Vehicle Collision Avoidance Threshold Adjustment During Turning
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Solution Overview
Problem
Conventional driving assistance systems may erroneously restrict pre-crash safety controls due to unreliable course predictions, particularly during vehicle turns, leading to potential safety hazards.
Innovation Solution
A vehicle control device that predicts a turning course based on steering angle and calculates collision margins, adjusting control intervention thresholds to prevent erroneous operations by reducing intervention when collision risks are opposite to steering direction changes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the operation area is equally reduced to the left and right based on reliability calculation, then unnecessary driving assistance operations are suppressed, but objects with collision risk may be excluded from the operation area and safety is lowered
Solution Approach 1:
The patent applies local quality by differentiating the treatment of operation areas on the left and right sides based on steering direction. When the vehicle is turning right, the operation area on the right side (collision direction) is maintained while the left side is reduced, and vice versa for left turns. This localized adjustment ensures that safety is maintained in the critical collision direction while still suppressing unnecessary operations in the opposite direction.
Solution Approach 2:
The patent implements asymmetry by creating unequal operation area reductions on the left and right sides. Instead of symmetric reduction, the system asymmetrically adjusts the operation area based on the steering direction, maintaining a larger operation area on the collision side and reducing it on the opposite side. This asymmetric approach resolves the contradiction by preserving safety in the critical direction while reducing false alarms in the non-critical direction.
2Reliability
If the reliability of host vehicle course is increased in accordance with the lapse of time during steady turning, then the certainty of course prediction is improved, but the host vehicle course may deviate from actual travel route and erroneous PCS control may occur
Solution Approach 1:
The patent applies dynamics by making the reliability calculation adaptive to the vehicle's operational state. The system dynamically adjusts the reliability calculation based on whether the vehicle is turning or traveling straight, and based on the steering angle. During turning, the reliability increases more gradually to account for potential course deviations, while during straight travel, reliability increases more rapidly. This dynamic adjustment prevents erroneous PCS control while maintaining accurate course prediction.
Solution Approach 2:
The patent implements parameter changes by modifying the reliability calculation parameters based on steering conditions. The system changes the rate at which reliability increases over time depending on the steering angle and vehicle state. When the steering angle indicates turning, the reliability parameter increases more slowly, allowing the system to account for potential course deviations. This parameter adjustment resolves the contradiction between improving reliability and maintaining measurement precision.
Data Source
AI summary
The present disclosure provides a vehicle control device capable of preventing an erroneous operation of an advanced driving assistance system while ensuring safety. A vehicle control device 110 includes a course prediction unit F1, a collision prediction unit F3, a vehicle control unit F5, and a control intervention adjustment unit F4. The course prediction unit F1 predicts a turning course of a vehicle as a steady circular turning course based on a steering angle θ. The collision prediction unit F3 calculates a collision margin time (TTC) between a target detected by an external environment sensor of the vehicle and the vehicle that travels on the steady circular turning course, and calculates a predicted collision lateral position CLL of the target with respect to a vehicle width center position of the vehicle. The vehicle control unit F5 performs collision avoidance control of a vehicle 100 when the collision margin time is shorter than a control intervention threshold value TH. The control intervention adjustment unit F4 adjusts the control intervention threshold value TH. The control intervention adjustment unit F4 reduces the control intervention threshold value when the predicted collision lateral position CLL with respect to the vehicle width center position of the vehicle is in a direction opposite to a direction of a steering angular speed which is a time change rate of the steering angle θ.