 170avorne linksIF1, IF2 170b front centerIF1 170c front right IF1, IF3 170dlinksIF2, IF4 170erechtsIF3, IF5 170f rear leftIF4, IF6 170ghinten mittenIF6 170h rear right IF5, IF6 As shown in Fig. 3, the image fields IF can only cover parts of the spatial zones 170a, 170c, 170f, 170h that are located diagonally to the corners of the host vehicle 101. Information acquired from the radar sensor data acquisition units 110a may be sufficient for the spatial zones 170a, 170c, 170f, 170h. Other coverage areas of the combined image fields IF of the camera data acquisition units 110b can also be used. For example, the image fields of the video cameras 110b may be limited to directly in front of and directly behind the host vehicle 101. The precise position of the data acquisition units 110 on the host vehicle 101, including the radar sensor data acquisition units 110a and the camera data acquisition units 110b, is not necessarily critical, as long as the host vehicle 101 is equipped with data acquisition units 110, e.g., with radar data acquisition units 110a and camera data acquisition units 110b, sufficient to cover an area around the host vehicle 101 for the detection of vehicles and obstacles. The radar sensor data acquisition units 110a and the camera data acquisition units 110b on the host vehicle 101 are generally designed to provide information about the position of an obstacle or other vehicles relative to the host vehicle 101 and additional information, such as the speed and type of the other vehicles. Furthermore, a vehicle could contain sensors or similar equipment, such as a Global Positioning System (GPS) system, and be designed as a data acquisition device 110 to provide data directly to the computer 106, for example, via a wired or wireless connection. Additionally, sensors other than the radar sensor data acquisition devices 110a, the camera data acquisition devices 110b, and the other sensors mentioned above are known and can be used to determine the distance, change in distance, etc., of the host vehicle 101 in relation to other vehicles and obstacles. Based on the acquired data 115 from the data acquisition units 110, the V2X transceiver 111, the control units 125, and other sensors, such as the Global Positioning System, the computer 106 can create the virtual map. The virtual map can be a multidimensional data matrix representing an environment in which the host vehicle 101 operates and can include acquired data 115 such as the speed, distance, change in distance, identity, etc., of objects near the host vehicle 101. The virtual map can be used as a basis for generating a display, determining the risk level of one or more collisions, determining possible collision avoidance maneuvers, determining possible damage mitigation actions, etc. The vehicle 101 generally includes a human-machine interface (MMS) 120. The MMS 120 is generally equipped to accept input for the computer 106 and / or provide output from it. For example, the host vehicle 101 may include one or more of the following: a display designed to provide a graphical user interface (GUI) or similar, an interactive voice response (IVR) system, audio output devices, mechanisms for providing haptic output, e.g., via a steering wheel or seat of the host vehicle 101, etc. Furthermore, a user device, e.g., a portable computing device such as a tablet, smartphone, or similar, may be used to provide part or all of the MMS 120 to a computer 106.For example, a user facility could be connected to the computer 106 using technologies discussed above, such as USB, Bluetooth, etc., and could be used to receive inputs for the computer 106 and / or provide outputs from it. Fig. 4 illustrates an example of a driving scenario for the host vehicle 101 with respect to one or more second vehicles 160. A highway 132 has a left lane 133, a middle lane 134, and a right lane 135. The host vehicle 101 is located in the middle lane 134. The driving scenario illustrated in Fig. 4 includes four other vehicles 160 in addition to the host vehicle 101. A front vehicle 160a is located in front of the host vehicle 101. A front left vehicle 160b is located to the left in front of the host vehicle 101. A front right vehicle 160c is located to the right in front of the host vehicle 101. A rear vehicle 160d is located behind the rear of the host vehicle 101. Fig. 5 illustrates an exemplary user display 200, such as can be provided, for example, in an MMS 120 of the host vehicle 101, which is equipped for collision avoidance and mitigation as disclosed herein. A display, for example on the instrument panel or a head-up display, can include a vehicle representation 201, a highway representation 232 including a representation 233 of the left lane, a representation 234 of the middle lane, and a representation 235 of the right lane. The display can further include multiple vehicle representations 260 depicting several second vehicles 160 in the vicinity of the host vehicle 101. The display can further include zone indicators 270 around the vehicle representation 201, which represent actual spatial zones 170 around the host vehicle 101. The vehicle representations 260 can be located on the user display 200 to show the position of the respective vehicles 160 relative to the host vehicle 101. Fig. 5 shows four representations of vehicles 260a, 260b, 260c, 260d, which correspond to the second vehicles 160a, 160b, 160c, 160d in Fig. 4. The driving scenarios used below as examples are described based on the presence of one or more of the vehicles 160 in the vicinity of the host vehicle 101. It is understood that more or fewer vehicles 160 and / or objects may be located near the host vehicle 101 during a driving operation. For example, "in the vicinity of vehicle 101" could be defined as: within a distance of 5 meters from the left and right sides of the vehicle (zones 170d, 170e in Fig. 4), 25 meters in front of and behind the vehicles on the left and right sides (zones 170a, 170c, 170f, 170h in Fig. 4).4) and 50 meters from the vehicle directly in front of and directly behind the vehicle (zones 170b, 170g). Other distances could be used to define the distance within which vehicles and obstacles are considered to be near the host vehicle 101. Furthermore, the defined distance could be variable, for example, depending on the speed of the host vehicle 101. The zone indicators 270 display spatial zones 170 around the host vehicle 101. For example, the computer 106 can generate eight zone indicators 270, each representing the eight spatial zones 170. The zone indicators can include a front left zone indicator 270a, a front center zone indicator 270b, a front right zone indicator 270c, a left zone indicator 270d, a right zone indicator 270e, a rear left zone indicator 270f, a rear zone indicator 270g, and a rear right zone indicator 270h. The eight zone indicators can accordingly represent a front left zone 170a, a front center zone 170b, a front right zone 170c, a left zone 170d, a right zone 170e, a rear left zone 170f, a rear center zone 170g and a rear right zone 170h. The zone indicators 270 can be used to display only possible alternative routes in the event of an increased risk of collision. If the computer 106 determines, based on the data 115 and / or the virtual map, that the risk of a rear-end collision is relatively low, the computer 106 may not include the zone indicators in the display 200 and may only show the representation of the highway 232 and the vehicle representations 260 of the vehicles 160 near the host vehicle 101. If the computer 106 determines, based on the data 115 and / or the virtual map, that there is an increased risk of a collision, the computer 106 can display one or more of the zone indicators 270 on the display 200. The zone indicators 270 can be highlighted, for example, using shading, color, or the like, to indicate zones 170 where a collision is likely to occur and / or zones 170 that are recommended as evasive routes. For example, during a driving operation, a zone indicator 270 can be shaded darker or color-coded to indicate either an increased risk of collision in the corresponding zone or that the corresponding zone is not a suitable evasive route. For example, a yellow zone indicator 270 could indicate an increased risk of collision in the corresponding zone 170.A red zone indicator 270 could indicate that a collision in the corresponding zone 170 is imminent or that no avoidance is possible in that zone. A green zone indicator 270 could indicate that the corresponding zone is a possible avoidance route. Shades of gray, etc., could be used instead of colors. An imminent collision is defined here as a collision that will occur if no collision avoidance maneuver is performed. In a first scenario, for example, computer 106 can determine, based on data 115 and / or the virtual map, that a head-on collision between vehicle 101 and the vehicle 160a ahead is imminent. Computer 106 can determine that the head-on collision is imminent if, for example, the forward distance RF between vehicle 160a and the host vehicle 101 is less than a minimum stopping distance Dmin. The minimum stopping distance Dmin could be defined as the distance required to stop the host vehicle 101 when maximum braking force is applied, plus the distance traveled by vehicle 101 during a standard driver reaction time to visual or audible information. Maximum braking, or maximum stopping, as it is used here, can be the braking resulting from the maximum specified brake pressure applied to each of the corresponding brake cylinders in the host vehicle 101.If vehicle 101 is operated autonomously or semi-autonomously, the minimum stopping distance Dmin could be determined based on the distance required to stop the host vehicle 101 when a maximum braking level is applied, and the driver's reaction time could be neglected. Other approaches to determining that a head-on collision is imminent are possible. Computer 106 can further determine that, due to an imminent frontal collision, a rear-end collision is also imminent. For example, based on a standard driver reaction time, Computer 106 can determine that the rear vehicle 160d will collide with the host vehicle 101 while the host vehicle 101 is braking, before the maximum braking of the rear vehicle 160d reduces its speed VR to the speed VH of the host vehicle 101. Other approaches to determining that a rear-end collision is imminent are possible. Computer 106 can further determine that an evasive maneuver to the side is available via the front left zone 170a, but that no evasive maneuver is available via the right front zone 170c due to the presence of the front right vehicle 160c. In this example, Computer 106 can display each of the following zone indicators, namely the front zone indicator 270b, the front right zone indicator 270c, the side right zone indicator 270e, and the rear zone indicator 270g, for example, in red. Computer 106 can also display the front left zone indicator 270a and the side left zone indicator 270d, for example, in green to indicate a possible evasive maneuver to the left. In some cases, based on data 115 and / or the virtual map, Computer 106 can determine that both a head-on and a rear-end collision are unavoidable. A collision could be defined as unavoidable if Computer 106 cannot determine an available collision avoidance maneuver that would prevent the collision. For example, in a second scenario, the computer 106 can determine that the front vehicle 160a is rapidly slowing down. Similarly, the rear vehicle 160d is traveling close behind the host vehicle 101, e.g., within five meters or less, and at a speed VR similar to the speed VH of the host vehicle 101, e.g., within 3 kilometers per hour. The left-hand vehicle 160b and the right-hand vehicle 160c are blocking potential lateral escape routes. In this second case, the computer 106 can display the front lateral zone indicators 270a, 270c and the lateral zone indicators 270d, 270e in red to indicate that no lateral escape route is available. The computer 106 can, for example, display the front zone indicator 270b in pink and the rear zone indicator 270g in a different color.Shown in red to indicate that the host vehicle 101 should move out of some of the space available in the forward RF distance before braking, in order to mitigate the damage from the frontal and rear collisions. In a third scenario, the computer 106 can determine, based on the data 115 and / or the virtual map, that a rear-end collision is imminent because the rear vehicle 160d is approaching the host vehicle 101 from behind at a relatively high speed VR. This determination could be based on a combination of the rear distance RR between the rear vehicle 160d and the host vehicle 101 and the difference between the speed VR of the rear vehicle and the speed V of the host vehicle. For example, the computer can determine that a rear-end collision is imminent if the rear vehicle 160d is approaching the host vehicle 101 at a speed VR 32 km / h (kilometers per hour) higher than the speed of the host vehicle and a rear distance RR of less than 30 meters. Computer 106 can also determine that there is no vehicle in front of host vehicle 101 and no vehicle to the left and to the front of host vehicle 101. In this case, computer 106 can display the side front zone indicator 270a and the front zone indicator 270b in green and the rear zone indicator 270g in red. This could be an indication that the driver of host vehicle 101 should steer to the left and also accelerate. In addition to or instead of the shaded or colored zone indicators 270, the display 200 can show an evasive route with an arrow. For example, in the first scenario mentioned above, where a rear-end collision is imminent and the host vehicle 101 has a clear path to the left front, the display can show an evasive route with a green arrow pointing forward and to the left lane 203. Other indicators and symbols can also be used. The computer 106 can be designed to provide an instruction to one or more control units 125 of the host vehicle 101 to avoid or mitigate the risk of an imminent collision or to mitigate the damage of an unavoidable collision. For example, in the first scenario described above, where both a head-on and a rear-end collision are imminent and a possible evasive route to the left of vehicle 101 exists, computer 106 can determine that there is sufficient clearance between the leading vehicle 160a and the host vehicle 101 for a diversionary maneuver. Computer 106 can then send an instruction to the steering control unit 125b to steer the host vehicle 101 to the left. If, for example, the computer had determined that there was insufficient clearance for a diversionary maneuver, computer 106 can send an instruction to the brake control unit 125a to brake for a period sufficient to create clearance for diversion. Afterward, computer 106 can send an instruction to the steering control unit 125b to steer according to the available clearance, i.e., to the left in this example. In the second scenario described above, where computer 106 determines that both a head-on collision with vehicle 160a and a rear-end collision with vehicle 160d are unavoidable, computer 106 can instruct the braking unit 125a to decelerate the host vehicle 101 to a level lower than a maximum level and / or lower than a level requested by a driver, thereby positioning the host vehicle 101 midway between the front vehicle 160a and the rear vehicle 160d before the head-on and rear-end collisions. For example, if the computer determines, based on data 115 and / or the virtual map, that the rear vehicle 160d, which is, for example,Since a large truck poses a greater risk than a front vehicle 160a, where the front vehicle 160a is a passenger vehicle, the computer 106 can alternatively instruct the brake control unit 125a to brake the vehicle at a minimal level or not at all, in order to maintain a relatively large rear distance RR between the host vehicle 101 and the rear vehicle 160d for a longer period before the inevitable collision. This can give the rear vehicle 160d additional time to brake before the collision, which can reduce the severity of the frontal and / or rear collision. Other reactions to the second scenario are also possible. For example, based on data 115 and / or the virtual map, computer 106 can determine that it would be advantageous for the rear collision to occur before the head-on collision. For example, the rear vehicle 160d might be smaller than the front vehicle 160a, which would allow the host vehicle 101 to brake after the rear collision has occurred, thus reducing the speed of the rear vehicle 160d as well. Computer 106 can initially instruct the brake unit 125a to decelerate the host vehicle 101 at a level lower than the maximum level until a rear collision is detected. Computer 106 can then detect, based on data 115 and / or the virtual map, that the rear collision has occurred.After detecting that a rear-end collision has occurred, the computer 106 can instruct the brake unit 125a to decelerate the host vehicle 101 at maximum level to reduce the severity of the frontal collision. The computer 106 can further instruct the steering control unit 125b to align the host vehicle 101 with the forward vehicle 160a, i.e., for vehicle 101 to follow the same direction of travel as the forward vehicle 160a. Based on the data 115 and / or the virtual map, the computer 106 can determine that the host vehicle 101 is traveling at an angle relative to the forward vehicle 160a. To obtain optimal protection from a frame of the host vehicle 101, it may be desirable for the directions of travel of the forward vehicle 160a and the host vehicle 101 to be aligned, i.e., essentially the same. The computer 106 can determine the direction of travel of the forward vehicle 160a and adjust the direction of travel of the host vehicle 101 so that it corresponds to the direction of travel of the forward vehicle 160a. Alternatively, computer 106 can instruct brake unit 125a to align host vehicle 101 with the forward vehicle 160a by differential braking. For example, to steer host vehicle 101 to the left so that it aligns with the forward vehicle 160a, brake unit 125a can apply braking at a first level on the left side of host vehicle 101 and at a second level on the right side of host vehicle 101, with the first braking level being higher than the second braking level. If, based on data 115 and / or the virtual map, computer 106 determines that the approaching vehicle 160d is a truck with a front bumper raised relative to the rear bumper of the host vehicle 101, computer 106 can instruct suspension control 125c to raise the rear suspension of the host vehicle 101 to adjust the rear bumper height to match the height of the front bumper of vehicle 160d. Computer 106 can also activate other control units. For example, computer 106 can send an instruction to a seatbelt control unit 125e to pretension the seatbelts before the frontal and rear collisions. In a third scenario mentioned above, where the rear vehicle 160d is rapidly approaching and there is no vehicle in front of the host vehicle 101 on the left or in front of the host vehicle 101, the computer 106 could instruct the powertrain control unit 125d to increase the drive torque at the wheels of the host vehicle 101 to accelerate the host vehicle 101, and further instruct the steering control unit 125b to steer the host vehicle 101 to the left. Based on data 115 and / or the virtual map, computer 106 can determine that the leading vehicle 160a is slowing down. Computer 106 could further determine that the rear distance RR between the trailing vehicle 160d and the host vehicle 101 is less than or equal to a first predetermined distance. The first predetermined distance could, for example, be twice the standard following distance, where the standard following distance is 5 meters for every 16 km / h of speed of the trailing vehicle 160d. First braking strategy With reference to the curve illustrated in Fig. 6: The computer 106 can determine a deceleration ad for the host vehicle 101 according to a first braking strategy based on a front distance RF of the front vehicle 160a to the host vehicle 101, a speed VT of the front vehicle, and a speed VH of the host vehicle. The computer 106 can instruct the braking unit 125a to decelerate the host vehicle 101 according to the determined deceleration rate ad. The computer 106 can calculate a deceleration distance D based on the distance RF of the vehicle in front and a minimum stopping distance Dmin. The deceleration distance D can be calculated as the difference between the distance RF of the vehicle in front and the minimum stopping distance Dmin. The computer 106 can further determine a time td required to brake within the distance D as: The computer 106 can calculate the deceleration speed ad, so that the host vehicle 101 is decelerated to the speed VT of the front vehicle 160a within the deceleration distance D, as: The deceleration according to the first braking strategy has the advantage of gently decelerating the host vehicle 101 using the entire deceleration distance D and avoiding abrupt deceleration. Second braking strategy In some cases, the computer 106 may determine that a second braking strategy is preferable for the traffic conditions, whereby the host vehicle 101 is first braked at a high or maximum level for a predetermined period and then braked at a lower level. This second strategy is illustrated in the curve in Fig. 7. Based on data 115 and / or the virtual map, computer 106 can determine that the leading vehicle 160a is slowing down. Computer 106 could further determine that the rear distance RR between the trailing vehicle 160d and the host vehicle 101 is greater than the first predetermined distance and less than or equal to a second predetermined distance. The first predetermined distance could be twice the standard follow-through distance, as described above. The second predetermined distance could, for example, be four times the standard follow-through distance. Alternatively, the second predetermined distance could be the boundary of the radar detection fields DF7 and DF8 behind the host vehicle 101. According to the second braking strategy, the computer 106 could initially instruct the brake control unit 125a to decelerate the vehicle 101 with a maximum braking force to achieve maximum deceleration amax for a predetermined time ts. The predetermined time could be, for example, 1 second. Referring to the curve in Fig. 7: After time ts, a forward distance RF between the leading vehicle 160a and the host vehicle 101 could be D'. The deceleration ad could be calculated as described in the first strategy, where D' is substituted for D: As described above, the second braking strategy begins with a period of high or maximum deceleration, amax. This has the advantage of maintaining the front distance, RF, between the leading vehicle 160a and the host vehicle 101. Maintaining the front distance, RF, provides additional clearance for collision avoidance maneuvers, such as swerving left or right if necessary. A period of maximum deceleration also has the advantage of being more easily noticed by the driver of the trailing vehicle 160d, thus warning them that the host vehicle 101 is decelerating. Third braking strategy In other examples, where no vehicle is within the second predetermined distance behind vehicle 101, computer 106 can implement a third braking strategy. Computer 106 can wait to initiate braking until vehicle 101 is within a distance D". The third strategy is illustrated in the curve in Fig. 8. Computer 106 can determine that the leading vehicle 160a slows down. Computer 106 can further determine that no trailing vehicle is within the second predetermined distance, as described above. Computer 106 can allow the host vehicle 101 to continue until it is within distance D" of the leading vehicle 160a. The distance D'' can be determined based on a predefined, preferred deceleration aprefund and a minimum stopping distance Dmin. The maximum deceleration apref can be empirically determined as the maximum deceleration at which a high percentage (e.g., 95%) of drivers and passengers are comfortable. Other criteria can be used to determine apref. Dmin can be the minimum stopping distance required to stop the host vehicle 101, as described above. With reference to Fig. 8: The distance D'' can be calculated according to the following equation: where: td2 is the start time of the deceleration, td1 is the end time of the deceleration, VH is the speed of the host vehicle 101 before the deceleration, and VT is the speed of the front vehicle 160a. The predefined parameters apref can be inserted into equation 5 as follows: Based on the above, the desired slowdown can be defined according to strategy 3 as: EXAMPLE PROCESS FLOWS Figure 9 is a diagram of an exemplary process 300 for collision avoidance and / or collision damage mitigation. The process 300 begins in a block 305, where data is acquired for a host vehicle 101 according to the current traffic situation. The computer 106 obtains and / or generates the acquired data 115. For example, acquired data 115 can be obtained from one or more data collectors 110, as explained above. Furthermore, the acquired data 115 can be calculated based on other data 115 that has been obtained directly from a data collector 110.In any case, the following data 115 obtained from the computer 106 may be included in block 305: the distance of the host vehicle 101 from other vehicles 160 and / or objects, speeds of the other vehicles 160, accelerations of other vehicles 160, speeds of the other vehicles relative to the host vehicle 101, whereby such data 115 are obtained via one or more radar sensor data recorders 110a. As mentioned above, in addition to the data 115 from radar sensors 110a, a variety of other data 115 can be obtained. For example, image data 115 relating to the type, make, and model of other vehicles 160 near the host vehicle 101 can be obtained from the camera data acquisition units 110b. Data 115 relating to the speed, direction of travel, etc., of the host vehicle 101 can be obtained from control units 125 and other controls and sensors of the host vehicle 101. By acquiring and generating the data 115, the computer 106 can generate a virtual map, as described above. The process continues with a block 310. In block 310, computer 106 determines, based on the acquired data 115 and / or the virtual map, whether a vehicle 160a is present in front and whether the vehicle 160a is slowing down. If the vehicle 160a is present and slowing down, process 300 continues with block 315. Otherwise, process 300 continues with block 305. In block 315, computer 106 determines whether a following vehicle 160d is within a short distance. For example, the short distance can be defined as being less than or equal to a first predetermined distance. The first predetermined distance can, for example, be twice a standard following distance, as discussed above. If a following vehicle 160d is within the short distance, process 300 continues with block 325. If no following vehicle 160d is within the short distance, the process continues with block 320. In block 320, computer 106 determines whether a following vehicle 160d is present and traveling within a long distance. For example, the long distance can be defined as being greater than the short distance and less than or equal to a second predetermined distance. The second predetermined distance can, for example, be four times the standard following distance, as discussed above. If a following vehicle 160d is within the long distance, the process continues with block 330. If no following vehicle 160d is within the long distance, the process continues with block 335. In block 325, which can follow block 315, computer 106 implements an initial braking strategy, as described above. After braking, process 300 ends. In block 330, which can follow block 320, computer 106 implements a second braking strategy, as described above. After braking, process 300 ends. In block 335, computer 106 implements a third braking strategy, as described above. After braking, process 300 ends. CONCLUSION As used here, the adverb "essentially" means that a form, structure, measure, quantity, time, etc., may deviate from an exact, described geometry, distance, measure, quantity, time, etc., due to irregularities in materials, machining, manufacturing, etc. Computer devices, such as those discussed here, generally contain instructions that can be executed by one or more computer devices, such as those mentioned above, to carry out the process blocks or steps described above. For example, the process blocks discussed above can be executed as computer-executable instructions. Computer-executable instructions can be compiled or interpreted by computer programs created using a wide variety of programming languages ​​and / or technologies, including, but not limited to, Java™, C, C++, Visual Basic, JavaScript, Perl, HTML, and others, either alone or in combination. Generally, a processor (e.g., a microprocessor) receives instructions, for example, from memory, a computer-readable medium, and executes them, thereby carrying out one or more processes, including one or more of the processes described herein. Such instructions and other data can be stored and transferred using a variety of computer-readable media. A file in a computer system is generally a collection of data stored on a computer-readable medium, such as a storage medium, random-access memory, and so on. A computer-readable medium is any medium involved in providing data (e.g., instructions) that can be read by a computer. Such a medium can take many forms, including, but not limited to, non-volatile media, volatile media, etc. Non-volatile media include, for example, optical or magnetic disks and other permanent storage devices. Volatile media include dynamic random access memory (DRAM), which typically forms main memory.Common forms of computer-readable media include, for example, a floppy disk, a diskette, a hard disk, magnetic tape, any other magnetic medium, a CD-ROM, a DVD, any other optical medium, punched cards, punched tape, any other physical medium with hole patterns, a RAM, a PROM, an EPROM, a flash EEPROM, any other memory chip or cartridge, or any other medium that a computer can read from. In the drawings, the same reference numbers denote the same elements. Furthermore, some or all of these elements could be modified. With regard to the media, processes, systems, procedures, etc., described herein, it is understood that although the steps of such processes, etc., have been described as occurring in a certain ordered sequence, such processes could be implemented in such a way that the described steps are carried out in a different order than that described here. It is further understood that certain steps could be performed simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes are provided here for the purpose of illustrating certain embodiments and should in no way be interpreted as limiting the claimed invention.

Claims

System (100) comprising a computer (106) comprising a processor and memory, wherein the computer (106) is programmed to: use the data (115) acquired by sensors of the host vehicle to generate a virtual map of objects near the host vehicle at least on a front side and on a rear side; determine, based on the virtual map, that a frontal collision and a rear-end collision will occur; and determine one or more damage mitigation actions based on the determination that the frontal collision and the rear-end collision will occur, wherein the damage mitigation action includes braking with a braking level that is less than the lesser of a maximum level and a level requested by a driver. System (100) according to claim 1, wherein the computer (106) is further programmed to use data (115) to generate the virtual map which has been acquired by means of at least one of the two, vehicle-to-vehicle or vehicle-to-infrastructure communication. System (100) according to claim 1, wherein the computer (106) is further programmed to: provide a display based on the virtual map that depicts at least one of the one or more actions for damage mitigation. System (100) according to claim 1, wherein the damage mitigation action includes: detecting that the rear-end collision has occurred; and braking at the maximum level upon detection that the rear-end collision has occurred. System (100) according to claim 1, wherein the computer (106) is further programmed to send instructions to one or more control units to perform appropriate actions to mitigate damage, based on the determination that the frontal and rear collisions will occur. System (100) according to claim 5, wherein the damage mitigation actions include braking at a level less than a maximum level. System (100) according to claim 5, wherein the damage mitigation actions include braking at a level lower than requested by a driver. System (100) according to claim 5, wherein the damage mitigation actions include aligning the host vehicle to a forward vehicle located in front of the host vehicle. System (100) according to claim 5, wherein the actions for mitigating damage include pretensioning a safety belt. System (100) according to claim 5, wherein the detected (115) includes the type of a rear vehicle behind the host vehicle, and wherein the damage mitigation action includes adjusting a rear height of the host vehicle such that a height of a rear bumper on the host vehicle is substantially equal to a height of a front bumper of the rear vehicle. System (100) comprising a computer (106) comprising a processor and a memory, wherein the computer (106) is programmed to: use the data (115) acquired by sensors of the host vehicle to generate a virtual map of objects near the host vehicle, at least on a front side and on a rear side of the host vehicle;to determine, based on the virtual map, that a second vehicle in front of the host vehicle is slowing down and that one of the following traffic conditions behind the host vehicle is present: - a third vehicle is traveling behind the host vehicle at a following distance less than or equal to a first predetermined distance, - the third vehicle is traveling behind the host vehicle at a following distance greater than the first predetermined distance and less than or equal to a second predetermined distance, and - no rear vehicle is traveling behind the host vehicle within the second predetermined distance; wherein the computer (106) is further programmed to determine a collision avoidance maneuver at least in part based on the speed of the front vehicle and the traffic condition behind the host vehicle;and at least one instruction to a vehicle control unit to execute the collision avoidance maneuver, wherein the computer (106) is further programmed, upon determining that there is no rear vehicle traveling behind the host vehicle within the rear distance which is less than or equal to the second predetermined distance: to determine a distance to initiate braking based on a predetermined preferred deceleration; to monitor a front distance between the front vehicle and the host vehicle; to determine that the front distance is less than or equal to the distance to initiate braking;and when determining that the forward distance is less than or equal to the distance to initiate braking, to initiate braking based on the predetermined preferred deceleration, wherein the predetermined preferred deceleration is based on statistical data (115) that reflect subjective reactions of the driver and / or occupant to deceleration rates. System (100) according to claim 11, wherein the computer (106) is further programmed to determine, when determining that the rear vehicle is driving behind the host vehicle, wherein the rear distance is less than or equal to the first predetermined distance: a deceleration rate for the host vehicle at least partly based on a front distance of the front vehicle to the host vehicle, a speed of the front vehicle and a speed of the host vehicle; and to brake the host vehicle according to the determined deceleration rate. System (100) according to claim 12, wherein the computer (106) is further programmed to: calculate a braking distance based on the distance ahead and a minimum stopping distance; and determine the deceleration rate to slow the host vehicle within the braking distance. System (100) according to claim 11, wherein the computer (106) is further programmed to, when determining that the rear vehicle is driving behind the host vehicle, wherein the rear distance is greater than the first predetermined distance and less than or equal to the second predetermined distance: to apply maximum braking for a predetermined period; after the predetermined period, to determine a deceleration rate based on a speed of the front vehicle after the predetermined period, a distance of the front vehicle after the predetermined period, and a speed of the host vehicle after the predetermined period; and to brake the vehicle based on the determined deceleration rate. System (100) according to claim 14, wherein the computer (106) is further programmed to: calculate a braking distance based on the forward distance after the predetermined time period and a minimum stopping distance; and determine the deceleration rate to slow down the host vehicle within the braking distance. System (100) according to claim 11, wherein the computer (106) is further programmed to: determine, based on the virtual map, that both a frontal collision and a rear-end collision will occur; and, based on the determination that both a frontal collision and a rear-end collision will occur, determine actions to mitigate damage. System (100) comprising a computer (106) comprising a processor and memory, wherein the computer (106) is programmed to: use the data (115) acquired by sensors of the host vehicle to generate a virtual map of objects near the host vehicle; determine, based on the virtual map, that a rear-end collision with a vehicle directly behind the host vehicle is imminent;and to execute a collision avoidance maneuver based on the virtual map, wherein a front vehicle is located near the host vehicle, and executing the collision avoidance maneuver is based at least in part on taking into account a front distance between the host vehicle and the front vehicle and a rear distance between the host vehicle and the rear vehicle, and the collision avoidance maneuver includes sending an instruction to a powertrain control unit to increase a drive torque at wheels of the host vehicle. System (100) according to claim 17, wherein the computer (106) is further programmed to use data (115) to generate the virtual map which has been acquired by means of at least one of the two, vehicle-to-vehicle communication or vehicle-to-infrastructure communication. System (100) according to claim 17, wherein the collision avoidance maneuver includes sending an instruction to a steering control unit to steer the host vehicle to a left or right side.

Images