Collision Prevention Control Device for Continuous Structure Avoidance
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Solution Overview
Problem
Existing collision prevention control devices often perform unnecessary collision prevention controls when a driver is steering to avoid continuous structures, leading to driver annoyance.
Innovation Solution
A collision prevention control device that calculates the collision time period for obstacle points and determines if the obstacle is a continuous structure by analyzing the continuous structure angle and angle ranges, adjusting the collision prevention control based on whether the driver is steering to avoid the structure.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If the collision preventing control device calculates total collision probability for each divided part of the own vehicle, then the collision detection accuracy is improved, but the false positive rate increases when the driver is steering to avoid continuous structures
Solution Approach 1:
The patent applies local quality by differentiating the treatment of different spatial regions. It identifies whether the maximum collision probability part is located at the right end or left end of the vehicle, and applies different logic accordingly. When the maximum probability part is at the right end, the system checks if the driver is steering left to avoid continuous structures, and suppresses false collision controls in this specific local context.
Solution Approach 2:
The system dynamically adjusts its collision control logic based on real-time driving conditions. It continuously monitors the position of the maximum collision probability part and the driver's steering input, adapting its decision-making process. When the maximum probability part shifts to the right end and steering input indicates avoidance maneuver, the system dynamically suppresses false positives while maintaining sensitivity to real threats.
2Speed
If the collision preventing control is performed based on total collision probability threshold, then the safety response speed is improved, but the driver annoyance increases due to unnecessary interventions
Solution Approach 1:
The system incorporates feedback by monitoring driver steering input and comparing it with the collision risk assessment. When the driver's steering action aligns with avoiding continuous structures (steering left when maximum probability is at right end), the system receives feedback that the driver is already taking avoidance action, and thus suppresses unnecessary collision controls. This feedback mechanism maintains fast response to real threats while avoiding interference with driver's intentional avoidance maneuvers.
Solution Approach 2:
The control system dynamically adjusts its intervention behavior based on real-time conditions. It maintains rapid response capability for genuine collision threats while dynamically suppressing interventions when driver behavior indicates intentional avoidance of continuous structures. This dynamic adaptation ensures both safety responsiveness and driver comfort.
Data Source
AI summary
A collision preventing ECU 10 selects an obstacle point which has probability of colliding with an own vehicle, and calculates a collision time periods (TTC) of the obstacle point. When the minimum collision time period is equal to or shorter than a threshold time period, the collision preventing ECU 10 determines that a specific condition is established, and performs a collision preventing control to prevent the own vehicle from colliding with the an obstacle. When the obstacle which includes the obstacle point whose collision time period is minimum is a continuous structure, the collision preventing ECU 10 calculates a continuous structure angle, and memory a calculation number corresponding to an angle range within which a magnitude of the continuous structure angle falls. When there is no angle range whose calculation number is more than a threshold number, the collision preventing control is prohibited.