Vehicle Collision Avoidance System with Partial Braking
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Solution Overview
Problem
Existing collision avoidance and mitigation systems for vehicles lack additional safety measures beyond visual and audible warnings, failing to effectively reduce crash energy and driver alertness before potential collisions.
Innovation Solution
A method and system that activates a first warning function when a threshold value is reached, followed by autonomous partial braking and passenger belt tightening when a second threshold value is reached, combined with environmental sensors for accurate situation evaluation and system intervention, allowing for intuitive deactivation by the driver.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If only visual and audible warning functions are activated before collision, then the system complexity remains low, but the safety effectiveness and crash energy reduction are insufficient
Solution Approach 1:
The patent applies preliminary action by activating belt pretensioners and performing partial braking interventions before a collision occurs. The belt pretensioner is activated in advance to secure passengers, and partial braking is applied to reduce closing speed and crash energy, rather than waiting until collision is imminent or using only warning signals.
Solution Approach 2:
The patent segments the safety system into multiple independent functional components: warning functions (visual/audible), belt pretensioners, partial braking intervention, and full collision avoidance braking. This segmentation allows the system to activate only the necessary functions based on collision probability and timing, managing complexity through modular activation rather than requiring all functions to be simultaneously active.
2Reliability
If autonomous braking intervention is activated at the first threshold, then collision avoidance capability is improved, but driver alertness requirement decreases which may lead to misuse as distance assistant
Solution Approach 1:
The patent applies partial action by implementing partial braking intervention that applies braking force below the level required for complete collision avoidance. The braking acceleration is limited to a maximum value (e.g., -2 m/s²) that is less than what would be needed to fully avoid the collision, requiring the driver to remain alert and provide additional braking input if necessary.
Solution Approach 2:
The system applies preliminary anti-action by using partial braking to reduce the closing speed and crash energy before the driver would need to take full avoidance action. This preliminary braking reduces the severity of potential collision while still requiring driver engagement, preventing complete automation misuse.
3Reliability
If braking acceleration is increased to maximize collision avoidance, then collision prevention capability is improved, but passenger comfort and system adaptability to different speeds deteriorate
Solution Approach 1:
The patent applies dynamics by making the braking acceleration adaptive rather than fixed. The maximum braking acceleration is dynamically adjusted based on vehicle speed, with lower limits at higher speeds (e.g., -2 m/s² at high speeds) and higher limits at lower speeds. This allows the system to optimize between collision prevention capability and passenger comfort across different operating conditions.
Solution Approach 2:
The system changes the braking acceleration parameter dynamically based on vehicle speed and collision risk assessment. The braking acceleration is limited to speed-dependent maximum values, and partial braking uses a fraction of the collision avoidance deceleration. This parameter adaptation allows the system to function effectively across a wide range of speeds while maintaining passenger comfort.
Data Source
AI summary
In a method and apparatus for collision avoidance or collision mitigation for a vehicle, an existing driving space between the vehicle and a potential collision object is detected. A first warning function and/or an information function is activated when a first threshold value is reached. A system intervention with autonomous partial braking combined with at least one further safety measure is activated when a second threshold value is reached.