CA2225735A1 - Obstacle detection system for vehicles moving in reverse - Google Patents
Obstacle detection system for vehicles moving in reverse Download PDFInfo
- Publication number
- CA2225735A1 CA2225735A1 CA002225735A CA2225735A CA2225735A1 CA 2225735 A1 CA2225735 A1 CA 2225735A1 CA 002225735 A CA002225735 A CA 002225735A CA 2225735 A CA2225735 A CA 2225735A CA 2225735 A1 CA2225735 A1 CA 2225735A1
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- Canada
- Prior art keywords
- vehicle
- obstacle
- driver
- detection system
- output signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
- G01S15/88—Sonar systems specially adapted for specific applications
- G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
- G01S15/931—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
- B60Q9/002—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for parking purposes, e.g. for warning the driver that his vehicle has contacted or is about to contact an obstacle
- B60Q9/007—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for parking purposes, e.g. for warning the driver that his vehicle has contacted or is about to contact an obstacle providing information about the distance to an obstacle, e.g. varying sound
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
- G01S15/88—Sonar systems specially adapted for specific applications
- G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
- G01S15/931—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2015/937—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles sensor installation details
- G01S2015/939—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles sensor installation details vertical stacking of sensors, e.g. to enable obstacle height determination
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S367/00—Communications, electrical: acoustic wave systems and devices
- Y10S367/909—Collision avoidance
Abstract
An electronic obstacle detection system (12) for guiding and warning a motorist of obstacles in the detection area while backing up. The main components of the system include a pair of sensor clusters (14 and 16) to be affixed to the rear of the vehicle (10), a pair of exterior visual indicators (18 and 20), and an audio-visual indicator (22) located in the vehicle (10). Each of the sensor clusters (14 and 16) are encased in a housing (30) having angled, stepped portions (44, 46 and 48) configured to provide complete area coverage of transmitted and received signals.
Description
-0728 . 57589 O~SSTACLE DETECTION ~YSi l~
FOR VEHICLES MOVING IN REVERSE
Fl~ T) OF T~ l~l~ION
The present invention relates to blind spot obst~ .det~ffon s~ ell,s which alert and warn the driver of a vehicle to the presence of all pottont~ y hazardous obstacles located behind the vehicle when in reverse gear.
RACK~'TROUNT) OF T~ TIW~l~TION
The plvbl~ s ~ ~ with blind spots while moving a vehicle in reverse have long been ,~ogni ,~ ~1. There have been re~ated ~c~ pnt~ ~soci~tPd with vehicles b~cl~ing-up involving pc ~on~l injury and ~1~m~ge to prùpelly. As s are ~lly ope.dled by one person, drivers will often back-up without ad&~ visibility to the rear. Even the presence of a p~senger who can help in ~UUil~g ol~ldcl~s or a person st~n~in~ behind the vehicle to guide the driver does not wholly ~ ;n~ç the blind spot to the driver.
Technical aids to illlpLu~, vision to the rear by short range obstacle or target detection and tli~t~nce mea~ .,.lRn~ have, Ih~fol~" been developed in recent years and introduced into the market. These devices generally fall into three categories: (I) optical systems using image sensors, infrared light, video or laser devices, (ii) con~uctivity measurement systems, and (iii) ultrasound systems.
As to the optical systems, U.S. Patent Nos. 5,~l4,408 to Asayama and 5,304,980 to Maekawa disclose target ~ n systems using light sensitive image sensors for optically sensing two image signals from an object, co...l-~. ;ng the two signals and calculating the ~ t~n~e to the object based on the deviation between the images using triangulation. The systems utilize dual lenses mounted at the front of the vehicle to llleasul~, the ~ t~nce from a leading vehicle by c~ pi~ ;n~
the two images ~~c~;ved by each of the two lenses. An infrared light g~ .A~
means is also provided for projecting infrared light toward the object when atmospheric light is in~llffi~iPnt Some of the problems associated with these image sensor systems include poor rPsoh~tion at very close ~lict~n~s which makes it un~uit~ble for b~c~ing-up appli~tion~ poor ~Lfo....~n~e in ~itu~tion~ of ihllpail~ d visibility such as in.-lPmPnt weather, dust, smog and espe~ ly fog; the ;h;lity of the lenses to damage or ineLf~;Livt; ess due to dirt, dust, snow or rain; and the relative ~nsP of such s~le---s.
Another type of optical system involves video systems which consist of a camera mounted on the upper rear portion of the vehicle, and a monitor on the in~l.u...el~L panel or above the dashboard inside the vehicle. Video systems came into use in several special appli-~tion~ such as buses, airport apron vehicles, and the like. These devices have many disadvantages such as poor night vision, their inability to gauge the ~lict~n~e between the vehicle and the obstacle, and severe safetv problems associated with the driver being distracted and preoccupied trying to observe the video monitor and use the side view mirrors while moving the vehicle in reverse.
Yet another optical system is a distance mea~ur~ c;nt system using lasers.
These systems also suffer from the disadvantage of poor performance under adverse weather con-liti~ nc, and are also unable to measure close distances such as those under three meters.
Cnn.lu~;vily Ill~ulc.llc.lt S~l--S as that ~1;~1~ se~ in British Patent No.
UK 2,266,397 are based on ch~ng~s in the c~p~it~n~ in the environment and are generally err~Liv~ for a very short range, on the order of approximately 30cm.
The conductive strip must be mounted across the full width of the rear of the vehicle, and adverse w~lL~. conrlitionc such as rain and snow may change the conductive field which may result in false alarms.
Ull.~ n;--. systems are cited by industry e~cperts as the ~r~r~led technology in~ ing ISO Te~hnic~l Report ISO/TR 12155 published by the Tntern~tional o~.,;,,.~;( n for Sl~nd~~ n- Various Illt~c-~nic systems have been proposed, and include those employing basic Illt~coni~ signal tr~ncmithng and receiving cil~;uill~. The t~hnology is suitable for all weather and visibility cirCumct~n~p-s~
and provides the optimal ~.ro~...ance in short ~ict~nce measurement and target detection due to the lower speed of sound. A signal is tr~ncmitted and the echo is deflect~ to the receiver providing an indication of presence and ~ t~n~e of a target based on the speed of sound. The disadvantages of these devices in general include an inability to ."eas.,~ at very short ~list~nees~ue to cross-t~lk between the tr~n~mitter and receiver, and poor area coverage and the inability to detect targets of irregular shapes and/or sizes. These limit~tion~ are inherent in commerciaUy available ~ onic devices, systems or tr~n~duç~-s whose lobes do not provide coverage of the entire blind spot behind a vehicle, and which are to failure when the ~ C ";lled signals are defl~t~ from oddly shaped obstacles or targets. These drawbacks limit the usefulnr~c of co"ve,ltional ra~Qnic devices to parking aids where any det~ted objects are large, such as loading docks or neighboring vehicles.
An e~arnple of a col~ l;on~ system is ~ ose~ in U.S. Patent No. 4,467,313 to Yoshino et al. which employs three obst~elo del~L~. ~ mounted along the rear of a vehicle in perp?n~lie~ r relation to the bu~ ?er. Each obstacle dete~lor cornpri~Ps an ultr~conie tr~n~d~c~r for l.,.i~c",;ll;ng and receiving an ~ nic wave and an analog switch, and covers a set w~tclling area. One of the drawbacks of this system is that some areas not &~ly in front of a ~et~tor remain blind areas. Prior art FIG. 9 is a s~ P ..~;e ~ l;nn of the angular configuration of the watching areas in which primed reference numerals are used.
It is a top view of a por~ion of vehicle 10' having three obstaçle detectors 12', 14' and 16' mounted in parallel, and an obstacle 18'. Each det~tor has an angular coverage area, and it can be seen that some areas close to the detectors remain uncovered. Those uncovered areas are labeled 20' and 22' and are inllic~t~d with h~t~hing. Widening the angle of coverage to address this problem results in a ~ig~ific~nt dec,c~ in the signal stren~th thereby redu~in~ the rli~t~n~e that can be covered.
Another problem with CO~ ;on~l systems such as that pictured m FIG.
9 is that the use of l~dil~uc~ in parallel relation to one another may miss certain angular hazards due to ~lefl~tion of the ~ c...;l~,d signal away from any ,~v~. In FIG. 9 two signals 24a' and 26a' are tr~n~mitt~ from det~tor 12' toward ob~t~ o 18' which has an angular shape or ori~nt~tio~. Due to the shape of obstacle 18', d~ ct~ signals 24b' and 26b' travel away from any receiving sensors of the de~ and obst~ - 18' is not det~t~i MARY ()F T~F ll~ TION
It is the obje~ivt; of the invention to provide a back-up warning device for g a driver in the det~tion of obstacles of most any shape while providing s~m~Pnt wan~ing time to stop at an adequate tlict~nl~e from the obstacle. The with e~isting devices are s~ ly reduced or ~limin~t~.
Acco~ling to the broad aspect of the invention there is provided an electronic obstacle detecti-n system for guiding and warning a motorist of obstacles in a detection area while backin~-up. The main co,ll~nents of the system include a pair of sensor clusters to be affLlced to the rear of the vehicle, a pair of exterior visual in~ t~rs, and an audio-visual in~ tor located in the vehicle. Each of the sensor clusters are enc~c~d in a housing which is configured to provide complete det~tion area coverage of tr~ncnnttçd and received signals.
The system is preferably powered by power source within the vehicle.
A problem with operating any vehicle, but larger ones in particular such as buses and trucks, is the blind spot to the rear of the vehicle. The present system detects objects in at least three zones of a det~tinn area which refers to the area behind the vehicle within which the system can detect obstacles: a close collision zone directly behind the vehicle, a warning zone further behind the vehicle, and a pre-warning zone behind the warning zone. Due to the configuration of the sensor clusters and their position on the back of the vehicle, there are no gaps in coverage and the entire hl~ri7~nt~1 det~tion area is co~,~ed. In~ itil-n, the present system allows for operation of the sensor clusters in both monost~tic and bistatic modes thereby en~h1ing the system to receive return signals defl~ted from odd shaped hazards which may have been missed by conventional systems. The term "monnst~tic" in this conte~ct refers to the tr~ncmi~sion of a signal and reception of the return signal by the same sensor pair; and the term "bistatic"
refers to the tr~n~mi~cion of a signal by one sensor and reception of the return signal by a non-paired recei~er. By providing for both monost~tic and bistatic operation, the location of any targeted obstacle and the liict~nce from it to the vehicle can be determined with more accuracy than with convention~1 systems.
The detection system of the present invention is not susceptible to "dead"
areas or gaps in coverage between sensors, and can detect oddly shaped h~7~rds, particularly angular ones which tend to deflect t~nAmi~ted signals away from receivers of conventional systems. l~edun-l~ncy iS build into the system so that damage to or failure of any individual sensor does not impair the overall f~ln~tinning of the system. The present system is not ~ff~t~ by adverse weather conditions or limited visibility. Mo.~ the system can be in.~t~lled easily to most vehicles regardless of the rear configuration and the locations of the sensor clusters do not affect the operation of lift gates on most trucks.
Another aspect of the present invention are the visual and audio waming signals. Fxt.ori~ r visual indif~t(~rA comprise a pair of light signal devices mounted on the driver and p~Png~or sides of the vehicle. The signal devices are located so that they are visible to the driver through the side view mirrors mounted on the sides of the vehicle. Their location enables the driver to maneuver the vehicle without any ~ tion since the side view mirrors are used in b~ckin~-up. The signal devices have a plurality of warning lights which are lit to in~ te the level of warning given to the driver. Inside the vehicle, an audio-visual warning may be provided to the driver by a panel having lights which co-les~lld to the exterior light signals and an audible alarm.
These and other features and advantages of the invention may be more completely understood from the following ~let~iled description of the preferred embodiment of the invention with reference to the accompanying drawings.
RRniFl)FA~CR~PrION(~F 111~;nR~W~ T~ ~
FIG. 1 is a rear pPn~tive view of a vehicle with the obstacle (ietectinn system of the present invention mounted thereon and shown with obstacles and a schPm~tic~lly drawn det~ticn area.
FIG. 2 is a ~ e ~ G~ of the main CCIIII~IIGIII~ of the obstacle detGction system of the present invention shown with obst~ s.
FIG. 3 is a rear el~ ndl view of a vehicle ~ wing the main co-.-l~onents of the obstacle det~tion system of the present invention.
FIG. 4 is a side elevational view of the vehicle of FIG. 3 .
FIG. 5 is a top plan view of a sensor cluster and housing.
FIG. 6 is elevational view of the sensor cluster of FIG. 5 viewed from the rear of the vehicle.
FIG. 7 is a side elevational view of the sensor cluster of FIG. 5.
FIG. 8 is a top view of a vehicle and the dete~ti~m area divided into zones.
FIG. 9 is a ~ ;c top view of a ~letPctinn area and obstacle showing the coverage provided by a prior art det~tion system.
FIG. 10 is a sçl-~...A~;c top view of a detection area and obstacle showing the coverage provided by the detection system of the present invention.
FIG. ll is a ~imr1ified block ~ Er~m showing the components of the obstacle ~letection system of the present invention.
FIG. 12 is a flow. ~ r~m showing the prin~ir~l operative steps of the obstacle detection system of the present invention.
FIG. 13 is a flow ~ m similar to FIG. 12 and inc1u-1in~ the audible alarm outputs.
T)F,TA~,F,l~ l)li.~(~,R~ N OF 'I'H h' PRF.~ RR~l~ F,l~ROnll~
Referring to FIG. 1 which is a ~~ iv~ view of a vehicle 10 and its deteetion area D located to the rear of the vehicle. Two of the three prin~ip~1 colllponents of obstacle det~tinn system 12 are shown in FIG. l, both sensor clusters 14 and 16, and one ~h~ior visual inr~ tf)r 18, the second ~tPnor visual in~i~tf~r 20 is located on the other side of the vehicle and thc Gfo~G is not pictured in FIG. l. In FIGS. 14, 8 and lO, l~1t~Qnil~ sensor clusters 14 and 16 are shown ~ ;c~11y as triangular or quarter circle shapes. The actual shape of a sensor cluster is shown in FIGS. 5-7 as desçrihed below. All of the co---~nel ls of d~ h ~;nn system 12 are pictured s 1~ 11y in FIG. 2, inclu~lin~ e~t~rior visual indicator 20 and audio-visual pand 22. Vehicle lO has side view mirrors 24 and 26 mounted on the sides of the cab, and e~t~rior visual in~lin~tors 18 and 20 are ~tt~-'h~ to the vehicle in l~tion~ which are in the lines of sight of mirrors 24 and 26 respectively, FIG. 3. F~emr1~ry lines of sight are labeled LS in FIGS. l, 4 and 8. Due to the 1~tinn of visual in~li~t(~rs 18 and 20, a driver is not di~t~t~d in using the detection system since attention will akeady be given to mirrors 24 and 26 when backing-up.
FIGS. 5-7 are det~iled top, front and side vicws respectively of sensor cluster 14. Of course sensor cluster 16 is a mirror image of the one pictured in these figures, and it will be lm-lçrstQod that all of the elom~nt~ of cluster 14 are also present in cluster 16 accordingly. Sensor cluster 14 comrri~Ps a specially d~PcignPd housing 30 having a vehicle ~tt~-hment side 32 with an ~ttaçhmPnt edge 34 proximate the vehicle and a curved distal edge 36. Housing 30 also has a L.d,~sceiving side 38 with a curved pluAil~ edge 40 which defines the connecLion point with ~tt~hment side 32 and cnin~i~es with distal edge 36, and a stepped distal side 42.
Sensor cluster 14 is configured to be mounted on the rear of vehicle 10 on the driver's seat side, and transceiving side 38 of housing 30 has an angled shape having stepped portions con~inil-g pairs of tr~n~ and receivers. Housing 30 has a roughly tri~n~ r shape with the narrow portion toward the center of the vehicle and the wider portion toward the outer edge of the vehicle. In kf~ping with thLs general ~o...~ , the curve of distal edge 36 of vehicle ~tt~hm~nt side 32 e~tends from a na~ r portion toward the center of the vehicle to a wider portion toward the outer edge. ~tt~hed to the distal edge of ~tt~hm~nt side 32 is ~ sceiving side 38 compri~ing three angled, stepped portions or sl~rf~ s, from the inside out, 44, 46 and 48.
Each stepped portion in~ d~s an ultrasonic t~n~mitter de~i~n~ted by a suffix "t" to the reference numeral, and an ultrasonic receiver ~ecign~tecl by a suffix "r" to the reference mlm~l In the p.~rcll~d embodiment tr~n~mitters 44t, 46t and 48t are po~iti~ nP~ above c~.lc~ ding .~i~ 44r, 46r and 48r, and are referred to as tr~n~ ver pairs. Although the prer~l~d embo~iimpnt employs tr~n~ and lC~i~, single unit tr~n~ce;~ which incol~oldte both filnetion~ may also be used. Any arrangement of tran~CPiver pairs or single unit ~ s is c~ r~,-plated to be within the scope of the invention. The angular rel~tion~hirs bcl~n stepped portions 44, 46 and 48 determine the amount of coverage of each tr~n~C~piver pair. Stepped portions 44, 46 and 48 each cover areas having an appr~Yim~te span of 30~. ~Pfi~rring to FIGS. 8 and 10, in the plcr~lcd embo~impnt~ the angle labeled a illll~tr~tes the coverage area provided by the trans~;~ pairs of outer stepped portion 48 of sensor cluster 14.
.Simil~rly, angle 13 illll~l.,~t~ 5 the co~,~,.age area provided by the tr~nsceiver pair in middle stepped portion 46, and angle y illuslldte3 the coverage area provided by the l.d~ r pair in inner stepped portion 44. The det~tion area D refers to the entire swath of cu~dge provided by sensor clusters 14 and 16 which is preferably equal to the width of the vehicle plus approxim~tely 20cm to each side of area D.
This narrow alley provides an added field of detection at the edges of the area without confiusing the driver b~ween visible and non-visible obstacles. This additional lateral coverage is shown in FIG. 8 as alley 28 Of course sensor cluster 16 provides c ,llw~unding spans of coverage from its stepped portions, and the angles are labeled in FIG. 10.
In the manner described above, each sensor clu~ter covers approximately 90~ which are divided into segmPntc of approxim~tP.ly 30~ each. The angled, stepped configuration of sensor clusters 14 and 16 provide coverage to the entire detection area D behind vehicle 10 witn no gaps or ~dead" spots. For eY~mrl~, in FIG. 10, an ol~s~ r 50 is located within the a sPgmPnt of sensor cluster 16 and the ~ segment of sensor cluster 14. The lines of t~n.cmiCcinn and reception will be described herein with respect to the operation of the ~letecti~ system.
The base coln~llents of ~letection system 12 are shown in FIG. 11 and broadly colll~lise a micl con~.lLG~ linked to a power source 1, a user interf~-e 2 and tr~nc~ t~ 3 and ~Gcei~ 4, or ~ncrP;~,~ " which ~n.cmit the output signals and receive the input signals. The mic,ocolll~uLt~ functions can be performed using convention~l circuit colllponents, for e-~mplP, a clock 5, a counter 6, registers 7, swilcllillg control logic 8 and co...p~ to,~ 9. Power is preferably supplied in parallel to the reverse lights of the vehicle so that the clet~tion system is puwcl~d when the vehicle ignition switch is turned on and the vehicle is placed in reverse gear. The tr~n~ iL~ and r~e;vc,s, as ~liccuccP~
above, are int~gr~t~ into the sensor cll-st~rs The sensor clusters include ~ arrays, such as 44t, 46t and 48t, for tr~nsmitting ultrasonic signals toward a target behind vehicle 10, and receiver arrays, such as 44r, 46r and 48r, for receiving retum signals which are deflected from the target. As pictured, the sensor clusters are located at the two outer edges of the rear of the vehicle. Reception of the retum signals occur in both monost~tic and bistatic modes thereby enabling the logic circuit or CO~ ul~ to detect and calculate the ~ t~nce of the closest targets within the coverage area.
As shown in FIG. 8, in ad~litior- to the angular segm~ont~ of coverage provided by each transceiver pair, detection area D is also divided into proxirnity zones I, II and m. Proxirnity zone I is the zone closest to the back of the vehicle and extends to a ple~e~P~ ...;n~ t~nce in~ tf~ by broken line 52. ProAimity zone II is further away from the vehicle and is bounded by line 52 and another broken line 53. PnJAil-~ily zone m is behind wne II and is bounded by broken line 53 and another broken line 54. The ~ t~n~ from the back of the vehicle to line 52 is the minimllm ~ t~nce which will be allowed, and therefore proAimity zone I is referred to as the i~ n~ nt crash wne. The detectis)n system will warn the driver to stop if any obstacle is dete~t~ in wne I. ProAimity zone II is 1~l~1 to as a ~a~ g zone, and the d~ot~ti~n system will in~iic~t~ that the driver is to proceed ,c~ with eAL~ llc caution if any obstacle is detP~t~ in wne II.
Proximity zone m is ,~ef~,~d to as a pre-warning zone, and the det~tion system will indicate that the driver is to pf~eed with caution if an obst~ is det~ted in zone m. If an obstacle is det~b~d in the area beyond wne m, that is beyond line 54, the dete~tion system will inflic~t~ an "all clearn.
The distances of lines 52, 53 and 54 from the rear of the vehicle are predetermined to be the bo--n~l~ ies of the zones. Those ~lict~n~es correspond to pre~etermin~ first, second and third thresholds which are stored within the co~ ule. memory. Broadly, the operation of the co~ uL~r involves comr~ring a detçcte~ flict~nt~ with the thresholds and ac~vating the a~l~liale warning signal.
l?~fç~ring now to FIG. 12 there are shown the princir~l program steps of the colllpu~ . At the start of the prvcedul~ the Cvlll~Ul~ preferably ~ . rOI ...c a self-test and undergoes ~ nosti~ testing. Any failure in the ~ii~nostic routine will be in~ tçd and further operation stopped. Lf the self-test is passed, the colllpuler will ~.vceed to pc~rollll a ~et~tinF algv i~ using input from the sensor çluctl~r.c The tr~ncmitters and receivers of the sensor clusters operate in both .~ nO~ ;C and bistatic modes. To better un~orst~n~l these modes, reference is made to FIG. 10 in which line 56 in~ tPs an ultrasound signal ~ nc-..~
from sensor cluster 14 toward obstacle 50. Due to the angular ori~nhtinl- of obst~ 50, the t~ncmitt~ signal is defl~t~ in two ways and will be ~~ cd in two ways: Il-.~nfJ~ lly referring to return signal 58 which is rcc~;ved by the same transceiver pair that sent it, and bict~ti~lly rç~rrin~ to return signal 60 which is received by a different tr~ncc~iver pair located in sensor cluster 16. It will be un~rstood that lines 56 and 58 should coincide but are shown sPp~r~t~
for clarity of illnstr~tion. Rec~lce of the configuration of the sensor clusters and their shapes, the entire detection area behind the vehicle is covered as seen in FIG.
10. In contrast, in the prior art system shown in FIG. 9, the angularly oriented obstacle 18' is only within the area covered by one sensor 12', and the ~efl~t~
signals 24b' and 26b' stray away from any lccei~ so that obstacle 18' should not be dete~tP~
FYt~rior visual inrli~torc 18 and 20 are preferably provided with different colored lights dil~;~d toward the side view mirrors. Similar to a traffic signal, top light 62 is red, middle light 64 is yellow, and bottom light 66 is green. The three lights form part of the user int~rf~r~ which co-.. unir~tlos with the driver in ~ nce to d~ lo 5 d~ ~ behind the vehicle. As de~ribed above, an audible alarm may sound from the audio-visual panel 22, and FIG. 13 illustrates the audible signal outputs cc,l-~s~nding to the various thresholds of warning of the visual in~lir~tQrs.
The sensor clusters can detect a plurality of obstacles and the coll,puler t~ ~e ~ --~ to the closest one. The CO~ u~. c~k~ul~tes the rlict~nce by c... ;n~ the time lapse b~ l~.~n the tr~ncmiccion of a signal and the receipt of its return signal, angle and the ~ t~nce b~ween the chlct~ors~ Stored within the computer memory is a first threshold co,~ ~n~ling to the minimllm permitted distance bel-._n the back of the vehicle and the closest obstacle, that is the ~li.ct~nce to line 52 in FIG. 8 covering zone I. A second threshold in memory is larger than the first threshold and CO~ ~nds to a ~ict~nce from the back of the CA 02225735 l997-l2-24 vehicle which is s~ffici~ntly close to warrant extreme caution, that is the ~i~t~nce to line 53 covering zone II. A third threshold in memory is larger than the second and cc,~ ~nds to a ~lict~n~e which w~l~lt~ caution~in backing-up, that is the tlict~nce to line 54 covering zone m.
~ PfPrrin~ again to FIG. 12 and to FIG. 13, after the col-lpulel undergoes the self-test, a short range target search in both bistatic and monostatic modes is ull-led, and if a target ob~ F is det~Pet~P~, the co~ ul~ calculates the dict~nce to the obst~ P using a co.~ n~l colll~uli,lg technique. The cO~ ulillg technique uses a co"~ l;rn~l clock/timer circuit to measure the difference between the time a signal or pulse is tr~ncmittP~ and a return signal or pulse is ~eiv~d by the sensor ~hlct~rs ~he det~tinn system use-c a multi-target screening technique which ensures that the first l~lu~ signal or pulse is used in the colllpululg technique regardless of whether that returned signal or pulse was received monost~t~ y or bict~tir~lly.
Ihe ~ ..t. d ~ is co~ with the first threshold and if it is less than the first threshold, a red light is illl....;n~ on e~t~ri-)r visual inrli~tors 18 and 20, by li~hting top lights 62 in-lin~ting that an obstacle has been det~ted in collision zone I and cign~llin~ the driver to stop. In conjunction with the red lights, a spesific audible signal c~ ~n~Lu-g to this ~d,lling may sound inside the vehicle from audio-visual panel 22. FIG. 13 ilhlstr~tes the audible signal output.
If the c~ln~ t~l ~iict~n~e is not less than the first threshold, it is compared with the second threshold. If the calculated ~ t~nce is less than the second threshold, yellow lights are flashed by intermitt~ntly li~hting middle lights 64 in~lic~ting that an obstacle has been detected in warning zone II and ~ign~lling the motorist to proceed with extreme caution. If the c~ ted r~i~t~nce is greater than the second threshold, it is co,l,pared with the third threshold, and if it is less than the third threshold, yellow lights are ill~ ed by lightin~ middle lights 64 in~ tin~ that an obstacle has been detecte~ in pre-warning zone m and ~i~n~lling the driver to proc~ed with caution. If the ~l.~ t~ ~lict~nce is greater than the third threshold, then an "all clear~ is in~ii~t~od either by illul~;n~ none of the lights or lightin~
green bottom lights 66 ci~n~llin~ the driver that no obstacles have been detecte~
in detection zone D and to proceed with normal care and ~lltion. With each of the above levels of warning, a suitable C~ ~nding audible signal may sound from audio-visual panel 22 within the vehicle. Panel 22 may include a series of lights which COll~ ~ond to the lights on e t-orior visual in~ tor~ 18 and 20, although these may be s~n-l~ y to the e~t-~rior lights in function.
The target detection, ~iict~n~e calculation and visual and/or auditory intiic~tion steps are repeated contin~lously in a plo~.~...ming loop as shown fi~;uldLiv~ in FIG. 12 providing co~ ; 1 mnnitQring of the detection area when the detection system is engaged.
In rare in~t~ncesJ even with the configuration of the sensor clusters of the present detection system, very low obstacles or targets moving across the detection area may not be det~ct~l in the collision zone after being detected successively in the two farther zones II and III. For example, people crossing behind the vehicle while the vehicle is b~1nng-up will be det~ct~ and then "disa~pear" from detection area D in succes~;ve itt~r~tit~nc of the det~tion algorithm. In order to provide for this eventuality, a sub-part of the det~tion algorithm is a "disappearing target algorithm" which will inAi~te to the driver that a target obstacle has been detected in succ~;ve zones and then has "disap~ d" in a subsequent itP~tinn and signal the driver by i11ll---;n~1;ng both the yellow and red lights. In this ~ e~, the driver will be on alert as to the possible presence of a very low and .~ t to detect obs~l~ or an obstacle crossing the detçction area.
In FIG. 12 a broken line dçline~tes the disdp~a-ing target sub-algorithm. After a target has been detçct~d and is not det~ted again in the imm~i~t~ly following itf'~ti~ n, a series of decision op~r~tionc are p*. rO,...cd If any of the lights were lit or the yellow light flashed in the immedi~toly p~ ;n~ it~r~tion of the detectinn algolith"" then both the yellow and red lights are illllmin~t~d to warn the driver of an obstacle that has "disappeared." If all of the de~iei-)n oper~tionc are a~ r~d in the negalive, then an all clear signal is given by illl~min~ting the green light or no light at all.
Another detection G,-a",ple will be described with reference to FIG. 1 in which two obstacles 68 and 70 are present in detection area D. Obstacle 68 is block shaped and is located in collision zone I, and obstacle 70 is cylin~ric~l and is located in warning zone II. When vehicle 10 is put into reverse gear the detection system is activated. The trancmitt~Prs of sensor clusters 14 and 16 tr~ncmit ultrasound signals toward detection area D and the signals are dçfl~ctçd off of obstacles 68 and 70 and received by the receivel~ of the sensor cluctPrs Some return signals will be ,c~i~/ed by a receiver on the same cluster that sent the signal and other return signals will be lccei~ed by a receiver on the other cluster, thereby providing monost~tic and bistatic oper~tio~ The co~ ultl which is located in one of the sensor clusters will calculate the (lict~nce to the closest obst~lP because the return signal from the closest target will be detPrminP~ by the multi-target sc,~nillg technique. In this PYamrle obstacle 68 is the closest and the flictAnre to it will be CA1C~111atP~d When the ~et~P~ti~n algorithm is performed the C4"~1'U~' will d~l~ InlnF. that ob~tAcl~ 68 is located in cnllicion wne I and will sent an output signal to the user interfa-~e to illn ..inAI~ red lights 62 and to cause an audible alarm to sound from audio-visual panel 22 within the vehicle warning the motorist to stop. If obstacle 68 were not present, of course the colnput~
would cal~ul~tto the flictance to obsta~lP 70 which is located in the warning zone II and send an output signal to the user intprfa~e to flash yellow lights 64 warning the motorist to p~d with e~ctreme caution.
This ~Y~mrle ilh~ -itt~ that the cu",~u~ will receive both monostatic and bistatic return signals which provide a more accurate Acceccm~nt of the detection area. It is well understood that the flow diagrams of FIG. 12 and FIG. 13 show only the prin~ir~l steps of the computer ~n~ and that many other embo~liment~
are possible without in any way departing from the spirit of the invention. For ~Y~mpl~, there are an infinite number of thresholds possible to provide additional levels of warning to the driver.
By utili7in~ several l.~n~",illr.~ and receivers or single unit tr~nsceivers in each sensor cluster, the present detection system provides the best available cuvGl~ge of the area behind the vehicle. The configuration of the sensor clusters on both sides of the rear of the vehicle enables the coll~ul~r through its seek-and-store det~hon algorithm to l,<."c,..;l signals from every t~n~mitter in each array and cons~..c~l~y receive return signals d~fl~t~d from an obstacle into every one of the available ~ s, ~ereby being able to recognize even very small objects with odd shapes and ~.Lu~s. The obstacle dçt~ti~n system of the present invention provides ml~ltipl~o levels of cautionary warnings by con~ lly moniloling the dçt~tion area. The angled, stepped configuration of the sensor clusters provide the expanded coverage of det~tion area D. In contrast, prior art systems which use only .... nr~s~ np~ ..,.~il~i are ~us~plible to a loss of return signal due to ~e ~ n of sound waves away from the area of a single .. Even if bistatic modes were available on prior art systems, the parallel ~, n~r,..~nl of the sensors impairs their ability to receive return signals or pulses due to their limited coverage area, çcpeci~lly signals or pulses defl~ted from oddly shaped obstacles. The availability of array sensor coverage on both sides of the vehicle ensures that the return signals will be registered in one of the available receivers. Following the detection of objects behind the vehicle and tinn of their l~,ecLive ~lict~nrPc Results are compared with the thresholds inflic~ting immin~nt collision zone I, warning zone II and a pre-warning or safe zone III. Priority is given to the object closest to the vehicle. The co,.,~uLcl contim-ously outputs to the user int~orf~e by means of the red, yellow and green lights whether an object is present in which zone.
FYt~rinr visual in~1i~tnr~ 18 and 20 are ~tt~ h~ to the sides of the vehicle so that their lights are viewed in the side view mi~ors visible to the motorist while maneuvering in reverse. The prcrc~cd nri.ont~tit n of indic~torc 18 and 20 are within 15~ vertically and within 15~ h.-. ;,r...l~lly of the driver's line of sight of the side view mirrors. ~ltlitinn~l visual display and audio tone warning is located on audio-visual panel 22 in the cab sounding alarms. Panel 22 may also include a series of lights which comm-~nic~te visually as well.
While in the p~crcll~d e ~llbodi~ n~ ...ilh ~.'i and .eceivel~ or single unit L~ are cnndi~ d by an ult~ni~ dcL~cLu.s, it will clearly be lln-i~rctood that sonic, optical infrared, RF, and radar del~lu. ;, are equally suitable.
The det~ction algorithm described herein pertains to the ~lCÇc.l~
embodiment of the invention. It will be un~i~ontood that ~lt~orn~tive algorithmc may be formnl~ted and used with the det~tion system co,l,ponents of the present invention.
From the rol~oing det~ilP~ des.;li~lion, it will be evident that there are a number of ~h~n~os~ adaptations, and mo-lifi~ti~ ns of the present invention which come within the province of those skilled in the art. ~owever, it is intPn(l~Pd that all such v~ri~tionc not departing from the spirit of the invention be con~ Pred as within the scope thereof as limited solely by the claims appended hereto.
FOR VEHICLES MOVING IN REVERSE
Fl~ T) OF T~ l~l~ION
The present invention relates to blind spot obst~ .det~ffon s~ ell,s which alert and warn the driver of a vehicle to the presence of all pottont~ y hazardous obstacles located behind the vehicle when in reverse gear.
RACK~'TROUNT) OF T~ TIW~l~TION
The plvbl~ s ~ ~ with blind spots while moving a vehicle in reverse have long been ,~ogni ,~ ~1. There have been re~ated ~c~ pnt~ ~soci~tPd with vehicles b~cl~ing-up involving pc ~on~l injury and ~1~m~ge to prùpelly. As s are ~lly ope.dled by one person, drivers will often back-up without ad&~ visibility to the rear. Even the presence of a p~senger who can help in ~UUil~g ol~ldcl~s or a person st~n~in~ behind the vehicle to guide the driver does not wholly ~ ;n~ç the blind spot to the driver.
Technical aids to illlpLu~, vision to the rear by short range obstacle or target detection and tli~t~nce mea~ .,.lRn~ have, Ih~fol~" been developed in recent years and introduced into the market. These devices generally fall into three categories: (I) optical systems using image sensors, infrared light, video or laser devices, (ii) con~uctivity measurement systems, and (iii) ultrasound systems.
As to the optical systems, U.S. Patent Nos. 5,~l4,408 to Asayama and 5,304,980 to Maekawa disclose target ~ n systems using light sensitive image sensors for optically sensing two image signals from an object, co...l-~. ;ng the two signals and calculating the ~ t~n~e to the object based on the deviation between the images using triangulation. The systems utilize dual lenses mounted at the front of the vehicle to llleasul~, the ~ t~nce from a leading vehicle by c~ pi~ ;n~
the two images ~~c~;ved by each of the two lenses. An infrared light g~ .A~
means is also provided for projecting infrared light toward the object when atmospheric light is in~llffi~iPnt Some of the problems associated with these image sensor systems include poor rPsoh~tion at very close ~lict~n~s which makes it un~uit~ble for b~c~ing-up appli~tion~ poor ~Lfo....~n~e in ~itu~tion~ of ihllpail~ d visibility such as in.-lPmPnt weather, dust, smog and espe~ ly fog; the ;h;lity of the lenses to damage or ineLf~;Livt; ess due to dirt, dust, snow or rain; and the relative ~nsP of such s~le---s.
Another type of optical system involves video systems which consist of a camera mounted on the upper rear portion of the vehicle, and a monitor on the in~l.u...el~L panel or above the dashboard inside the vehicle. Video systems came into use in several special appli-~tion~ such as buses, airport apron vehicles, and the like. These devices have many disadvantages such as poor night vision, their inability to gauge the ~lict~n~e between the vehicle and the obstacle, and severe safetv problems associated with the driver being distracted and preoccupied trying to observe the video monitor and use the side view mirrors while moving the vehicle in reverse.
Yet another optical system is a distance mea~ur~ c;nt system using lasers.
These systems also suffer from the disadvantage of poor performance under adverse weather con-liti~ nc, and are also unable to measure close distances such as those under three meters.
Cnn.lu~;vily Ill~ulc.llc.lt S~l--S as that ~1;~1~ se~ in British Patent No.
UK 2,266,397 are based on ch~ng~s in the c~p~it~n~ in the environment and are generally err~Liv~ for a very short range, on the order of approximately 30cm.
The conductive strip must be mounted across the full width of the rear of the vehicle, and adverse w~lL~. conrlitionc such as rain and snow may change the conductive field which may result in false alarms.
Ull.~ n;--. systems are cited by industry e~cperts as the ~r~r~led technology in~ ing ISO Te~hnic~l Report ISO/TR 12155 published by the Tntern~tional o~.,;,,.~;( n for Sl~nd~~ n- Various Illt~c-~nic systems have been proposed, and include those employing basic Illt~coni~ signal tr~ncmithng and receiving cil~;uill~. The t~hnology is suitable for all weather and visibility cirCumct~n~p-s~
and provides the optimal ~.ro~...ance in short ~ict~nce measurement and target detection due to the lower speed of sound. A signal is tr~ncmitted and the echo is deflect~ to the receiver providing an indication of presence and ~ t~n~e of a target based on the speed of sound. The disadvantages of these devices in general include an inability to ."eas.,~ at very short ~list~nees~ue to cross-t~lk between the tr~n~mitter and receiver, and poor area coverage and the inability to detect targets of irregular shapes and/or sizes. These limit~tion~ are inherent in commerciaUy available ~ onic devices, systems or tr~n~duç~-s whose lobes do not provide coverage of the entire blind spot behind a vehicle, and which are to failure when the ~ C ";lled signals are defl~t~ from oddly shaped obstacles or targets. These drawbacks limit the usefulnr~c of co"ve,ltional ra~Qnic devices to parking aids where any det~ted objects are large, such as loading docks or neighboring vehicles.
An e~arnple of a col~ l;on~ system is ~ ose~ in U.S. Patent No. 4,467,313 to Yoshino et al. which employs three obst~elo del~L~. ~ mounted along the rear of a vehicle in perp?n~lie~ r relation to the bu~ ?er. Each obstacle dete~lor cornpri~Ps an ultr~conie tr~n~d~c~r for l.,.i~c",;ll;ng and receiving an ~ nic wave and an analog switch, and covers a set w~tclling area. One of the drawbacks of this system is that some areas not &~ly in front of a ~et~tor remain blind areas. Prior art FIG. 9 is a s~ P ..~;e ~ l;nn of the angular configuration of the watching areas in which primed reference numerals are used.
It is a top view of a por~ion of vehicle 10' having three obstaçle detectors 12', 14' and 16' mounted in parallel, and an obstacle 18'. Each det~tor has an angular coverage area, and it can be seen that some areas close to the detectors remain uncovered. Those uncovered areas are labeled 20' and 22' and are inllic~t~d with h~t~hing. Widening the angle of coverage to address this problem results in a ~ig~ific~nt dec,c~ in the signal stren~th thereby redu~in~ the rli~t~n~e that can be covered.
Another problem with CO~ ;on~l systems such as that pictured m FIG.
9 is that the use of l~dil~uc~ in parallel relation to one another may miss certain angular hazards due to ~lefl~tion of the ~ c...;l~,d signal away from any ,~v~. In FIG. 9 two signals 24a' and 26a' are tr~n~mitt~ from det~tor 12' toward ob~t~ o 18' which has an angular shape or ori~nt~tio~. Due to the shape of obstacle 18', d~ ct~ signals 24b' and 26b' travel away from any receiving sensors of the de~ and obst~ - 18' is not det~t~i MARY ()F T~F ll~ TION
It is the obje~ivt; of the invention to provide a back-up warning device for g a driver in the det~tion of obstacles of most any shape while providing s~m~Pnt wan~ing time to stop at an adequate tlict~nl~e from the obstacle. The with e~isting devices are s~ ly reduced or ~limin~t~.
Acco~ling to the broad aspect of the invention there is provided an electronic obstacle detecti-n system for guiding and warning a motorist of obstacles in a detection area while backin~-up. The main co,ll~nents of the system include a pair of sensor clusters to be affLlced to the rear of the vehicle, a pair of exterior visual in~ t~rs, and an audio-visual in~ tor located in the vehicle. Each of the sensor clusters are enc~c~d in a housing which is configured to provide complete det~tion area coverage of tr~ncnnttçd and received signals.
The system is preferably powered by power source within the vehicle.
A problem with operating any vehicle, but larger ones in particular such as buses and trucks, is the blind spot to the rear of the vehicle. The present system detects objects in at least three zones of a det~tinn area which refers to the area behind the vehicle within which the system can detect obstacles: a close collision zone directly behind the vehicle, a warning zone further behind the vehicle, and a pre-warning zone behind the warning zone. Due to the configuration of the sensor clusters and their position on the back of the vehicle, there are no gaps in coverage and the entire hl~ri7~nt~1 det~tion area is co~,~ed. In~ itil-n, the present system allows for operation of the sensor clusters in both monost~tic and bistatic modes thereby en~h1ing the system to receive return signals defl~ted from odd shaped hazards which may have been missed by conventional systems. The term "monnst~tic" in this conte~ct refers to the tr~ncmi~sion of a signal and reception of the return signal by the same sensor pair; and the term "bistatic"
refers to the tr~n~mi~cion of a signal by one sensor and reception of the return signal by a non-paired recei~er. By providing for both monost~tic and bistatic operation, the location of any targeted obstacle and the liict~nce from it to the vehicle can be determined with more accuracy than with convention~1 systems.
The detection system of the present invention is not susceptible to "dead"
areas or gaps in coverage between sensors, and can detect oddly shaped h~7~rds, particularly angular ones which tend to deflect t~nAmi~ted signals away from receivers of conventional systems. l~edun-l~ncy iS build into the system so that damage to or failure of any individual sensor does not impair the overall f~ln~tinning of the system. The present system is not ~ff~t~ by adverse weather conditions or limited visibility. Mo.~ the system can be in.~t~lled easily to most vehicles regardless of the rear configuration and the locations of the sensor clusters do not affect the operation of lift gates on most trucks.
Another aspect of the present invention are the visual and audio waming signals. Fxt.ori~ r visual indif~t(~rA comprise a pair of light signal devices mounted on the driver and p~Png~or sides of the vehicle. The signal devices are located so that they are visible to the driver through the side view mirrors mounted on the sides of the vehicle. Their location enables the driver to maneuver the vehicle without any ~ tion since the side view mirrors are used in b~ckin~-up. The signal devices have a plurality of warning lights which are lit to in~ te the level of warning given to the driver. Inside the vehicle, an audio-visual warning may be provided to the driver by a panel having lights which co-les~lld to the exterior light signals and an audible alarm.
These and other features and advantages of the invention may be more completely understood from the following ~let~iled description of the preferred embodiment of the invention with reference to the accompanying drawings.
RRniFl)FA~CR~PrION(~F 111~;nR~W~ T~ ~
FIG. 1 is a rear pPn~tive view of a vehicle with the obstacle (ietectinn system of the present invention mounted thereon and shown with obstacles and a schPm~tic~lly drawn det~ticn area.
FIG. 2 is a ~ e ~ G~ of the main CCIIII~IIGIII~ of the obstacle detGction system of the present invention shown with obst~ s.
FIG. 3 is a rear el~ ndl view of a vehicle ~ wing the main co-.-l~onents of the obstacle det~tion system of the present invention.
FIG. 4 is a side elevational view of the vehicle of FIG. 3 .
FIG. 5 is a top plan view of a sensor cluster and housing.
FIG. 6 is elevational view of the sensor cluster of FIG. 5 viewed from the rear of the vehicle.
FIG. 7 is a side elevational view of the sensor cluster of FIG. 5.
FIG. 8 is a top view of a vehicle and the dete~ti~m area divided into zones.
FIG. 9 is a ~ ;c top view of a ~letPctinn area and obstacle showing the coverage provided by a prior art det~tion system.
FIG. 10 is a sçl-~...A~;c top view of a detection area and obstacle showing the coverage provided by the detection system of the present invention.
FIG. ll is a ~imr1ified block ~ Er~m showing the components of the obstacle ~letection system of the present invention.
FIG. 12 is a flow. ~ r~m showing the prin~ir~l operative steps of the obstacle detection system of the present invention.
FIG. 13 is a flow ~ m similar to FIG. 12 and inc1u-1in~ the audible alarm outputs.
T)F,TA~,F,l~ l)li.~(~,R~ N OF 'I'H h' PRF.~ RR~l~ F,l~ROnll~
Referring to FIG. 1 which is a ~~ iv~ view of a vehicle 10 and its deteetion area D located to the rear of the vehicle. Two of the three prin~ip~1 colllponents of obstacle det~tinn system 12 are shown in FIG. l, both sensor clusters 14 and 16, and one ~h~ior visual inr~ tf)r 18, the second ~tPnor visual in~i~tf~r 20 is located on the other side of the vehicle and thc Gfo~G is not pictured in FIG. l. In FIGS. 14, 8 and lO, l~1t~Qnil~ sensor clusters 14 and 16 are shown ~ ;c~11y as triangular or quarter circle shapes. The actual shape of a sensor cluster is shown in FIGS. 5-7 as desçrihed below. All of the co---~nel ls of d~ h ~;nn system 12 are pictured s 1~ 11y in FIG. 2, inclu~lin~ e~t~rior visual indicator 20 and audio-visual pand 22. Vehicle lO has side view mirrors 24 and 26 mounted on the sides of the cab, and e~t~rior visual in~lin~tors 18 and 20 are ~tt~-'h~ to the vehicle in l~tion~ which are in the lines of sight of mirrors 24 and 26 respectively, FIG. 3. F~emr1~ry lines of sight are labeled LS in FIGS. l, 4 and 8. Due to the 1~tinn of visual in~li~t(~rs 18 and 20, a driver is not di~t~t~d in using the detection system since attention will akeady be given to mirrors 24 and 26 when backing-up.
FIGS. 5-7 are det~iled top, front and side vicws respectively of sensor cluster 14. Of course sensor cluster 16 is a mirror image of the one pictured in these figures, and it will be lm-lçrstQod that all of the elom~nt~ of cluster 14 are also present in cluster 16 accordingly. Sensor cluster 14 comrri~Ps a specially d~PcignPd housing 30 having a vehicle ~tt~-hment side 32 with an ~ttaçhmPnt edge 34 proximate the vehicle and a curved distal edge 36. Housing 30 also has a L.d,~sceiving side 38 with a curved pluAil~ edge 40 which defines the connecLion point with ~tt~hment side 32 and cnin~i~es with distal edge 36, and a stepped distal side 42.
Sensor cluster 14 is configured to be mounted on the rear of vehicle 10 on the driver's seat side, and transceiving side 38 of housing 30 has an angled shape having stepped portions con~inil-g pairs of tr~n~ and receivers. Housing 30 has a roughly tri~n~ r shape with the narrow portion toward the center of the vehicle and the wider portion toward the outer edge of the vehicle. In kf~ping with thLs general ~o...~ , the curve of distal edge 36 of vehicle ~tt~hm~nt side 32 e~tends from a na~ r portion toward the center of the vehicle to a wider portion toward the outer edge. ~tt~hed to the distal edge of ~tt~hm~nt side 32 is ~ sceiving side 38 compri~ing three angled, stepped portions or sl~rf~ s, from the inside out, 44, 46 and 48.
Each stepped portion in~ d~s an ultrasonic t~n~mitter de~i~n~ted by a suffix "t" to the reference numeral, and an ultrasonic receiver ~ecign~tecl by a suffix "r" to the reference mlm~l In the p.~rcll~d embodiment tr~n~mitters 44t, 46t and 48t are po~iti~ nP~ above c~.lc~ ding .~i~ 44r, 46r and 48r, and are referred to as tr~n~ ver pairs. Although the prer~l~d embo~iimpnt employs tr~n~ and lC~i~, single unit tr~n~ce;~ which incol~oldte both filnetion~ may also be used. Any arrangement of tran~CPiver pairs or single unit ~ s is c~ r~,-plated to be within the scope of the invention. The angular rel~tion~hirs bcl~n stepped portions 44, 46 and 48 determine the amount of coverage of each tr~n~C~piver pair. Stepped portions 44, 46 and 48 each cover areas having an appr~Yim~te span of 30~. ~Pfi~rring to FIGS. 8 and 10, in the plcr~lcd embo~impnt~ the angle labeled a illll~tr~tes the coverage area provided by the trans~;~ pairs of outer stepped portion 48 of sensor cluster 14.
.Simil~rly, angle 13 illll~l.,~t~ 5 the co~,~,.age area provided by the tr~nsceiver pair in middle stepped portion 46, and angle y illuslldte3 the coverage area provided by the l.d~ r pair in inner stepped portion 44. The det~tion area D refers to the entire swath of cu~dge provided by sensor clusters 14 and 16 which is preferably equal to the width of the vehicle plus approxim~tely 20cm to each side of area D.
This narrow alley provides an added field of detection at the edges of the area without confiusing the driver b~ween visible and non-visible obstacles. This additional lateral coverage is shown in FIG. 8 as alley 28 Of course sensor cluster 16 provides c ,llw~unding spans of coverage from its stepped portions, and the angles are labeled in FIG. 10.
In the manner described above, each sensor clu~ter covers approximately 90~ which are divided into segmPntc of approxim~tP.ly 30~ each. The angled, stepped configuration of sensor clusters 14 and 16 provide coverage to the entire detection area D behind vehicle 10 witn no gaps or ~dead" spots. For eY~mrl~, in FIG. 10, an ol~s~ r 50 is located within the a sPgmPnt of sensor cluster 16 and the ~ segment of sensor cluster 14. The lines of t~n.cmiCcinn and reception will be described herein with respect to the operation of the ~letecti~ system.
The base coln~llents of ~letection system 12 are shown in FIG. 11 and broadly colll~lise a micl con~.lLG~ linked to a power source 1, a user interf~-e 2 and tr~nc~ t~ 3 and ~Gcei~ 4, or ~ncrP;~,~ " which ~n.cmit the output signals and receive the input signals. The mic,ocolll~uLt~ functions can be performed using convention~l circuit colllponents, for e-~mplP, a clock 5, a counter 6, registers 7, swilcllillg control logic 8 and co...p~ to,~ 9. Power is preferably supplied in parallel to the reverse lights of the vehicle so that the clet~tion system is puwcl~d when the vehicle ignition switch is turned on and the vehicle is placed in reverse gear. The tr~n~ iL~ and r~e;vc,s, as ~liccuccP~
above, are int~gr~t~ into the sensor cll-st~rs The sensor clusters include ~ arrays, such as 44t, 46t and 48t, for tr~nsmitting ultrasonic signals toward a target behind vehicle 10, and receiver arrays, such as 44r, 46r and 48r, for receiving retum signals which are deflected from the target. As pictured, the sensor clusters are located at the two outer edges of the rear of the vehicle. Reception of the retum signals occur in both monost~tic and bistatic modes thereby enabling the logic circuit or CO~ ul~ to detect and calculate the ~ t~nce of the closest targets within the coverage area.
As shown in FIG. 8, in ad~litior- to the angular segm~ont~ of coverage provided by each transceiver pair, detection area D is also divided into proxirnity zones I, II and m. Proxirnity zone I is the zone closest to the back of the vehicle and extends to a ple~e~P~ ...;n~ t~nce in~ tf~ by broken line 52. ProAimity zone II is further away from the vehicle and is bounded by line 52 and another broken line 53. PnJAil-~ily zone m is behind wne II and is bounded by broken line 53 and another broken line 54. The ~ t~n~ from the back of the vehicle to line 52 is the minimllm ~ t~nce which will be allowed, and therefore proAimity zone I is referred to as the i~ n~ nt crash wne. The detectis)n system will warn the driver to stop if any obstacle is dete~t~ in wne I. ProAimity zone II is 1~l~1 to as a ~a~ g zone, and the d~ot~ti~n system will in~iic~t~ that the driver is to proceed ,c~ with eAL~ llc caution if any obstacle is detP~t~ in wne II.
Proximity zone m is ,~ef~,~d to as a pre-warning zone, and the det~tion system will indicate that the driver is to pf~eed with caution if an obst~ is det~ted in zone m. If an obstacle is det~b~d in the area beyond wne m, that is beyond line 54, the dete~tion system will inflic~t~ an "all clearn.
The distances of lines 52, 53 and 54 from the rear of the vehicle are predetermined to be the bo--n~l~ ies of the zones. Those ~lict~n~es correspond to pre~etermin~ first, second and third thresholds which are stored within the co~ ule. memory. Broadly, the operation of the co~ uL~r involves comr~ring a detçcte~ flict~nt~ with the thresholds and ac~vating the a~l~liale warning signal.
l?~fç~ring now to FIG. 12 there are shown the princir~l program steps of the colllpu~ . At the start of the prvcedul~ the Cvlll~Ul~ preferably ~ . rOI ...c a self-test and undergoes ~ nosti~ testing. Any failure in the ~ii~nostic routine will be in~ tçd and further operation stopped. Lf the self-test is passed, the colllpuler will ~.vceed to pc~rollll a ~et~tinF algv i~ using input from the sensor çluctl~r.c The tr~ncmitters and receivers of the sensor clusters operate in both .~ nO~ ;C and bistatic modes. To better un~orst~n~l these modes, reference is made to FIG. 10 in which line 56 in~ tPs an ultrasound signal ~ nc-..~
from sensor cluster 14 toward obstacle 50. Due to the angular ori~nhtinl- of obst~ 50, the t~ncmitt~ signal is defl~t~ in two ways and will be ~~ cd in two ways: Il-.~nfJ~ lly referring to return signal 58 which is rcc~;ved by the same transceiver pair that sent it, and bict~ti~lly rç~rrin~ to return signal 60 which is received by a different tr~ncc~iver pair located in sensor cluster 16. It will be un~rstood that lines 56 and 58 should coincide but are shown sPp~r~t~
for clarity of illnstr~tion. Rec~lce of the configuration of the sensor clusters and their shapes, the entire detection area behind the vehicle is covered as seen in FIG.
10. In contrast, in the prior art system shown in FIG. 9, the angularly oriented obstacle 18' is only within the area covered by one sensor 12', and the ~efl~t~
signals 24b' and 26b' stray away from any lccei~ so that obstacle 18' should not be dete~tP~
FYt~rior visual inrli~torc 18 and 20 are preferably provided with different colored lights dil~;~d toward the side view mirrors. Similar to a traffic signal, top light 62 is red, middle light 64 is yellow, and bottom light 66 is green. The three lights form part of the user int~rf~r~ which co-.. unir~tlos with the driver in ~ nce to d~ lo 5 d~ ~ behind the vehicle. As de~ribed above, an audible alarm may sound from the audio-visual panel 22, and FIG. 13 illustrates the audible signal outputs cc,l-~s~nding to the various thresholds of warning of the visual in~lir~tQrs.
The sensor clusters can detect a plurality of obstacles and the coll,puler t~ ~e ~ --~ to the closest one. The CO~ u~. c~k~ul~tes the rlict~nce by c... ;n~ the time lapse b~ l~.~n the tr~ncmiccion of a signal and the receipt of its return signal, angle and the ~ t~nce b~ween the chlct~ors~ Stored within the computer memory is a first threshold co,~ ~n~ling to the minimllm permitted distance bel-._n the back of the vehicle and the closest obstacle, that is the ~li.ct~nce to line 52 in FIG. 8 covering zone I. A second threshold in memory is larger than the first threshold and CO~ ~nds to a ~ict~nce from the back of the CA 02225735 l997-l2-24 vehicle which is s~ffici~ntly close to warrant extreme caution, that is the ~i~t~nce to line 53 covering zone II. A third threshold in memory is larger than the second and cc,~ ~nds to a ~lict~n~e which w~l~lt~ caution~in backing-up, that is the tlict~nce to line 54 covering zone m.
~ PfPrrin~ again to FIG. 12 and to FIG. 13, after the col-lpulel undergoes the self-test, a short range target search in both bistatic and monostatic modes is ull-led, and if a target ob~ F is det~Pet~P~, the co~ ul~ calculates the dict~nce to the obst~ P using a co.~ n~l colll~uli,lg technique. The cO~ ulillg technique uses a co"~ l;rn~l clock/timer circuit to measure the difference between the time a signal or pulse is tr~ncmittP~ and a return signal or pulse is ~eiv~d by the sensor ~hlct~rs ~he det~tinn system use-c a multi-target screening technique which ensures that the first l~lu~ signal or pulse is used in the colllpululg technique regardless of whether that returned signal or pulse was received monost~t~ y or bict~tir~lly.
Ihe ~ ..t. d ~ is co~ with the first threshold and if it is less than the first threshold, a red light is illl....;n~ on e~t~ri-)r visual inrli~tors 18 and 20, by li~hting top lights 62 in-lin~ting that an obstacle has been det~ted in collision zone I and cign~llin~ the driver to stop. In conjunction with the red lights, a spesific audible signal c~ ~n~Lu-g to this ~d,lling may sound inside the vehicle from audio-visual panel 22. FIG. 13 ilhlstr~tes the audible signal output.
If the c~ln~ t~l ~iict~n~e is not less than the first threshold, it is compared with the second threshold. If the calculated ~ t~nce is less than the second threshold, yellow lights are flashed by intermitt~ntly li~hting middle lights 64 in~lic~ting that an obstacle has been detected in warning zone II and ~ign~lling the motorist to proceed with extreme caution. If the c~ ted r~i~t~nce is greater than the second threshold, it is co,l,pared with the third threshold, and if it is less than the third threshold, yellow lights are ill~ ed by lightin~ middle lights 64 in~ tin~ that an obstacle has been detecte~ in pre-warning zone m and ~i~n~lling the driver to proc~ed with caution. If the ~l.~ t~ ~lict~nce is greater than the third threshold, then an "all clear~ is in~ii~t~od either by illul~;n~ none of the lights or lightin~
green bottom lights 66 ci~n~llin~ the driver that no obstacles have been detecte~
in detection zone D and to proceed with normal care and ~lltion. With each of the above levels of warning, a suitable C~ ~nding audible signal may sound from audio-visual panel 22 within the vehicle. Panel 22 may include a series of lights which COll~ ~ond to the lights on e t-orior visual in~ tor~ 18 and 20, although these may be s~n-l~ y to the e~t-~rior lights in function.
The target detection, ~iict~n~e calculation and visual and/or auditory intiic~tion steps are repeated contin~lously in a plo~.~...ming loop as shown fi~;uldLiv~ in FIG. 12 providing co~ ; 1 mnnitQring of the detection area when the detection system is engaged.
In rare in~t~ncesJ even with the configuration of the sensor clusters of the present detection system, very low obstacles or targets moving across the detection area may not be det~ct~l in the collision zone after being detected successively in the two farther zones II and III. For example, people crossing behind the vehicle while the vehicle is b~1nng-up will be det~ct~ and then "disa~pear" from detection area D in succes~;ve itt~r~tit~nc of the det~tion algorithm. In order to provide for this eventuality, a sub-part of the det~tion algorithm is a "disappearing target algorithm" which will inAi~te to the driver that a target obstacle has been detected in succ~;ve zones and then has "disap~ d" in a subsequent itP~tinn and signal the driver by i11ll---;n~1;ng both the yellow and red lights. In this ~ e~, the driver will be on alert as to the possible presence of a very low and .~ t to detect obs~l~ or an obstacle crossing the detçction area.
In FIG. 12 a broken line dçline~tes the disdp~a-ing target sub-algorithm. After a target has been detçct~d and is not det~ted again in the imm~i~t~ly following itf'~ti~ n, a series of decision op~r~tionc are p*. rO,...cd If any of the lights were lit or the yellow light flashed in the immedi~toly p~ ;n~ it~r~tion of the detectinn algolith"" then both the yellow and red lights are illllmin~t~d to warn the driver of an obstacle that has "disappeared." If all of the de~iei-)n oper~tionc are a~ r~d in the negalive, then an all clear signal is given by illl~min~ting the green light or no light at all.
Another detection G,-a",ple will be described with reference to FIG. 1 in which two obstacles 68 and 70 are present in detection area D. Obstacle 68 is block shaped and is located in collision zone I, and obstacle 70 is cylin~ric~l and is located in warning zone II. When vehicle 10 is put into reverse gear the detection system is activated. The trancmitt~Prs of sensor clusters 14 and 16 tr~ncmit ultrasound signals toward detection area D and the signals are dçfl~ctçd off of obstacles 68 and 70 and received by the receivel~ of the sensor cluctPrs Some return signals will be ,c~i~/ed by a receiver on the same cluster that sent the signal and other return signals will be lccei~ed by a receiver on the other cluster, thereby providing monost~tic and bistatic oper~tio~ The co~ ultl which is located in one of the sensor clusters will calculate the (lict~nce to the closest obst~lP because the return signal from the closest target will be detPrminP~ by the multi-target sc,~nillg technique. In this PYamrle obstacle 68 is the closest and the flictAnre to it will be CA1C~111atP~d When the ~et~P~ti~n algorithm is performed the C4"~1'U~' will d~l~ InlnF. that ob~tAcl~ 68 is located in cnllicion wne I and will sent an output signal to the user interfa-~e to illn ..inAI~ red lights 62 and to cause an audible alarm to sound from audio-visual panel 22 within the vehicle warning the motorist to stop. If obstacle 68 were not present, of course the colnput~
would cal~ul~tto the flictance to obsta~lP 70 which is located in the warning zone II and send an output signal to the user intprfa~e to flash yellow lights 64 warning the motorist to p~d with e~ctreme caution.
This ~Y~mrle ilh~ -itt~ that the cu",~u~ will receive both monostatic and bistatic return signals which provide a more accurate Acceccm~nt of the detection area. It is well understood that the flow diagrams of FIG. 12 and FIG. 13 show only the prin~ir~l steps of the computer ~n~ and that many other embo~liment~
are possible without in any way departing from the spirit of the invention. For ~Y~mpl~, there are an infinite number of thresholds possible to provide additional levels of warning to the driver.
By utili7in~ several l.~n~",illr.~ and receivers or single unit tr~nsceivers in each sensor cluster, the present detection system provides the best available cuvGl~ge of the area behind the vehicle. The configuration of the sensor clusters on both sides of the rear of the vehicle enables the coll~ul~r through its seek-and-store det~hon algorithm to l,<."c,..;l signals from every t~n~mitter in each array and cons~..c~l~y receive return signals d~fl~t~d from an obstacle into every one of the available ~ s, ~ereby being able to recognize even very small objects with odd shapes and ~.Lu~s. The obstacle dçt~ti~n system of the present invention provides ml~ltipl~o levels of cautionary warnings by con~ lly moniloling the dçt~tion area. The angled, stepped configuration of the sensor clusters provide the expanded coverage of det~tion area D. In contrast, prior art systems which use only .... nr~s~ np~ ..,.~il~i are ~us~plible to a loss of return signal due to ~e ~ n of sound waves away from the area of a single .. Even if bistatic modes were available on prior art systems, the parallel ~, n~r,..~nl of the sensors impairs their ability to receive return signals or pulses due to their limited coverage area, çcpeci~lly signals or pulses defl~ted from oddly shaped obstacles. The availability of array sensor coverage on both sides of the vehicle ensures that the return signals will be registered in one of the available receivers. Following the detection of objects behind the vehicle and tinn of their l~,ecLive ~lict~nrPc Results are compared with the thresholds inflic~ting immin~nt collision zone I, warning zone II and a pre-warning or safe zone III. Priority is given to the object closest to the vehicle. The co,.,~uLcl contim-ously outputs to the user int~orf~e by means of the red, yellow and green lights whether an object is present in which zone.
FYt~rinr visual in~1i~tnr~ 18 and 20 are ~tt~ h~ to the sides of the vehicle so that their lights are viewed in the side view mi~ors visible to the motorist while maneuvering in reverse. The prcrc~cd nri.ont~tit n of indic~torc 18 and 20 are within 15~ vertically and within 15~ h.-. ;,r...l~lly of the driver's line of sight of the side view mirrors. ~ltlitinn~l visual display and audio tone warning is located on audio-visual panel 22 in the cab sounding alarms. Panel 22 may also include a series of lights which comm-~nic~te visually as well.
While in the p~crcll~d e ~llbodi~ n~ ...ilh ~.'i and .eceivel~ or single unit L~ are cnndi~ d by an ult~ni~ dcL~cLu.s, it will clearly be lln-i~rctood that sonic, optical infrared, RF, and radar del~lu. ;, are equally suitable.
The det~ction algorithm described herein pertains to the ~lCÇc.l~
embodiment of the invention. It will be un~i~ontood that ~lt~orn~tive algorithmc may be formnl~ted and used with the det~tion system co,l,ponents of the present invention.
From the rol~oing det~ilP~ des.;li~lion, it will be evident that there are a number of ~h~n~os~ adaptations, and mo-lifi~ti~ ns of the present invention which come within the province of those skilled in the art. ~owever, it is intPn(l~Pd that all such v~ri~tionc not departing from the spirit of the invention be con~ Pred as within the scope thereof as limited solely by the claims appended hereto.
Claims (22)
1. An obstacle detection system for a vehicle moving in reverse for warning a driver of obstacles in a detection area to the rear of the vehicle, said detection system comprising:
an angled, stepped sensor cluster adapted to be attached to the rear of the vehicle, said sensor cluster comprising an array of signal transmitting means for transmitting signals from the rear of the vehicle and an array of signal receiving means for receiving return signals deflected from a target object located in the detection area;
detection means coupled to said transmitting means and said receiving means for detecting the presence of a target object in the detection area iteratively, said detection means comprising multi-target screening means for screening return signals and determining one which corresponds to a closest target object, calculating means for calculating the distance from the rear of the vehicle to the closest target object, memory means for storing a first threshold value corresponding to a minimum distance allowed between an obstacle in the detection area and the rear of the vehicle, first comparator means for comparing the calculated distance to the first threshold distance and generating a first output signal if the calculated distance is less than the first threshold distance; and indication means coupled to said detection means and responsive to the first output signal for indicating to the driver to activate the brakes and stop the vehicle or signaling directly to the brake system to activate the brakes.
an angled, stepped sensor cluster adapted to be attached to the rear of the vehicle, said sensor cluster comprising an array of signal transmitting means for transmitting signals from the rear of the vehicle and an array of signal receiving means for receiving return signals deflected from a target object located in the detection area;
detection means coupled to said transmitting means and said receiving means for detecting the presence of a target object in the detection area iteratively, said detection means comprising multi-target screening means for screening return signals and determining one which corresponds to a closest target object, calculating means for calculating the distance from the rear of the vehicle to the closest target object, memory means for storing a first threshold value corresponding to a minimum distance allowed between an obstacle in the detection area and the rear of the vehicle, first comparator means for comparing the calculated distance to the first threshold distance and generating a first output signal if the calculated distance is less than the first threshold distance; and indication means coupled to said detection means and responsive to the first output signal for indicating to the driver to activate the brakes and stop the vehicle or signaling directly to the brake system to activate the brakes.
2. The obstacle detection system of claim 1, wherein said indication means comprises an exterior visual indicator attached to the vehicle so as to be visible to the driver through viewing a side view mirror of the vehicle.
3. The obstacle detection system of claim 2, wherein said exterior visual indicator includes a red light and a yellow light adapted to be illuminated in response to output signals from said detection means.
4. The obstacle detection system of claim 3, wherein in response to the first output signal said red light of said exterior visual indicator is illuminated signalling the driver to stop the vehicle.
5. The obstacle detection system of claim 3, wherein said memory means further comprises a second threshold value corresponding to a warning distance between an obstacle in the detection area and the rear of the vehicle, and wherein said detection means further comprises second comparator means for comparing the calculated distance to the second threshold distance and generating a second output signal if the obstacle is in a warning zone such that the calculated distance is less than the second threshold distance but greater than the first threshold distance, and said indicating means being further responsive to the second output signal for signalling the driver of an obstacle in the warning zone.
6. The obstacle detection system of claim 5, wherein in response to the second output signal said yellow light of said exterior visual indicator is intermittently illuminated signalling the driver to proceed in reverse with extreme caution.
7. The obstacle detection system of claim 5, wherein said memory means further comprises a third threshold value corresponding to a pre-warning distance between an obstacle in the detection area and the rear of the vehicle, and wherein said detection means further comprises third comparator means for comparing the calculated distance to the third threshold distance and generating a third output signal if the obstacle is in a pre-warning zone such that the calculated distance is less than the third threshold distance but greater than the second threshold distance, and said indicating means being further responsive to the third output signal for signalling the driver of an obstacle in the pre-warning zone.
8. The obstacle detection system of claim 7, wherein in response to the third output signal said yellow light of said exterior visual indicator is illuminated signalling the driver to proceed in reverse with caution.
9. The obstacle detection system of claim 7, wherein said detection means is adapted to generate a fourth output signal if the calculated distance is greater than the third threshold, and said indicating means being further responsive to the fourth output signal for signalling the driver of no obstacles detected in the detection area.
10. The obstacle detection system of claim 9, wherein said indicating means further comprises a green light on said exterior visual indicator and in response to the fourth output signal said green light is illuminated signalling the driver to proceed with normal care and caution.
11. The obstacle detection system of claim 1, wherein said indication means comprises an audible alarm alerting the driver to stop the vehicle.
12. The obstacle detection system of claim 1, comprising a pair of sensor clusters wherein one said sensor cluster is mounted to the driver's side of the rear of the vehicle and another said sensor cluster is mounted to the passenger's side of the rear of the vehicle, each said sensor cluster providing an angular coverage area, said sensor clusters angled toward each other such that their angular coverage areas intersect.
13. The obstacle detection system of claim 12, wherein the angular coverage area of each said sensor cluster is approximately 90°.
14. The obstacle detection system of claim 13, wherein the coverage area of each said sensor cluster comprises three angular coverage segments of approximately 30° each.
15. A signal transmitting and receiving apparatus for use with an obstacle detection system for a vehicle moving in reverse and adapted to be operatively coupled to a computer and an output indicator, said apparatus a sensor cluster including an array of signal transmitters and an array of signal receivers adapted to be connected to the computer; and a housing comprising a plurality of stepped portions oriented angularly with respect to one another and a vehicle mount portion for mounting to the rear of the vehicle, said transmitted and said receivers of said sensor cluster disposed in said stepped portions of said housing so as to provide an angular area of signal transmitting and receiving coverage.
16. The apparatus of claim 15, wherein said angular area of coverage comprises a plurality of angular coverage segments , said transmitters and said receivers in each said stepped portion of said housing providing one angular coverage segment.
17. The apparatus of claim 16, wherein said angular area of coverage is approximately 90° such that the sum of said angular coverage segments equals approximately 90°.
18. The apparatus of claim 17, wherein said angular coverage segments are approximately 30° each such that three segments; comprise said angular area of coverage.
19. A microcomputer for use with an obstacle detection system for a vehicle moving in reverse for warning a driver of obstacles in a detection area to the rear of the vehicle, said microcomputer comprising:
detection means coupled to a signal transmitting means and a signal receiving means for detecting the presence of a target object in the detection area iteratively, said detection means comprising multi-target screening means for screening return signals and determining one which corresponds to a closest target object, calculating means for calculating the distance from the rear of the vehicle to the closest target object, memory means for storing a first threshold value corresponding to a minimum distance allowed between an obstacle in the detection area and the rear of the vehicle, first comparator means for comparing the calculated distance to the first threshold distance and generating a first output signal if the calculated distance is less than the first threshold distance.
detection means coupled to a signal transmitting means and a signal receiving means for detecting the presence of a target object in the detection area iteratively, said detection means comprising multi-target screening means for screening return signals and determining one which corresponds to a closest target object, calculating means for calculating the distance from the rear of the vehicle to the closest target object, memory means for storing a first threshold value corresponding to a minimum distance allowed between an obstacle in the detection area and the rear of the vehicle, first comparator means for comparing the calculated distance to the first threshold distance and generating a first output signal if the calculated distance is less than the first threshold distance.
20. The obstacle detection system of claim 4, wherein said indication means comprises an audible alarm which sounds only if a target object is present in the detection area in response to the first output signal alerting the driver to stop the vehicle.
21. The obstacle detection system of claim 6, wherein said indication means comprises an audible alarm which sounds only if a target object is present in the detection area in response to the second output signal signalling the driver to proceed in reverse with extreme caution.
22. The obstacle detection system of claim 8, wherein said indication means comprises an audible alarm which sounds only if a target object is present in the detection area in response to the third output signal signally the driver to proceed in reverse with caution.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US08/497,429 US5574426A (en) | 1995-06-30 | 1995-06-30 | Obstacle detection system for vehicles moving in reverse |
| US08/497,429 | 1995-06-30 |
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|---|---|
| CA2225735A1 true CA2225735A1 (en) | 1997-01-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002225735A Abandoned CA2225735A1 (en) | 1995-06-30 | 1996-06-27 | Obstacle detection system for vehicles moving in reverse |
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| US (1) | US5574426A (en) |
| EP (1) | EP0830266B1 (en) |
| JP (1) | JPH11509153A (en) |
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-
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-
1996
- 1996-06-27 PT PT96922185T patent/PT830266E/en unknown
- 1996-06-27 AT AT96922185T patent/ATE214010T1/en not_active IP Right Cessation
- 1996-06-27 DE DE69619670T patent/DE69619670T2/en not_active Expired - Fee Related
- 1996-06-27 WO PCT/IB1996/000728 patent/WO1997002155A1/en active IP Right Grant
- 1996-06-27 AU AU63157/96A patent/AU703104B2/en not_active Ceased
- 1996-06-27 JP JP9504955A patent/JPH11509153A/en not_active Ceased
- 1996-06-27 EP EP96922185A patent/EP0830266B1/en not_active Expired - Lifetime
- 1996-06-27 CA CA002225735A patent/CA2225735A1/en not_active Abandoned
- 1996-06-27 ES ES96922185T patent/ES2171689T3/en not_active Expired - Lifetime
- 1996-06-27 DK DK96922185T patent/DK0830266T3/en active
Also Published As
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|---|---|
| JPH11509153A (en) | 1999-08-17 |
| DE69619670T2 (en) | 2002-10-24 |
| DE69619670D1 (en) | 2002-04-11 |
| ATE214010T1 (en) | 2002-03-15 |
| PT830266E (en) | 2002-07-31 |
| WO1997002155A1 (en) | 1997-01-23 |
| AU703104B2 (en) | 1999-03-18 |
| ES2171689T3 (en) | 2002-09-16 |
| EP0830266A4 (en) | 1998-12-02 |
| DK0830266T3 (en) | 2002-06-17 |
| US5574426A (en) | 1996-11-12 |
| EP0830266A1 (en) | 1998-03-25 |
| EP0830266B1 (en) | 2002-03-06 |
| AU6315796A (en) | 1997-02-05 |
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| FZDE | Discontinued |