U.S. patent application number 10/908315 was filed with the patent office on 2006-11-09 for system and method for preemptively sensing an object and selectively operating both a collision countermeasure system and a parking assistance system aboard an automotive vehicle.
This patent application is currently assigned to FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Kwaku O. Prakah-Asante, Manoharprasad K. Rao.
Application Number | 20060250297 10/908315 |
Document ID | / |
Family ID | 37393565 |
Filed Date | 2006-11-09 |
United States Patent
Application |
20060250297 |
Kind Code |
A1 |
Prakah-Asante; Kwaku O. ; et
al. |
November 9, 2006 |
SYSTEM AND METHOD FOR PREEMPTIVELY SENSING AN OBJECT AND
SELECTIVELY OPERATING BOTH A COLLISION COUNTERMEASURE SYSTEM AND A
PARKING ASSISTANCE SYSTEM ABOARD AN AUTOMOTIVE VEHICLE
Abstract
A system and method for preemptively sensing an object in the
potential drive path of an automotive vehicle and selectively
operating both a collision countermeasure system and a parking
assistance system aboard the automotive vehicle are disclosed
herein. The system includes a radar sensor, ultrasonic sensors, and
a data processing system mounted aboard the automotive vehicle. The
data processing system is electrically connected to the radar
sensor, the ultrasonic sensors, the collision countermeasure
system, and the parking assistance system. The sensors are operable
to cooperatively sense the position of the object in the potential
drive path of the automotive vehicle and accordingly transmit
sensor data to the data processing system. The data processing
system is operable to receive the sensor data, selectively process
the sensor data, and accordingly transmit operating instructions to
the collision countermeasure system and the parking assistance
system so as to selectively operate both systems.
Inventors: |
Prakah-Asante; Kwaku O.;
(Commerce Twp., MI) ; Rao; Manoharprasad K.;
(Novi, MI) |
Correspondence
Address: |
ARTZ & ARTZ, P.C.
28333 TELEGRAPH ROAD, SUITE 250
SOUTHFIELD
MI
48034
US
|
Assignee: |
FORD GLOBAL TECHNOLOGIES,
LLC
600 Parklane Towers East One Parklane Boulevard
Dearborn
MI
|
Family ID: |
37393565 |
Appl. No.: |
10/908315 |
Filed: |
May 6, 2005 |
Current U.S.
Class: |
342/70 ; 342/175;
342/195; 342/27; 342/28; 342/52; 367/87; 367/93; 367/94; 367/99;
701/300; 701/301 |
Current CPC
Class: |
G01S 13/931 20130101;
G01S 2013/9314 20130101; G01S 15/931 20130101; G01S 2013/93271
20200101; G01S 2013/932 20200101; B60R 21/0134 20130101; G01S
2015/938 20130101; G01S 2013/9319 20200101; G01S 13/862 20130101;
G01S 2013/93185 20200101; G01S 2013/9318 20200101; G01S 13/867
20130101; G01S 2013/93275 20200101 |
Class at
Publication: |
342/070 ;
342/052; 342/175; 342/195; 342/027; 342/028; 701/300; 701/301;
367/087; 367/093; 367/094; 367/099 |
International
Class: |
G01S 13/93 20060101
G01S013/93; G01S 15/93 20060101 G01S015/93; G01S 13/86 20060101
G01S013/86; G08G 1/16 20060101 G08G001/16; B60W 30/08 20060101
B60W030/08; B60W 30/06 20060101 B60W030/06 |
Claims
1. A vehicular system for preemptively sensing an object in the
potential drive path of an automotive vehicle and selectively
operating both a collision countermeasure system and a parking
assistance system aboard said automotive vehicle, said vehicular
system comprising: a radar sensor for being mounted aboard said
automotive vehicle; two ultrasonic sensors for being mounted aboard
said automotive vehicle: and a data processing system for being
mounted aboard said automotive vehicle, electrically connected to
said radar sensor and said two ultrasonic sensors, and electrically
connected to said collision countermeasure system and said parking
assistance system; wherein said radar sensor and said two
ultrasonic sensors are operable to cooperatively sense the position
of said object in said potential drive path of said automotive
vehicle and accordingly transmit radar sensor data and ultrasonic
sensor data to said data processing system; and wherein said data
processing system is operable to receive said radar sensor data and
said ultrasonic sensor data, selectively process said radar sensor
data and said ultrasonic sensor data, and accordingly transmit
operating instructions to said collision countermeasure system and
said parking assistance system so as to operate said collision
countermeasure system and said parking assistance system in a
selective manner.
2. A vehicular system according to claim 1, wherein said radar
sensor is operable to produce a beam having an angular field of
view of at least 60 degrees.
3. A vehicular system according to claim 1, wherein said radar
sensor is mounted at the center of the frontal periphery of said
automotive vehicle.
4. A vehicular system according to claim 1, wherein said two
ultrasonic sensors are spaced apart and mounted at opposite sides
of the frontal periphery of said automotive vehicle.
5. A vehicular system according to claim 1, wherein said radar
sensor and said two ultrasonic sensors are mounted at the frontal
periphery of said automotive vehicle.
6. A vehicular system according to claim 1, wherein said radar
sensor is mounted at the center of the frontal periphery of said
automotive vehicle, and said two ultrasonic sensors are spaced
apart and mounted at opposite sides of said frontal periphery of
said automotive vehicle.
7. A vehicular system according to claim 1, wherein said data
processing system comprises at least one microprocessor.
8. A vehicular system according to claim 1, wherein said data
processing system has means for executing a data fusion algorithm
to selectively aggregate and sort said radar sensor data and said
ultrasonic sensor data.
9. A vehicular system according to claim 1, wherein said data
processing system has means for executing decision-making
algorithms to determine said operating instructions for said
collision countermeasure system and said parking assistance system
in accordance with said radar sensor data and said ultrasonic
sensor data.
10. A vehicular system according to claim 1, said vehicular system
further comprising: a backup assistance system including at least
one backward-facing sensor mounted on the back of said automotive
vehicle, electrically connected to said data processing system and
selected from the group consisting of a radar sensor, an ultrasonic
sensor, and a vision sensor; wherein said at least one
backward-facing sensor is operable, when the reverse gear of said
automotive vehicle is engaged, to sense the position of said object
in said potential drive path of said automotive vehicle and
accordingly transmit sensor data to said data processing system;
and wherein said data processing system is operable to receive said
sensor data, selectively process said sensor data, and accordingly
transmit operating instructions to said parking assistance system
so as to operate said parking assistance system in a selective
manner.
11. A method for preemptively sensing an object in the potential
drive path of an automotive vehicle and selectively operating both
a collision countermeasure system and a parking assistance system
aboard said automotive vehicle, said method comprising the steps
of: (a) operating a radar sensor aboard said automotive vehicle to
sense the position of said object in said potential drive path of
said automotive vehicle and accordingly transmit radar sensor data
to a data processing system aboard said automotive vehicle; (b)
operating two ultrasonic sensors aboard said automotive vehicle to
sense said position of said object in said potential drive path of
said automotive vehicle and accordingly transmit ultrasonic sensor
data to said data processing system aboard said automotive vehicle;
and (c) operating said data processing system to receive said radar
sensor data and said ultrasonic sensor data, selectively process
said radar sensor data and said ultrasonic sensor data, and
accordingly transmit operating instructions to said collision
countermeasure system and said parking assistance system so as to
operate said collision countermeasure system and said parking
assistance system in a selective manner.
12. A method according to claim 11, said method further comprising
the step of: mounting said radar sensor at the center of the
frontal periphery of said automotive vehicle.
13. A method according to claim 11, said method further comprising
the step of: spacing said two ultrasonic sensors apart and mounting
said two ultrasonic sensors at opposite sides of the frontal
periphery of said automotive vehicle.
14. A method according to claim 11, said method further comprising
the step of; mounting said radar sensor and said two ultrasonic
sensors at the frontal periphery of said automotive vehicle.
15. A method according to claim 11 said method further comprising
the steps of: mounting said radar sensor at the center of the
frontal periphery of said automotive vehicle; and spacing said two
ultrasonic sensors apart and mounting said two ultrasonic sensors
at opposite sides of said frontal periphery of said automotive
vehicle.
16. A method according to claim 11, wherein step (c) comprises the
sub-step of: operating said data processing system to execute a
data fusion algorithm so as to selectively aggregate and sort said
radar sensor data and said ultrasonic sensor data.
17. A method according to claim 11, wherein step (c) comprises the
sub-step of: operating said data processing system to execute a
data fusion algorithm so as to selectively aggregate and sort said
radar sensor data and said ultrasonic sensor data into at least one
of two data categories, said two data categories being predefined
as data utile for collision prediction and data utile for parking
assistance.
18. A method according to claim 11, wherein step (c) comprises the
sub-steps of: operating said data processing system to receive
dynamics data of said automotive vehicle and therefrom determine
the average speed of said automotive vehicle; operating said data
processing system to determine whether said average speed of said
automotive vehicle is greater than a predetermined parking
assistance speed limit; operating said data processing system, when
said average speed of said automotive vehicle is determined to be
greater than said predetermined parking assistance speed limit, to
selectively process said radar sensor data and accordingly transmit
operating instructions to said collision countermeasure system so
as to operate said collision countermeasure system in a selective
manner; and operating said data processing system, when said
average speed of said automotive vehicle is determined to be less
than said predetermined parking assistance speed limit, to
selectively process said radar sensor data and said ultrasonic
sensor data and accordingly transmit operating instructions to said
parking assistance system so as to operate said parking assistance
system in a selective manner.
19. A method according to claim 11, wherein step (c) comprises the
sub-step of: operating said data processing system to execute
decision-making algorithms so as to determine said operating
instructions for said collision countermeasure system and said
parking assistance system in accordance with said radar sensor data
and said ultrasonic sensor data.
20. A method for preemptively sensing an object in the potential
drive path of an automotive vehicle and selectively operating both
a collision countermeasure system and a parking assistance system
aboard said automotive vehicle, said method comprising the steps
of: (a) operating a radar sensor aboard said automotive vehicle to
sense the position of said object in said potential drive path of
said automotive vehicle and accordingly transmit radar sensor data
to a data processing system aboard said automotive vehicle; (b)
operating two ultrasonic sensors aboard said automotive vehicle to
sense said position of said object in said potential drive path of
said automotive vehicle and accordingly transmit ultrasonic sensor
data to said data processing system aboard said automotive vehicle;
(c) operating said data processing system to receive said radar
sensor data and said ultrasonic sensor data; (d) operating said
data processing system to receive dynamics data of said automotive
vehicle and therefrom determine the average speed of said
automotive vehicle; (e) operating said data processing system to
determine whether said average speed of said automotive vehicle is
greater than a predetermined parking assistance speed limit; (f)
operating said data processing system, when said average speed of
said automotive vehicle is determined to be greater than said
predetermined parking assistance speed limit, to selectively
process said radar sensor data and accordingly transmit operating
instructions to said collision countermeasure system so as to
operate said collision countermeasure system in a selective manner;
and (g) operating said data processing system, when said average
speed of said automotive vehicle is determined to be less than said
predetermined parking assistance speed limit, to selectively
process said radar sensor data and said ultrasonic sensor data and
accordingly transmit operating instructions to said parking
assistance system so as to operate said parking assistance system
in a selective manner.
Description
FIELD OF THE INVENTION
[0001] The present invention generally relates to automotive
vehicles and on-board vehicular systems. The present invention more
particularly relates to automotive vehicles having collision
prediction sensing systems, collision countermeasure systems, or
parking assistance systems on board.
BACKGROUND OF THE INVENTION
[0002] Due to large volumes of motor vehicle traffic, high rates of
vehicle travel speed, complex multi-lane intersections, winding
road systems, and crowded vehicle parking lots, drivers today are
frequently overwhelmed as they attempt to safely navigate their
automotive vehicles to and from intended destinations. To assist
vehicle drivers in their daily commutes, modern automobile
manufacturers are increasingly producing and selling automotive
vehicles that include various collision prediction sensing systems,
collision countermeasure systems, and/or parking assistance systems
on board.
[0003] Collision countermeasure systems included in modern
automotive vehicles are each typically equipped with an operatively
cooperating collision prediction sensing system. The collision
prediction sensing system, in turn, is typically equipped with
radar and/or vision sensors that are mounted on the front of the
automotive vehicle. Such radar and/or vision sensors
characteristically have extensive fields of view (FOV) that are
sufficient to sense or detect a remote object or vehicle at a
distance of up to about 40 meters away from the front of the
automotive vehicle. Equipped with such sensors and based on the
sensor data that is collected therefrom, the collision prediction
sensing system on board an automotive vehicle is thus able to
determine both the relative position and the relative velocity of
another object or vehicle detected within its overall field of
view. In making such determinations, the collision prediction
sensing system is thereby ultimately able to predict both the type
and the severity of an anticipated collision with a detected remote
object or vehicle. In cooperation with the collision prediction
sensing system, the collision countermeasure system operates in
turn to selectively arm, deploy, and/or activate various safety
systems on board the automotive vehicle according to the type and
severity of an anticipated collision predicted by the collision
prediction sensing system. Such various safety systems or
countermeasures may include, for example, various types of airbag
systems, seat belt systems, bumper systems, braking assistance
systems, knee bolster systems, et cetera.
[0004] Parking assistance systems included in modern automotive
vehicles too are each typically equipped with an operatively
cooperating collision prediction sensing system. The collision
prediction sensing system, in turn, is typically equipped with
ultrasonic sensors that are most commonly mounted on the front
and/or back of the automotive vehicle. A parking assistance system
on board an automotive vehicle is typically designed to operate
only when the vehicle is moving at a reduced level of speed such
as, for example, at or below about 10 miles per hour (mph) or 16
kilometers per hour (kph). When the parking assistance system is
operating, any ultrasonic sensors mounted on the front of the
automotive vehicle typically work to sense or detect remote
structures, objects, or vehicles at distances of up to about 60
centimeters (cm) or 0.6 meter (m) away from the front of the
vehicle. In contrast thereto, any ultrasonic sensors mounted on the
back of the automotive vehicle typically work to detect remote
structures, objects, or vehicles at distances of up to about 180 cm
(1.8 m) away from the back of the vehicle. If or when the collision
prediction sensing system actually senses a remote structure,
object, or vehicle within its overall sensing range, the parking
assistance system then alerts the driver within the automotive
vehicle's cabin via visual and/or audible indicators or alerting
devices.
[0005] To best prevent injury to a driver or occupant in an
automotive vehicle and also help prevent damage to the vehicle
itself, a few automobile manufacturers are now incorporating both a
collision countermeasure system and a parking assistance system in
some of their vehicles. Incorporating both such systems in a single
automotive vehicle, however, has some consequential drawbacks. In
particular, incorporating both systems generally necessitates
additional vehicle components, consumes and requires more on-board
space, adds more weight to the vehicle, and results in higher
manufacturing costs.
[0006] To help minimize such drawbacks, automobile manufacturers
have heretofore proposed various schemes to integrate both systems
aboard an automotive vehicle in an attempt to reduce the cumulative
amount of hardware thereon. In an integration scheme proposed by
one manufacturer, for example, the requisite number of sensors
aboard the automotive vehicle was effectively reduced by having
both systems share use of one or more of the sensors. That is,
instead of having each on-board sensor be operationally dedicated
to only one of the two systems, the manufacturer had both systems
share use of one or more of the sensors so as to minimize sensor
redundancy. See U.S. Pat. No. 6,784,791 issued to Rao et al. on
Aug. 31, 2004.
[0007] Although some of such integration schemes have been
reasonably successful in minimizing the above-described drawbacks,
further integration is yet desirable. In particular, in many of the
integrated systems included in automotive vehicles to date, the
various types of sensor data collected from the various different
types of on-board sensors are, at least initially, typically
processed separately according to sensor type. For example, sensor
data initially collected from one or more on-board radar sensors is
typically processed separate from sensor data initially collected
from one or more on-board ultrasonic sensors. As a consequence, the
cumulative time required to process all types of sensor data is
typically somewhat lengthy. Hence, the span of time extending from
when an object is initially sensed to when impact therewith is
accurately anticipated is also somewhat lengthy, thereby
undesirably limiting the amount of time for the collision
countermeasure system and/or the parking assistance system to
formulate and tailor an appropriate counteracting response.
Furthermore, as an added consequence, depending on the various
types of sensors on board, dual or even multiple sensor-specific
data processing systems are often required for initial sensor data
processing in a given vehicular system. Hence, the requisite amount
of data processing system hardware is often undesirably excessive
and correspondingly both space-consuming and costly as well.
[0008] In light of the above, there is a present need in the art
for an on-board vehicular system that (1) preemptively senses an
object in the potential drive path of an automotive vehicle, (2)
selectively operates both a collision countermeasure system and a
parking assistance system aboard the automotive vehicle, and (3)
accomplishes such through the shared use of one or more sensors
among on-board systems (i.e., sensor hardware integration) and also
through the aggregated processing of various types of sensor data
(i.e., sensor data fusion).
SUMMARY OF THE INVENTION
[0009] The present invention provides an on-board vehicular system
for preemptively sensing an object in the potential drive path of
an automotive vehicle and selectively operating both a collision
countermeasure system and a parking assistance system aboard the
automotive vehicle. In one practicable embodiment, the on-board
vehicular system includes a radar sensor, at least two ultrasonic
sensors, and a data processing system, which are all mounted aboard
the automotive vehicle. The data processing system is electrically
connected to the radar sensor, the ultrasonic sensors, the
collision countermeasure system, and the parking assistance system.
In such a configuration, the radar sensor and the ultrasonic
sensors are operable to cooperatively sense the position of the
object in the potential drive path of the automotive vehicle and
accordingly transmit radar sensor data and ultrasonic sensor data
to the data processing system. The data processing system, in turn,
is operable to receive the radar sensor data and the ultrasonic
sensor data, selectively process the radar sensor data and the
ultrasonic sensor data, and accordingly transmit operating
instructions to the collision countermeasure system and the parking
assistance system so as to operate the collision countermeasure
system and the parking assistance system in a selective manner.
[0010] In a preferred embodiment, the radar sensor and two
ultrasonic sensors are mounted at the frontal periphery of the
automotive vehicle. In one embodiment, for example, the radar
sensor is mounted at the center of the frontal periphery of the
automotive vehicle, and the radar sensor is operable to produce a
beam having an angular field of view (FOV) of at least 60 degrees.
In the same embodiment, the two ultrasonic sensors are spaced apart
and mounted at opposite sides of the frontal periphery of the
automotive vehicle, one on each side of the centrally mounted radar
sensor.
[0011] Also in a preferred embodiment, the data processing system
comprises one or more microprocessors and has both means for
executing a data fusion algorithm and means for executing
decision-making algorithms. During operation, the data processing
system frequently executes the data fusion algorithm to selectively
aggregate and sort the radar sensor data and the ultrasonic sensor
data. In addition, the data processing system also frequently
executes the decision-making algorithms to determine the operating
instructions for the collision countermeasure system and the
parking assistance system in accordance with the radar sensor data
and the ultrasonic sensor data.
[0012] In addition to the above, the present invention also
provides a method for preemptively sensing an object in the
potential drive path of an automotive vehicle and selectively
operating both a collision countermeasure system and a parking
assistance system aboard the automotive vehicle. In one practicable
methodology, the method includes the step of operating a radar
sensor aboard the automotive vehicle to sense the position of the
object in the potential drive path of the automotive vehicle and
accordingly transmit radar sensor data to a data processing system
aboard the automotive vehicle. In the same methodology, the method
also includes the step of operating at least two ultrasonic sensors
aboard the automotive vehicle to sense the position of the object
in the potential drive path of the automotive vehicle and
accordingly transmit ultrasonic sensor data to the data processing
system aboard the automotive vehicle. Furthermore, in the same
methodology, the method also includes the step of operating the
data processing system to receive the radar sensor data and the
ultrasonic sensor data, selectively process the radar sensor data
and the ultrasonic sensor data, and accordingly transmit operating
instructions to the collision countermeasure system and the parking
assistance system so as to operate the collision countermeasure
system and the parking assistance system in a selective manner.
[0013] In a preferred methodology, the method includes the
frequently performed sub-step of operating the data processing
system to execute a data fusion algorithm so as to selectively
aggregate and sort the radar sensor data and the ultrasonic sensor
data. In one methodology, for example, the radar sensor data and
the ultrasonic sensor data are selectively aggregated and sorted
into at least one of two data categories that are predefined as
data utile for collision prediction and data utile for parking
assistance.
[0014] Also in a preferred methodology, the method includes the
sub-step of operating the data processing system to receive
dynamics data of the automotive vehicle and therefrom determine the
average speed of the automotive vehicle. In the same methodology,
the method also includes the sub-step of operating the data
processing system to determine whether the average speed of the
automotive vehicle is greater than a predetermined parking
assistance speed limit. When the average speed of the automotive
vehicle is determined to be greater than the predetermined parking
assistance speed limit, the method includes the sub-step of
operating the data processing system to selectively process the
radar sensor data and accordingly transmit operating instructions
to the collision countermeasure system so as to operate the
collision countermeasure system in a selective manner. When, on the
other hand, the average speed of the automotive vehicle is
determined to be less than the predetermined parking assistance
speed limit, the method includes the sub-step of operating the data
processing system to selectively process the radar sensor data and
the ultrasonic sensor data and accordingly transmit operating
instructions to the parking assistance system so as to operate the
parking assistance system in a selective manner.
[0015] Furthermore, it is believed that various other embodiments,
design considerations, methodologies, applications, and advantages
of the present invention will become apparent to those skilled in
the art when the detailed description of the best mode contemplated
for practicing the invention, as set forth hereinbelow, is reviewed
in conjunction with the appended claims and the accompanying
drawing figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The present invention is described hereinbelow, by way of
example, with reference to the following drawing figures.
[0017] FIG. 1 is an aerial view of an automotive vehicle that is
traveling on a road. In FIG. 1, the automotive vehicle includes a
system for preemptively sensing an object in its potential drive
path and selectively operating both a collision countermeasure
system and a parking assistance system on board.
[0018] FIG. 2A is an aerial view wherein the automotive vehicle of
FIG. 1 is facing a potential collision with the back end of a
vehicle that is moving slowly or disabled.
[0019] FIG. 2B is an aerial view wherein the automotive vehicle of
FIG. 1 is facing a potential head-on collision with an oncoming
vehicle that has drifted from an opposing lane.
[0020] FIG. 2C is an aerial view wherein the automotive vehicle of
FIG. 1 is facing a potential collision with the front end of a
vehicle that is out of control and oncoming from an oblique
direction.
[0021] FIG. 3 is a block diagram of the system on board the
automotive vehicle of FIG. 1. In FIG. 3, the on-board vehicular
system is shown to include a data processing system comprising one
or more microprocessors.
[0022] FIG. 4A is part of a flowchart wherein method steps executed
by the data processing system of FIG. 3 are set forth. FIG. 4A
highlights method steps executed by the data processing system when
the automotive vehicle of FIG. 1 is operating in a "traveling
mode."
[0023] FIG. 4B is a continuation of the flowchart in FIG. 4A. FIG.
4B highlights method steps executed by the data processing system
of FIG. 3 when the automotive vehicle of FIG. 1 is operating in a
"parking assistance mode."
[0024] FIG. 4C is a continuation of the flowchart in FIG. 4A. FIG.
4C highlights method steps executed by the data processing system
of FIG. 3 when the automotive vehicle of FIG. 1 is operating in a
"collision countermeasure activation mode."
DETAILED DESCRIPTION OF THE INVENTION
[0025] FIG. 1 is an aerial view of an automotive vehicle 6 that is
traveling on a road 7. In this view, the automotive vehicle 6 is
traveling in a direction 10 and within the right-hand lane 9 of the
road 7. Pursuant to the present invention, the automotive vehicle 6
includes a system 5 for preemptively sensing an object in its
potential drive path and selectively operating both a collision
countermeasure system 35 and a parking assistance system 32 on
board.
[0026] As co-illustrated in FIGS. 1 and 3, the on-board vehicular
system 5 includes a radar sensor 12, two ultrasonic sensors 15L and
15R, and a data processing system 20 mounted aboard the automotive
vehicle 6. The data processing system 20 is electrically connected
to the radar sensor 12, the two ultrasonic sensors 15L and 15R, the
collision countermeasure system 35, and the parking assistance
system 32. In such a configuration, the radar sensor 12 and the two
ultrasonic sensors 15L and 15R are operable to cooperatively sense
the position of an object in the potential drive path of the
automotive vehicle 6 and accordingly transmit radar sensor data and
ultrasonic sensor data to the data processing system 20. The data
processing system 20, in turn, is operable to receive the radar
sensor data and the ultrasonic sensor data, selectively process the
radar sensor data and the ultrasonic sensor data, and accordingly
transmit operating instructions to the collision countermeasure
system 35 and the parking assistance system 32 so as to operate the
collision countermeasure system 35 and the parking assistance
system 32 in a selective manner.
[0027] As illustrated in FIG. 1, the radar sensor 12 is preferably
mounted at the center of the frontal periphery 11F of the
automotive vehicle 6. To mount the radar sensor 12 in this fashion,
the radar sensor 12 may, for example, be nested within and/or
behind either the fascia of the front bumper 17F or the front grill
of the vehicle 6. The radar sensor 12 itself is preferably a single
wide-beam type radar sensor that is operable to produce a beam 13
having an angular field of view (FOV) 14 of at least 60 degrees.
The radar sensor 12 can generally sense or detect a remote object
or vehicle at a distance of up to about 40 meters away from the
front of the automotive vehicle 6. During operation, radar sensor
data produced by the radar sensor 12 is generally shared and
utilized to selectively operate both the collision countermeasure
system 35 and the parking assistance system 32.
[0028] Although it is certainly within the purview of the present
invention to situate or mount the radar sensor 12 in other
positions on the automotive vehicle 6, experience has heretofore
demonstrated that the radar sensor 12 be preferably situated at the
periphery 11 of the vehicle 6. In this way, the radar sensor's
field of view (FOV) is neither unduly limited nor interfered with
by other structures on the automotive vehicle 6. In addition,
experience has also demonstrated that the radar sensor 12 be
preferably situated at or near the center of the frontal periphery
11F of the automotive vehicle 6. In this way, other objects, either
stationary or moving, in the vehicle's potential forward drive path
are preemptively sensed and proactively addressed by the system 5
on board the automotive vehicle 6.
[0029] As also illustrated in FIG. 1, the two ultrasonic sensors
15L and 15R are preferably spaced apart and mounted at opposite
sides of the frontal periphery 11F of the automotive vehicle 6. To
mount the two ultrasonic sensors 15L and 15R in this fashion, the
two ultrasonic sensors 15L and 15R may, for example, be fixed onto
the cover of the front bumper 17F, one on each side of the
centrally mounted radar sensor 12. During operation, the two
ultrasonic sensors 15L and 15R respectively emit patterns of
ultrasonic (sound) waves 16L and 16R to sense an object. The two
ultrasonic sensors 15L and 15R can each generally sense or detect a
remote object or vehicle at a distance of up to about 2.0 meters
away from the front of the automotive vehicle 6. Given the
ultrasonic sensors' characteristic short sensing ranges, ultrasonic
sensor data respectively produced by the two ultrasonic sensors 15L
and 15R is generally utilized to selectively operate only the
parking assistance system 32.
[0030] Although it is certainly within the purview of the present
invention to situate or mount the two ultrasonic sensors 15L and
15R in other positions on the automotive vehicle 6, experience has
heretofore demonstrated that the two ultrasonic sensors 15L and 15R
be preferably situated at the periphery 11 of the vehicle 6. In
this way, the ultrasonic sensors' respective patterns of ultrasonic
waves 16L and 16R are not interfered with by other structures on
the automotive vehicle 6. In addition, experience has also
demonstrated that the two ultrasonic sensors 15L and 15R be
preferably spaced apart and situated at opposite sides of the
frontal periphery 11F of the automotive vehicle 6, one on each side
of the centrally mounted radar sensor 12. In this way, the
immediate areas not sensed on both sides of the radar sensor's beam
13 are properly sensed as well. As a result, the entire frontal
periphery 11F of the automotive vehicle 6 is provided with
"blanket" sensing coverage so that other objects, either stationary
or moving, in the vehicle's potential forward drive path are
preemptively sensed and proactively addressed by the system 5 on
board the vehicle 6.
[0031] FIG. 2A is an aerial view wherein the automotive vehicle 6
is traveling on the road 7 at a significant rate of speed such as,
for example, greater than 10 miles per hour (mph) or 16 kilometers
per hour (kph). In this view, the automotive vehicle 6 is
particularly facing a potential collision with the back end of a
vehicle 18 that is moving slowly in a direction 19A or that is
altogether disabled and stopped. As demonstrated in this view, the
positioning of the radar sensor 12 at the center of the frontal
periphery 11F of the automotive vehicle 6 ensures that the vehicle
18, which is in the potential forward drive path of the vehicle 6,
is successfully sensed within the field of view (FOV) of the radar
sensor's beam 13. In preemptively sensing the vehicle 18 in this
manner, the on-board vehicular system 5 can then timely assess the
potential collision situation, tailor an appropriate response to
the situation, and selectively operate the collision countermeasure
system 35 so as to proactively address the situation. If, in a
somewhat analogous encounter, the automotive vehicle 6
alternatively approaches the vehicle 18 at a low rate of speed (for
example, less than 10 mph) as in a parking situation, then both the
radar sensor 12 and the two ultrasonic sensors 15L and 15R operate
to cooperatively sense the position of the vehicle 18. In
preemptively sensing the vehicle 18 in this alternative manner, the
on-board vehicular system 5 can then timely assess the situation,
tailor an appropriate response to the situation, and selectively
operate the parking assistance system 32 so as to proactively
address the situation.
[0032] FIG. 2B is another aerial view wherein the automotive
vehicle 6 is traveling on the road 7 at a significant rate of
speed. In this view, the automotive vehicle 6 is particularly
facing a potential head-on collision with the vehicle 18 that is
drifting from opposing lane 8 and now oncoming in a direction 19B.
As demonstrated in this view, the positioning of the radar sensor
12 at the center of the frontal periphery 11F of the automotive
vehicle 6 again ensures that the vehicle 18 is successfully sensed
within the field of view (FOV) of the radar sensor's beam 13, even
when the oncoming vehicle 18 has merely drifted from another lane
(i.e., opposing lane 8). In preemptively sensing the vehicle 18 in
this manner, the on-board vehicular system 5 can then selectively
operate the collision countermeasure system 35 to address the
situation. In a somewhat analogous low-speed encounter in, for
example, a parking situation, both the radar sensor 12 and the two
ultrasonic sensors 15L and 15R operate to cooperatively sense the
position of the vehicle 18. In preemptively sensing the vehicle 18
in this alternative manner, the on-board vehicular system 5 can
then selectively operate the parking assistance system 32 to
address the situation.
[0033] FIG. 2C is still another aerial view wherein the automotive
vehicle 6 is traveling on the road 7 at a significant rate of
speed. In this view, the automotive vehicle 6 is particularly
facing a potential collision with the front end of the vehicle 18
that is out of control and now oncoming in an oblique direction
19C. As demonstrated in this view, the positioning of the radar
sensor 12 at the center of the frontal periphery 11F of the
automotive vehicle 6 still again ensures that the vehicle 18 is
successfully sensed within the field of view (FOV) of the radar
sensor's beam 13, even when the vehicle 18 is oncoming from an
oblique angle. In preemptively sensing the vehicle 18 in this
manner, the on-board vehicular system 5 can then selectively
operate the collision countermeasure system 35 to address the
situation. In a somewhat analogous low-speed encounter in, for
example, a parking situation, both the radar sensor 12 and the two
ultrasonic sensors 15L and 15R operate to cooperatively sense the
position of the vehicle 18. In preemptively sensing the vehicle 18
in this alternative manner, the on-board vehicular system 5 can
then selectively operate the parking assistance system 32 to
address the situation.
[0034] FIG. 3 is a block diagram of the overall system 5 on board
the automotive vehicle 6. In the figure, the data processing system
20 is particularly highlighted and shown to include one or more
microelectronic processors (microprocessors). Although other
locations on board the automotive vehicle 6 may also be suitable,
the data processing system 20 is preferably mounted within the
engine compartment, under the dashboard, or together with a local
restraint control module.
[0035] As illustrated in FIG. 3, the data processing system 20 is
in direct or indirect electrical communication with the radar
sensor 12, the two ultrasonic sensors 15L and 15R, the vehicle
dynamics detection system 23, the occupant information system 28,
and one or more impact sensors 43 on board the automotive vehicle
6. In addition, the data processing system 20 is also in direct or
indirect electrical communication with the collision countermeasure
system 35 and the parking assistance system 32 aboard the vehicle
6. Pursuant to the present invention, any such electrical
communication or connection may be established in a hardwired,
wireless, or combinational fashion.
[0036] Configured as such, the data processing system 20 is thereby
operable to directly or indirectly receive various sensor data from
the radar sensor 12, the two ultrasonic sensors 15L and 15R, the
various sensors of the vehicle dynamics detection system 23, the
various sensors of the occupant information system 28, and the one
or more impact sensors 43. Upon receiving such various sensor data,
the data processing system 20 is then operable to selectively
process the sensor data. After processing the sensor data, the data
processing system 20 is then operable to accordingly transmit
various operating instructions to the various safety systems of the
collision countermeasure system 35 and the visual/auditory systems
of the parking assistance system 32 so as to operate all such
systems in a selective manner.
[0037] In FIG. 3, the vehicle dynamics detection system 23 operates
to provide timely feedback information and data relating to the
operational dynamics and conditions of the automotive vehicle 6. To
provide such information and data, the vehicle dynamics detection
system 23 generally includes many various on-board sensors.
Pursuant to the present invention, the vehicle dynamics detection
system 23 preferably includes at least a vehicle speed sensor 24, a
yaw rate sensor 25, and a steering wheel angle sensor 26. In
addition thereto, the vehicle dynamics detection system 23 may also
include various other on-board sensors 27 as well. Such other
sensors 27 may include, for example, a longitudinal acceleration
sensor, a lateral acceleration sensor, a pitch rate sensor, a
crankshaft position sensor, a camshaft position sensor, a throttle
position sensor, a transaxle/transmission sensor, a braking sensor,
et cetera.
[0038] The vehicle speed sensor 24 may be one of any variety of
vehicle speed sensors known to those skilled in the art. For
example, in one practicable embodiment, the vehicle speed sensor 24
may include a separate electromagnetic wheel speed sensor for each
individual wheel rotatably mounted on the automotive vehicle 6. In
general, such wheel speed sensors serve to measure the individual
rotational speeds of the wheels with which they are associated. The
wheel speed sensors typically interoperate with toothed-type wheel
sensor rotors or "trigger wheels," such as those employed in
anti-lock brake and traction control systems, which are mounted on
the individual wheel assemblies so as to correspondingly rotate
along with the wheels themselves. In addition to such wheel speed
sensors, the vehicle speed sensor 24 may also include an electronic
controller for collecting wheel speed data that is electrically
communicated from the individual wheel speed sensors. Upon
receiving all such wheel speed sensor data, the electronic
controller then utilizes a speed-averaging algorithm to calculate
and ultimately determine the overall speed of the automotive
vehicle 6.
[0039] The yaw rate sensor 25 may similarly be of any variety of
yaw rate sensors known to those skilled in the art. In general, the
yaw rate sensor 25 serves to determine the yaw rate of the
automotive vehicle 6 about its own center of gravity, that is, the
tendency of the vehicle 6 to rotate about an axis that is
associated with the vehicle's center of gravity and defined normal
(i.e., perpendicular) to the surface of the road 7. Although the
yaw rate sensor 25 is preferably situated and mounted at the
vehicle's center of gravity, those skilled in the art understand
that the yaw rate sensor 25 may alternatively be situated in
various other locations aboard the vehicle 6 and be mathematically
translated back to the vehicle's center of gravity via
computational algorithms executed by either the yaw rate sensor 25
itself or an associated electronic controller in electrical
communication therewith.
[0040] The steering wheel angle sensor 26 may also be of any
variety of steering wheel angle sensors known to those skilled in
the art. In general, the steering wheel angle sensor 26 serves to
detect the rotational position of the steering wheel (hand wheel)
and ultimately therefore the steering angle of the front wheels on
the automotive vehicle 6. In one practicable embodiment, the
steering wheel angle sensor 26 is situated and mounted within the
steering column of the automotive vehicle 6. In other practicable
embodiments, a steering angle sensor may be situated in the gearbox
housing of the front steering system to serve as an additional or
alternative means for determining the steering angle of the
steering wheel and/or front wheels.
[0041] In FIG. 3, the occupant information system 28 operates to
provide timely feedback information and data relating to the
presence, body positions, and/or weight distributions of the driver
and any other occupants (passengers) within the automotive vehicle
6. To provide such information and data, the occupant information
system 28 generally includes many various on-board sensors.
Pursuant to the present invention, the occupant information system
28 preferably includes one or more various position sensors 29,
weight sensors 30, and/or other sensors 31.
[0042] The position sensors 29 may include, for example, seat
position sensors, backrest position sensors, headrest position
sensors, armrest position sensors, a rear view mirror position
sensor, side view mirror position sensors, seat belt status
sensors, and/or vision system cameras. The seat belt status sensors
may particularly include sensors for determining the various
positions and/or tensions of the seat belts within the automotive
vehicle 6. The vision system may include data processing means for
executing triangulation algorithms on data provided by the cameras
so as to confirm the presence, position, and size of each person
within the vehicle 6.
[0043] The weight sensors 30, in turn, may include pressure sensors
that are situated in various locations within the cabin of the
automotive vehicle 6. Such various locations may include, for
example, in the bottom and back cushions of each seat, in the
headrest cushions of each seat, in the armrest cushions of each
seat, and/or in the floor mats at the foot of each seat.
[0044] In addition to both the position sensors 29 and the weight
sensors 30, the occupant information system 28 may also include one
or more other types of sensors 31. Such other sensors 31 may
include, for example, one or more braking system sensors such as a
brake pedal position sensor and/or a brake pedal pressure
sensor.
[0045] In FIG. 3, the parking assistance system 32 operates to
assist a driver in the low-speed maneuvering of the automotive
vehicle 6 safely around other objects and vehicles situated or
moving in close proximity thereto. To assist the driver, the
parking assistance system 32 particularly includes one or more
in-cabin indicators or alerting devices. These indicators or
alerting devices serve to inform the driver as to how close the
vehicle 6 is to any one or more objects or vehicles about the
vehicle 6 and/or the predicted time-to-impact therewith. Pursuant
to the present invention, such indicators or alerting devices
preferably include a visual display system 33 and an auditory alert
system 34.
[0046] The visual display system 33, in one practicable embodiment,
includes a video screen for visually informing the driver of the
relative position of any nearby object or vehicle sensed by the
radar sensor 12, the driver-side ultrasonic sensor 15L, and/or the
passenger-side ultrasonic sensor 15R. For convenient observation by
the driver, the visual display system 33 is preferably mounted in
or on the dashboard console or the cabin ceiling of the automotive
vehicle 6. In other practicable embodiments, the visual display
system 33 may additionally or alternatively include one or more
illuminable lights or light-emitting diodes (LEDs). Such lights or
LEDs preferably have means for flashing on and off at varying
frequencies that directly correspond to the sensed degree of
closeness (i.e., relative distance or range) or the predicted
time-to-impact between the automotive vehicle 6 and a sensed object
or vehicle.
[0047] The auditory alert system 34 preferably includes an audio
system of one or more acoustic transducers, speakers, or electronic
beepers. In embodiments including at least one electronic beeper,
each beeper preferably has means for beeping on and off at a
varying frequency that directly corresponds to the sensed degree of
closeness or the predicted time-to-impact between the automotive
vehicle 6 and a sensed object or vehicle. To ensure that the driver
properly hears any such beeping, the auditory alert system 34 is
preferably situated and mounted, at least in large part, within the
vehicle's cabin.
[0048] In FIG. 3, the collision countermeasure system 35 operates
to arm, deploy, or activate safety systems on board the automotive
vehicle 6 in preemptive anticipation of, or in immediate reactive
response to, a collision between the vehicle 6 and another object
or vehicle. In this way, the collision countermeasure system 35
attempts to counteract an anticipated or actualized collision event
so as to ensure the safety of the driver and any other occupant in
the vehicle 6. To ensure the safety of persons on board, the
collision countermeasure system 35 generally includes many various
on-board safety systems. Some of these various safety systems may
include, for example, an airbag system 36, a bumper system 37, a
seat belt system 38, a braking assistance system 39, an energy
absorption system 40, a knee bolster system 42, and/or other safety
systems 41.
[0049] The airbag system 36 preferably includes various inflatable
airbags that are situated in various locations inside or outside
the automotive vehicle 6. Internal airbags are primarily intended
for protecting the driver and any passengers within the vehicle 6
in the event of a collision. Such internal airbags may include, for
example, a driver-side airbag located in the steering wheel cover,
a front passenger-side airbag located in the dashboard, side-impact
airbags located in the side door panels or in the outer edges of
the seats, drop-down window (or "curtain") airbags located above
the side windows, and/or rear passenger airbags located in the
backing of the front seats. External airbags, on the other hand,
may be intended to protect persons inside or outside the vehicle 6,
or both, depending on the particular type and location of a given
external airbag. Such external airbags may include, for example,
bumper airbags located on the front bumper 17F or back (rear)
bumper 17B of the vehicle 6, airbags located on the front end of
the vehicle 6, and/or airbags located on the front hood of the
vehicle 6.
[0050] The bumper system 37 includes both a front bumper 17F that
is mounted on the front end of the automotive vehicle 6 and a back
(or rear) bumper 17B that is mounted on the back end of the vehicle
6. In general, the bumper system 37 operates to absorb shock during
impact in a collision event. In this way, the bumper system 37
attempts to minimize both damage to the vehicle 6 itself and injury
to persons within the vehicle 6. The bumpers 17F and 17B may be of
various different types. In one embodiment, for example, the
bumpers 17F and 17B may particularly be extendable/retractable type
bumpers. In such an embodiment, each of the bumpers 17F and 17B can
be selectively deployed into an extended position in preemptive
anticipation of a collision. Whenever a collision is not
anticipated, each of the bumpers 17F and 17B can be returned to a
retracted position. In another embodiment, the bumpers 17F and 17B
may alternatively be height variable type bumpers. In such an
embodiment, each of the bumpers 17F and 17B can be selectively
adjusted to a particular height in preemptive anticipation of a
collision. In this way, the bumper system 37 on the vehicle 6 is
vertically matched up with the determined height of an object or
vehicle sensed just prior to collision impact.
[0051] The seat belt system 38 includes multiple fastenable seat
belts located in, on, or about the driver and passenger seats
within the automotive vehicle 6. In general, each seat belt, when
properly fastened about a seated person, serves to hold the person
in his seat during a collision. In this way, the person is
prevented from being ejected from the seat upon collision impact
and sustaining injury. In a preferred embodiment, each seat belt in
the system 38 is individually equipped with a motorized
pretensioner. In this way, if a collision with a sensed object or
vehicle is anticipated, each pretensioner can be preemptively
activated to remove the slack in its associated seat belt so as to
prevent ejection of a seated person during actual collision impact.
In the same or another embodiment, each seat belt in the seat belt
system 38 may additionally or alternatively be equipped with a
load-limiting seat belt controller.
[0052] The braking assistance system 39 preferably includes a brake
pedal actuation controller. In general, the brake pedal actuation
controller serves to monitor the application of vehicle brakes so
as to slow the automotive vehicle 6 down in preemptive anticipation
of a collision and thereby reduce collision impact velocity. In
addition, the brake pedal actuation controller also serves to
prevent uncontrolled skidding during braking.
[0053] The energy absorption system 40, in a preferred embodiment,
includes one or more structural stiffeners that are variously
located and incorporated within the body of the automotive vehicle
6. The energy absorption system 40 may particularly include passive
and/or adaptive type structural stiffeners. In an adaptive type
energy absorption system, the stiffness of each structural
stiffener is adaptively and individually adjusted according to the
particular area of the vehicle 6 that is sensed to have been
suddenly impacted during a collision.
[0054] The knee bolster system 42, in a preferred embodiment,
includes one or more thick resilient (for example, plastic) panels
mounted on the lower portion of the vehicle's dash so as to cover
the dash's metal frame. Mounted as such, the knee bolster system 42
serves to protect the driver's and any front passenger's knees from
being injured in the event of a collision. In addition, the knee
bolster system 42 also serves to prevent the driver and any front
passenger from sliding under an airbag that is deployed during a
collision event.
[0055] Other safety systems 41 that may optionally be included in
the collision countermeasure system 35 are numerous. Some of such
other safety systems 41 may include, for example, a steering column
position controller, head restraint position controllers, a vehicle
suspension height adjustment (nose-dipping) controller, an
acceleration pedal position controller, a load-limiting
acceleration pedal controller, a load-limiting steering angle
controller, a speed-limiting steering angle controller, a
transmission controller, a chassis system controller, and/or a fuel
pump shut-off controller.
[0056] The impact sensor(s) 43, in a preferred embodiment, includes
a number of inertial type sensors situated in various locations on
board the automotive vehicle 6. Such inertial type sensors may be,
for example, magnet-and-ball sensors or accelerometers. In general,
each impact sensor 43 operates to detect a rapid change in vehicle
speed or velocity, such as when the automotive vehicle 6 is forced
to rapidly decelerate during a collision. In this way, the impact
sensor 43 serves as means for sensing an actual collision event so
that some of the reactive type on-board safety systems (for
example, certain airbags) in the collision countermeasure system 35
can be timely triggered and activated. To ensure timely activation
of these safety systems, each impact sensor 43 is preferably
located at the periphery 11 of the vehicle 6, and most preferably
at the frontal periphery 11F. For example, one or more impact
sensors 43 may be mounted on or within the vehicle's front bumper
17F and/or back bumper 17B, at the vehicle's left periphery 11L
and/or right periphery 11R, proximate the radiator support system,
and/or in the vehicle's engine compartment.
[0057] As further illustrated in FIG. 3, the radar sensor data and
the ultrasonic sensor data received by the data processing system
20 are generally processed in two stages 21 and 22. In the first
processing stage 21, the radar sensor data and the ultrasonic
sensor data are generally selectively processed and sorted into at
least one of two data categories. The two data categories are
generally predefined as (1) data utile for collision prediction
purposes and (2) data utile for parking assistance purposes. During
this first processing stage 21, if the automotive vehicle 6 is
sensed and determined to be traveling at an average speed that is
greater than an internally preset or predetermined parking
assistance speed limit (for example, greater than 10 mph or 16
kph), the radar sensor data is selectively processed by the system
20 so as to extract any data that may be useful for collision
prediction purposes. The ultrasonic sensor data, in such a
scenario, is largely discarded. If, on the other hand, the vehicle
6 is sensed and determined to be traveling at an average speed that
is less than the predetermined parking assistance speed limit, the
radar sensor data and the ultrasonic sensor data are selectively
aggregated and sorted by the system 20 through the use and
execution of a data fusion algorithm. In this scenario, the radar
sensor data and the ultrasonic sensor data are generally processed
together, in an aggregated or commingled fashion, so as to extract
any data that may be useful for parking assistance purposes.
[0058] In the second processing stage 22, the extracted collision
prediction data or parking assistance data is generally processed
so as to help determine operating instructions for the collision
countermeasure system 35 or the parking assistance system 32.
Determination of these operating instructions is generally achieved
by the system 20 through the use and execution of various
decision-making algorithms. In addition to the collision prediction
data or parking assistance data obtained from the radar sensor data
and/or the ultrasonic sensor data, additional sensor data received
by the system 20 from the various sensors of the vehicle dynamics
detection system 23 and/or the occupant information system 28 is
also selectively processed by the decision-making algorithms so as
to ultimately determine the operating instructions. In the
particular scenario wherein the vehicle 6 is traveling at an
average speed greater than the predetermined parking assistance
speed limit, the collision prediction data obtained from the radar
sensor data is processed to help determine operating instructions
for the various safety systems of the collision countermeasure
system 35. The parking assistance system 32, in this scenario, is
largely left dormant and inactive. On the other hand, in the
particular scenario wherein the vehicle 6 is traveling at an
average speed less than the predetermined parking assistance speed
limit, the parking assistance data obtained from the aggregated
radar sensor data and ultrasonic sensor data is processed to help
determine operating instructions for the visual/auditory systems of
the parking assistance system 32.
[0059] FIGS. 4A, 4B, and 4C co-illustrate a multi-section flowchart
wherein method steps primarily executed by the data processing
system 20 during operation of the system 5 on board the automotive
vehicle 6 are set forth. In general, the method steps are performed
and controlled by one or more executable programs, sub-routines,
and/or algorithms that are pre-stored in one or more electronic
memories associated with the system 20. In brief, FIG. 4A
highlights method steps executed by the data processing system 20
when the vehicle 6 is operating in a "traveling mode." FIG. 4B, in
turn, highlights method steps executed by the data processing
system 20 when the vehicle 6 is operating in a "parking assistance
mode." FIG. 4C, lastly, highlights method steps executed by the
data processing system 20 when the vehicle 6 is operating in a
"collision countermeasure activation mode." A detailed description
of the overall program-controlled method 50 set forth in FIGS. 4A,
4B, and 4C is as follows.
[0060] In step 100 of FIG. 4A, when a driver initially starts up
the automotive "host" vehicle 6, the on-board vehicular system 5,
along with the data processing system 20, is thereby
initialized.
[0061] In step 110, as the automotive vehicle 6 begins to move, the
data processing system 20 then operates to acquire various vehicle
dynamics data, in the form of sensor data, from various sensors of
the vehicle dynamics detection system 23. In this same step, the
data processing system 20 also sets up one or more time windows for
timely analysis of the acquired vehicle dynamics data.
[0062] In step 120, the data processing system 20 selectively
processes the vehicle dynamics data so as to calculate and
determine the average speed of the automotive vehicle 6 in a set
time window. Upon doing so, the data processing system 20 then
mathematically compares the average speed of the vehicle 6 in the
set time window to a predetermined parking assistance speed limit
(for example, 10 mph or 16 kph) that has been pre-stored in an
electronic memory associated with the system 20. If, based on the
comparison, the average speed of the vehicle 6 is determined to be
less than the predetermined parking assistance speed limit, the
vehicle 6 is thus determined to be operating in a "parking
assistance mode." In such a case, the data processing system 20
then prepares to execute step 130. If, on the other hand, the
average speed of the vehicle 6 is determined to be greater than the
predetermined parking assistance speed limit, the vehicle 6 is thus
determined to be operating in a "traveling mode." In this case, the
data processing system 20 instead prepares to execute step 140.
[0063] In step 130, the data processing system 20 "jumps" forward
to step 270 in FIG. 4B so as to continue execution of the
program-controlled method 50.
[0064] In step 140, with the automotive vehicle 6 operating in a
traveling mode, the data processing system 20 operates to acquire
sensor data from the radar sensor 12. Upon acquiring the radar
sensor data, the data processing system 20 then processes the data
to determine whether an object (for example, a sizeable animal,
significant road debris, a remote vehicle, et cetera) has been
sensed within the radar sensor's field of view (FOV). If an object
has indeed been sensed, the data processing system 20 then
continues to acquire and process sensor data from the radar sensor
12 so as to determine the range (i.e., distance), heading, and
range rate (speed) of the sensed object relative to the automotive
vehicle 6 for collision prediction purposes.
[0065] In step 150, if an object was indeed sensed in previous step
140, the data processing system 20 then collects sensor data
acquired from the vehicle speed sensor 24, the yaw rate sensor 25,
and the steering wheel angle sensor 26 in previous step 110 along
with the object's range, heading, and range-rate data acquired in
previous step 140. Upon collecting all such data, the data
processing system 20 then utilizes the data to computationally
determine and predict the position, longitudinal velocity, and
lateral velocity of the automotive vehicle 6 relative to the sensed
object in both the present and upcoming moments. In a preferred
embodiment, the data processing system 20 is able to accurately
determine relative velocities between the vehicle 6 and a sensed
object of up to at least 40 mph or 64 kph.
[0066] In step 160, if no object was sensed within the radar
sensor's field of view in previous step 140, the data processing
system 20 then prepares to execute step 170. If, on the other hand,
an object was indeed sensed in previous step 140, the data
processing system 20 then determines whether the sensed object is
in the anticipated drive path of the automotive vehicle 6 based
upon the relative trajectories of both the vehicle 6 and the sensed
object as determined and predicted in previous step 150. If the
sensed object is determined to not be within the vehicle's
anticipated drive path, the data processing system 20 then prepares
to execute step 170. If, in the alternative, the sensed object is
determined to be within the vehicle's anticipated drive path, the
data processing system 20 then instead prepares to execute step
180.
[0067] In step 170, the data processing system 20 jumps back to
step 110 so as to continue execution of the program-controlled
method 50.
[0068] In step 180, the data processing system 20 acquires selected
performance data (i.e., diagnostics data) from the radar sensor 12
to check and determine whether the sensor 12 is operating properly.
Upon receiving the diagnostics data, the data processing system 20
then compares the data to preferred performance data or data ranges
(i.e., specifications) that are pre-stored in an electronic memory
associated with the system 20. In this way, the system 20
determines whether the radar sensor's diagnostics data are within
the specifications and thus whether the radar sensor 12 is
operating satisfactorily. If, based on the comparison, the data
processing system 20 determines that the radar sensor 12 is not
operating satisfactorily, the system 20 then concludes that the
radar sensor data acquired in previous step 140 is not reliable. In
such a case, the data processing system 20 then prepares to execute
step 190. If, on the other hand, the system 20 determines that the
radar sensor 12 is operating satisfactorily, the system 20 then
concludes that the radar sensor data acquired in previous step 140
is reliable. In this case, the data processing system 20 instead
prepares to execute step 200.
[0069] In step 190, the data processing system 20 jumps back to
step 110 so as to continue execution of the program-controlled
method 50.
[0070] In step 200, the data processing system 20 operates to
acquire on-board occupant information, in the form of sensor data,
from various sensors of the occupant information system 28. In
addition, the data processing system 20 also operates to
selectively collect sensor data acquired from the vehicle dynamics
detection system 23 in previous step 110 so as to obtain
information relating to the driving characteristics of the
vehicle's driver. Upon collecting all such occupant information
data and driving characteristics data, the data processing system
20 then processes the data, along with selected other data
collected in previous steps, using one or more decision-making
algorithms so as to determine operating instructions for the
braking assistance system 39 of the collision countermeasure system
35. In general, such operating instructions dictate the setting of
pre-impact operating ranges and levels for the braking assistance
system 39. After determining the operating instructions, the
instructions are preferably transmitted to the braking assistance
system 39 with a lead time of at least 300 milliseconds (ms) prior
to anticipated collision impact. In this way, the brake pedal
actuation controller of the braking assistance system 39 is given
ample time to begin slowing the automotive vehicle 6 down in
preemptive anticipation of a collision so as to reduce impact
velocity.
[0071] In step 210, the data processing system 20 utilizes the
position, longitudinal velocity, and lateral velocity of the
automotive vehicle 6 relative to the sensed object, as predicted in
previous step 150, to carefully determine the risk or likelihood
that the vehicle 6 will actually collide with the sensed object.
The data processing system 20 makes such a determination by
processing the vehicle's predicted position, longitudinal velocity,
and lateral velocity information with threat assessment algorithms.
Though adapted for specific use with the present invention, the
threat assessment algorithms are largely conventional. As such, the
threat assessment algorithms generally serve to estimate or predict
quantities such as time-to-collision and collision probability
confidence values. If, based on such an assessment, the data
processing system 20 determines that the vehicle 6 is not likely to
collide with the sensed object, the system 20 then prepares to
execute step 220. If, in the alternative, the system 20 determines
that the vehicle 6 is likely to collide with the object, the system
20 then instead prepares to execute step 230.
[0072] In step 220, the data processing system 20 jumps back to
step 110 so as to continue execution of the program-controlled
method 50.
[0073] In step 230, the data processing system 20 selectively
processes the data acquired in previous steps with one or more
decision-making algorithms to thereby tailor and determine
operating instructions for the various safety systems of the
collision countermeasure system 35. In transmitting such tailored
operating instructions to the various safety systems prior to
anticipated collision impact, the data processing system 20 is
thereby able to selectively arm, deploy, and/or activate the
reversible safety systems at various prescribed times and on
individual bases. In this way, the data processing system 20
essentially implements a unique counteracting response to each
anticipated collision event.
[0074] In step 240, based on the determined closing velocity (CV)
between the automotive vehicle 6 and the sensed object, the data
processing system 20 estimates or predicts the amount of time
remaining until anticipated collision impact (i.e.,
time-to-impact). If, based on the predicted time-to-impact, the
data processing system 20 determines that the anticipated collision
is not sufficiently imminent for necessitating the arming or
activation of irreversible safety systems, the system 20 then
prepares to execute step 250. If, on the other hand, the system 20
determines that the anticipated collision is sufficiently imminent
for necessitating the arming or activation of irreversible safety
systems, the system 20 then instead prepares to execute step
260.
[0075] In step 250, the data processing system 20 jumps back to
step 110 so as to continue execution of the program-controlled
method 50.
[0076] In step 260, the data processing system 20 jumps forward to
step 360 in FIG. 4C so as to continue execution of the
program-controlled method 50.
[0077] In step 270 of FIG. 4B, with the automotive vehicle 6
operating in a parking assistance mode, the data processing system
20 operates to acquire sensor data from both the radar sensor 12
and the two ultrasonic sensors 15L and 15R so as to determine
whether an object (for example, a parking lot structure, a garage
structure, a parked vehicle, et cetera) has been sensed within the
radar sensor's field of view (FOV) and/or in one or both of the
ultrasonic sensors' sensing ranges. If an object has indeed been
sensed, the data processing system 20 then continues to acquire
such sensor data for thereby determining the range, heading, and
range rate of the sensed object relative to the automotive vehicle
6. When operating in the parking assistance mode, such sensor data
from both the radar sensor 12 and the ultrasonic sensors 15L and
15R is primarily collected for parking assistance purposes
only.
[0078] In step 280, if an object was sensed in previous step 270,
the data processing system 20 then acquires selected performance
data (i.e., diagnostics data) from both the radar sensor 12 and the
two ultrasonic sensors 15L and 15R to check and determine whether
the sensors 12, 15L, and 15R are each operating properly. Upon
receiving the diagnostics data, the data processing system 20 then
compares the data to preferred performance data or data ranges
(i.e., specifications) that are pre-stored in an electronic memory
associated with the system 20. In this way, the system 20
determines whether the sensors' respective diagnostics data are
within the specifications and thus whether the sensors 12, 15L, and
15R are each operating satisfactorily. If, based on the
comparisons, one or more of the sensors 12, 15L, and 15R are
determined by the system 20 to be operating satisfactorily, then
sensor data associated with any such sensor is deemed reliable. If,
on the other hand, one or more of the sensors 12, 15L, and 15R are
determined by the system 20 to be operating unsatisfactorily, then
sensor data associated with any such sensor is deemed to be
unreliable. Given such, therefore, if at least one sensor both
sensed an object in previous step 270 and is deemed to be operating
satisfactorily, the system 20 then prepares to execute step 300. In
all other cases, the system 20 then instead prepares to execute
step 290.
[0079] In step 290, the data processing system 20 jumps back to
step 110 in FIG. 4A so as to continue execution of the
program-controlled method 50.
[0080] In step 300, any sensor data both acquired in previous step
270 and thereafter determined reliable in previous step 280 is
further processed by the data processing system 20. If sensor data
from the radar sensor 12 and also sensor data from one or both of
the two ultrasonic sensors 15L and 15R have been deemed reliable in
previous step 280, the data processing system 20 then particularly
utilizes a data fusion algorithm to selectively aggregate the radar
sensor data and the ultrasonic sensor data together and thereafter
sort the aggregated data. In sorting the aggregated data, the data
fusion algorithm determines the degree of usefulness of each
individual data stream to ultimately produce a weighted output for
use in primarily determining operating instructions for the
visual/auditory systems of the parking assistance system 32.
[0081] In step 310, the data processing system 20 collects sensor
data acquired from the vehicle speed sensor 24, the yaw rate sensor
25, and the steering wheel angle sensor 26 in previous step 110
along with the sensed object's range, heading, and range-rate data
acquired in previous step 270. Upon collecting all such data, the
data processing system 20 then utilizes the data to computationally
determine and predict the position, longitudinal velocity, and
lateral velocity of the automotive vehicle 6 relative to the sensed
object in both the present and upcoming moments.
[0082] In step 320, the data processing system 20 determines
whether the object sensed in previous step 270 is in the
anticipated drive path of the automotive vehicle 6 based upon the
relative trajectories of both the vehicle 6 and the sensed object
as determined and predicted in previous step 310. If the sensed
object is determined to not be within the vehicle's anticipated
drive path, the data processing system 20 then prepares to execute
step 330. If, in the alternative, the sensed object is determined
to be within the vehicle's anticipated drive path, the data
processing system 20 then instead prepares to execute step 340.
[0083] In step 330, the data processing system 20 jumps back to
step 110 in FIG. 4A so as to continue execution of the
program-controlled method 50.
[0084] In step 340, based on the determined closing velocity (CV)
between the automotive vehicle 6 and the sensed object, the data
processing system 20 estimates or predicts the amount of time
remaining until possible impact (i.e., time-to-impact) with the
object. In addition, the data processing system 20 also selectively
processes the data acquired in previous steps with one or more
decision-making algorithms so as to individually tailor and
determine operating instructions for the visual/auditory systems of
the parking assistance system 32. In transmitting such tailored
operating instructions to the visual/auditory systems in the time
window prior to anticipated impact with the sensed object, the data
processing system 20 is thereby able to selectively operate the
visual/auditory systems on individual bases so as to alert the
driver within the vehicle 6 of potential impact with the sensed
object. In a preferred embodiment, the indicators or alerting
devices associated with the visual/auditory systems of the parking
assistance system 32 are particularly activated or operated
according to the degree of closeness (i.e., relative distance or
range) and/or the predicted time-to-impact between the vehicle 6
and the sensed object. By timely alerting the driver in this
manner, the driver has time to stop, redirect, or move the vehicle
6 so as to avoid impact.
[0085] In step 350, the data processing system 20 jumps back to
step 110 in FIG. 4A so as to continue execution of the
program-controlled method 50.
[0086] In step 360 of FIG. 4C, with the automotive vehicle 6 now
operating in a collision countermeasure activation mode, the data
processing system 20 operates to timely arm the irreversible safety
systems of the collision countermeasure system 35, such as the
airbag system 36. Arming of these irreversible safety systems is
performed in accordance with both the decision-making algorithms
executed in previous step 230 and the object-to-vehicle closing
velocity profile determined for previous step 240. In arming the
airbag system 36, the data processing system 20 electrically
communicates operating instructions to one or more electronic
controllers associated with the various airbags included in the
overall system 36 so as to electrically "enable" the airbags for
deployment should the anticipated collision actually occur.
[0087] In step 370, the data processing system 20 operates to
determine whether an actual collision between the automotive
vehicle 6 and the sensed object has occurred within an anticipated
time window. Any actual collision between the vehicle 6 and the
object is vicariously sensed by the data processing system 20 via
one or more of the impact sensors 43. The anticipated time window
is based on the predicted time-to-impact determined in previous
step 240. Given such, if the data processing system 20 determines
that a collision has not occurred within the anticipated time
window, the system 20 then concludes that the vehicle 6 and the
object missed each other. In such a case, the data processing
system 20 then prepares to execute step 380. If, on the other hand,
the system 20 determines that an actual collision has occurred
within the anticipated time window, the system 20 then instead
prepares to execute step 390.
[0088] In step 380, the data processing system 20 jumps back to
step 110 in FIG. 4A so as to continue execution of the
program-controlled method 50.
[0089] In step 390, with the data processing system 20 having
determined in previous step 370 that an actual collision has
occurred, the system 20 directs the irreversible safety systems of
the collision countermeasure system 35 to be selectively deployed.
In general, such irreversible safety systems are selectively
deployed based upon (1) the magnitude of a collision (i.e.,
collision severity) and (2) the type of a collision (i.e., angle of
impact) as predicted or determined by the data processing system
20. With regard to collision type, for example, the various airbags
included within the airbag system 36 are selectively deployed
according to the type of collision vicariously sensed and
determined by the data processing system 20 via the impact sensors
43. Hence, in a largely head-on type of collision as in FIG. 2B,
only certain frontal airbags may be deployed on board the
automotive vehicle 6 while side airbags may not be deployed. In an
oblique type of collision as in FIG. 2C, certain frontal airbags
and certain side airbags may both be deployed. In addition, whether
certain airbags are deployed may also depend on whether various
vehicle seats are occupied as sensed by the various sensors of the
occupant information system 28. Furthermore, airbag deployment
characteristics may also be based on sensed and determined occupant
information such as occupant size classification, occupant body
position, and each occupant's seat belt wearing status.
[0090] In step 400, with the irreversible safety systems having
been selectively deployed in previous step 390, the data processing
system 20 directs the fuel pump shut-off controller of the
collision countermeasure system 35 to immediately shut off the
supply of fuel to the vehicle's engine. In this way, the engine is
cut off, the automotive vehicle 6 is effectively disabled, and the
leakage of fuel is prevented.
[0091] In summary, many inherent advantages and benefits are
realized when implementing the above-described system 5 and its
associated method 50 on board an automotive vehicle 6. Some of
these advantages and benefits are briefly outlined as follows.
[0092] In implementing such an on-board vehicular system 5, a
highly optimal balance between sufficiently wide object-sensing
coverage and sufficiently low overall system cost is thereby
successfully established. In particular, with the radar sensor 12
and the two ultrasonic sensors 15L and 15R situated and mounted on
the automotive vehicle 6 as depicted in FIG. 1, the entire frontal
periphery 11F of the vehicle 6 has blanket object-sensing coverage
for both collision countermeasure and parking assistance purposes.
In addition, by having the collision countermeasure system 35 and
the parking assistance system 32 share use of the radar sensor 12
and by frequently utilizing a data fusion algorithm to process both
radar sensor data and ultrasonic sensor data at the same time, the
systems 35 and 32 are highly integrated. As a result, the overall
system 5 necessitates fewer vehicle components, consumes and
requires less on-board space, adds less weight to the vehicle 6,
and results in lower manufacturing costs as compared to other
conventional on-board vehicular systems with less integrated
collision countermeasure and parking assistance capabilities.
[0093] In addition, by processing both radar sensor data and
ultrasonic sensor data in a highly integrated fashion, the on-board
vehicular system 5 and method 50 thus generally provide both data
and pre-impact lead times that facilitate more reliable collision
predictions for responsive decision-making. As a result, the system
5 is able to arm, deploy, and/or activate the various safety
systems of the collision countermeasure system 35 in a highly
selective and discriminating fashion. For example, with a lengthy
pre-collision lead time, irreversible safety system devices such as
airbags are armed and deployed in a highly selective and controlled
manner so as to avoid unnecessary or inadvertent deployment. As an
additional result, the system 5 is also able to maximize the
effectiveness of some of the various safety systems of the
collision countermeasure system 35. For example, with a lengthy
pre-collision lead time, the brake pedal actuation controller of
the braking assistance system 39 is given ample time to slow the
automotive vehicle 6 down so as to significantly reduce the
vehicle's impact velocity. As a further result, the system 5 is
also able to operate the parking assistance system 32 in a timely
and effective manner. For example, with a lengthy pre-impact lead
time, the parking assistance system 32 has a sufficiently large
window of time to effectively alert a vehicle driver of potential
impact with a sensed object. Hence, the driver has ample time to
stop, redirect, or move the vehicle 6 so as to avoid impact.
[0094] Furthermore, the on-board vehicular system 5 and method 50
can easily be adapted in alternative embodiments to operate in a
collaborative manner with a largely conventional automotive backup
assistance system. In one embodiment, for example, such a backup
assistance system can be mounted aboard the automotive vehicle 6.
The backup assistance system itself may include one or more radar
sensors, ultrasonic sensors, vision sensors, or various
combinations thereof. Each sensor of the backup assistance system
is preferably mounted at or near the back of the vehicle 6, such as
on the vehicle's back bumper 17B, so that each sensor generally
faces backward or away from the vehicle's back periphery 11B. In
addition to being mounted in this way, each such backward-facing
sensor is also electrically connected, in either a hardwired or
wireless fashion, to the data processing system 20 so as to
establish electrical communication therewith. In such a
configuration, each backward-facing sensor is operable, whenever
the reverse gear of the automotive vehicle 6 is engaged, to sense
the position of an object in the potential drive path of the
vehicle 6 and also accordingly transmit sensor data to the data
processing system 20. In a preferred embodiment, each
backward-facing sensor can generally sense or detect a remote
object at a distance of up to about 4.0 meters away from the back
of the vehicle 6. The data processing system 20, in turn, is
operable to receive the sensor data, selectively process the sensor
data, and accordingly transmit operating instructions to the
parking assistance system 32 so as to operate the system 32 in a
selective manner. By incorporating such an automotive backup
assistance system with rearward sensing capability in the on-board
vehicular system 5 in this fashion, the overall functionality and
effectiveness of the parking assistance system 32 is further
enhanced for a vehicle driver's use.
[0095] While the present invention has been described in what are
presently considered to be its most practical and preferred
embodiments or implementations, it is to be understood that the
invention is not to be limited to the particular embodiments
disclosed hereinabove. On the contrary, the present invention is
intended to cover various modifications and equivalent arrangements
included within the spirit and scope of the claims appended
hereinbelow, which scope is to be accorded the broadest
interpretation so as to encompass all such modifications and
equivalent structures as are permitted under the law.
* * * * *