CN112937581A - Vehicle driving assistance system, vehicle including the same, and corresponding method and medium - Google Patents
Vehicle driving assistance system, vehicle including the same, and corresponding method and medium Download PDFInfo
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- CN112937581A CN112937581A CN201911266393.XA CN201911266393A CN112937581A CN 112937581 A CN112937581 A CN 112937581A CN 201911266393 A CN201911266393 A CN 201911266393A CN 112937581 A CN112937581 A CN 112937581A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18172—Preventing, or responsive to skidding of wheels
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- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
A vehicle driving assistance system, a vehicle including the same, and a corresponding vehicle driving assistance method and computer-readable storage medium are provided. The vehicle driving assist system includes: a slope information acquisition unit that acquires information of a slope ahead of a current vehicle; the judging unit is used for judging whether the inclination angle value of the slope is larger than a preset angle threshold value according to the acquired information, further judging whether an obstacle which enables the current vehicle to stop forcibly exists on the slope, and determining whether the current vehicle has a vehicle stopping point on the slope according to the position of the obstacle and the current running path of the current vehicle; the starting risk evaluation unit is used for determining whether a first starting risk value of the current vehicle at the vehicle forced stopping point is larger than a preset risk threshold value or not; and a control unit that controls a running state of the current vehicle when the first start-up risk value is greater than a predetermined risk threshold value. By using the invention, the current vehicle can be prevented from sliding when starting because the vehicle is stopped at the forced stopping point blindly, thereby reducing the potential safety hazard.
Description
Technical Field
The present invention relates to the field of vehicle technologies, and more particularly, to a vehicle driving assistance system, a vehicle including the same, and a corresponding vehicle driving assistance method and computer-readable storage medium.
Background
During the travel of the vehicle, a slope is often encountered. Sometimes there are obstacles on the slope so that the vehicle is currently forced to stop on the slope to avoid hitting the obstacle. The obstacle may be another vehicle or other obstacle that has stopped on a slope due to a vehicle jam, vehicle malfunction, toll, etc. The current vehicle is often required to restart after being forced to stop on a slope and to pass the obstacle beside the obstacle or restart to continue to go after the obstacle disappears. However, starting on a slope is subject to slippage, particularly if the ground is slippery.
Accordingly, there is a need for a vehicle driving assistance system, a vehicle including the same, and a corresponding vehicle driving assistance method and computer readable storage medium to at least partially solve the problems in the prior art.
Disclosure of Invention
In order to solve the technical problem, the invention provides a scheme for avoiding the current vehicle from stopping at the forced stopping point with the starting risk value higher than the preset value by determining the starting risk value of the current vehicle at the forced stopping point, and aims to improve the driving safety.
In a first aspect of the invention, a vehicle driving assistance system is provided. The vehicle driving assist system includes:
a slope information acquisition unit configured to acquire information of a slope ahead of a current vehicle;
a judging unit configured to judge whether an inclination angle value of the slope is larger than a predetermined angle threshold according to the acquired information, and further judge whether an obstacle that forcibly stops the current vehicle exists on the slope and determine whether a vehicle forcible stop point exists on the slope according to a position of the obstacle and a current traveling path of the current vehicle;
a take-off risk assessment unit configured to determine a first take-off risk value of the current vehicle at the vehicle imminent-stop point and determine whether the first take-off risk value is greater than a predetermined risk threshold, in case the inclination angle value of the slope is greater than the predetermined angle threshold, the obstacle is present, and the vehicle imminent-stop point is present; and
a control unit configured to control a running state of a current vehicle when the first start-up risk value is greater than the predetermined risk threshold.
The vehicle driving assist system according to the invention is capable of determining a first start risk value of the current vehicle at the vehicle imminent stop point by the start risk evaluation unit and comparing the first start risk value with the first predetermined risk value to evaluate the first start risk value in the case where it is determined that a slope exists ahead of the vehicle, an inclination angle value of the slope is larger than a predetermined angle threshold, an obstacle exists on the slope, and the vehicle imminent stop point, and the control unit may control the running state of the current vehicle when the first start risk value is larger than the predetermined risk threshold, for example, temporarily waiting before reaching the slope or bypassing the slope to avoid the current vehicle blindly stopping at the vehicle imminent stop point and slipping at the time of start, reducing the potential safety hazard.
Optionally, the vehicle driving assist system further includes a temporary stop area determination unit. The temporary parking area determination unit is configured to determine a temporary parking area around the vehicle forced stopping point where the second launch risk value is smaller than the predetermined risk threshold when the first launch risk value is larger than the predetermined risk threshold. The control unit is further configured to control the current vehicle to be parked at the temporary parking area.
Optionally, the temporary stop area determination unit is further configured to determine a stoppable area around the vehicle forced stopping point that is flatter than the vehicle forced stopping point and the second take-off risk value is smaller than the predetermined risk threshold when the first take-off risk value is larger than the predetermined risk threshold; and when there is only one of the parkable areas, using the parkable area as the temporary parking area; or when a plurality of the parking available areas exist, the following parking available areas in the parking available areas are taken as the temporary parking areas: 1) the parkable area has the smallest second risk value for take-off; or 2) the parkable area is closest to the vehicle hard stop.
Optionally, the second launch risk values for a plurality of the parkable areas are determined by the launch risk assessment unit. The first starting risk value/the second starting risk value is determined by the starting risk evaluation unit according to a set rule, and the set rule comprises at least one of the following: the first/second launch risk values are larger if the friction coefficient of the vehicle forced stopping point/the ground of the parking available area is smaller; and if the value of the inclination angle of the vehicle forced stopping point/the ground of the parking available area is larger, the larger the first starting risk value/the second starting risk value is.
Optionally, the second launch risk values for a plurality of the parkable areas are determined by the launch risk assessment unit. The vehicle driving assistance system further includes a machine learning unit configured to train a risk analysis model provided to the take-off risk evaluation unit by performing a training process in a machine learning manner; and the take-off risk assessment unit is further configured to determine the first/second take-off risk value according to the trained risk analysis model.
Optionally, the machine learning unit is further configured to train the risk analysis model by: when the vehicle forced stopping point/the stoppable area is detected, obtaining road surface information of the current vehicle, wherein the road surface information comprises a friction coefficient and an inclination angle value of a road surface; when the vehicle forced stopping point/the stoppable area is detected, acquiring a result value of whether starting slip occurs or not; and the machine learning unit trains the risk analysis model by using the road surface information and the result value.
Optionally, the vehicle driving assistance system further includes a prompting unit configured to prompt the driver not to stop at the vehicle forced stop point when the first step-up risk value is greater than the predetermined risk threshold.
In a second aspect of the present invention, a vehicle is provided. The vehicle includes any one of the vehicle driving assist systems described above.
In a third aspect of the invention, a vehicle driving assistance method is provided. The vehicle driving assist method includes the steps of:
acquiring information of a slope in front of a current vehicle;
judging whether the inclination angle value of the slope is larger than a preset angle threshold value according to the acquired information, further judging whether an obstacle which causes the current vehicle to be forcibly stopped exists on the slope, and determining whether the current vehicle has a vehicle forced stopping point on the slope according to the position of the obstacle and the current running path of the current vehicle;
determining a first start risk value for the current vehicle at the vehicle impending point and determining whether the first start risk value is greater than a predetermined risk threshold if the inclination angle value of the grade is greater than the predetermined angle threshold, the obstacle is present on the grade, and the vehicle impending point; and
controlling a driving state of the current vehicle when the first start-up risk value is greater than the predetermined risk threshold.
The vehicle driving assist method according to the invention determines a first step-up risk value of the current vehicle at the vehicle imminent-stop point and determines whether the first step-up risk value is greater than a predetermined risk threshold in a case where the inclination angle value of the slope is greater than the predetermined angle threshold, the obstacle is present on the slope, and the vehicle imminent-stop point; and the running state of the current vehicle is controlled according to the comparison result, so that the current vehicle can be prevented from sliding when starting because the current vehicle stops at the forced stopping point of the vehicle blindly, and potential safety hazards are reduced.
Optionally, the vehicle driving assist method further includes: determining a temporary parking area with a second starting risk value smaller than the preset risk threshold value around the vehicle forced stopping point when the first starting risk value is larger than the preset risk threshold value; and the step of controlling the running state of the current vehicle includes controlling the current vehicle to stop at the temporary stop area.
Optionally, the vehicle driving assist method further includes: determining a potential parking area around the vehicle imminent-stop point that is flatter than the vehicle imminent-stop point and the second launch risk value is less than the predetermined risk threshold when the first launch risk value is greater than the predetermined risk threshold; and regarding the parking-enabled area as the temporary parking area when only one parking-enabled area exists; or when a plurality of the parking available areas exist, the following parking available areas in the parking available areas are taken as the temporary parking areas: 1) the stoppable area has a minimum second start risk value; or 2) the parkable area is closest to the vehicle hard stop.
Optionally, the second launch risk values for a plurality of the parkable areas are determined by the launch risk assessment unit. The first starting risk value/the second starting risk value is determined by the starting risk evaluation unit according to a set rule, and the set rule comprises at least one of the following: the first/second launch risk values are larger if the friction coefficient of the vehicle forced stopping point/the ground of the parking available area is smaller; and if the value of the inclination angle of the vehicle forced stopping point/the ground of the parking available area is larger, the larger the first starting risk value/the second starting risk value is.
Optionally, the first/second launch risk value is determined according to a risk analysis model. Wherein the risk analysis model is trained by performing a training process in a machine learning manner.
Optionally, the training process is performed by: acquiring road surface information of a forced stopping point of a vehicle where the current vehicle and/or other vehicles are located, wherein the road surface information comprises a friction coefficient and an inclination angle value of a road surface; acquiring a result value of whether the current vehicle and/or other vehicles have starting slip at the vehicle stopping point; and training the risk analysis model by using the road surface information and the result value.
In a fourth aspect of the present invention, a computer-readable storage medium having a computer program stored thereon is provided. The computer program, when executed by a processor, implements any of the vehicle driving assistance methods described above.
Drawings
Non-limiting and non-exhaustive embodiments of the present invention are described by way of example with reference to the following drawings, in which:
fig. 1 schematically shows a schematic view of a vehicle driving assistance system according to an embodiment of the invention;
fig. 2 schematically shows a schematic view of a driving assistance system for vehicle according to another embodiment of the invention; and
fig. 3 schematically shows a flowchart of a driving assistance method for a vehicle according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
In a first aspect of the invention, a vehicle driving assistance system is provided. Fig. 1 schematically shows a schematic view of a vehicle driving assistance system 100 according to an embodiment of the invention.
As shown in fig. 1, the vehicle driving assist system 100 includes a slope information acquisition unit 110, a determination unit 120, a start risk evaluation unit 130, and a control unit 140.
The slope information acquisition unit 110 is configured to acquire information of a slope ahead of the current vehicle. The information of the slope may include a value of an inclination angle of the slope and information of an obstacle on the slope. The inclination angle value of the slope is the inclination angle value of the slope with respect to the horizontal plane. The inclination angle value of the slope relative to the horizontal plane refers to the angle value between the horizontal plane and the connecting line between the bottom and the top of the slope. The obstacle may be another vehicle stopped on the slope due to a traffic jam, vehicle malfunction, toll, etc. The obstacle may also be other obstacles such as road construction facilities, guardrails, pedestrians, waste, damaged ground, etc.
The tilt angle value may be determined from data provided by a map or may be detected by various sensors mounted on the current vehicle. For example, the value of the inclination angle of the slope may be provided by map data in the car navigator. The inclination angle of the slope can also be detected by sensor technologies such as radar, laser, ultrasonic and infrared. The information of the obstacle may be determined by a sensor mounted on the current vehicle. For example, a camera mounted on the current vehicle may capture the front slope and the obstacles (if any) on the front slope. Obstacles on a slope can also be detected by sensor technologies such as radar, laser, ultrasonic, infrared, and the like. It should be noted that, for the obstacle, in addition to detecting whether there is an obstacle in the lane of the current vehicle, it is also detected whether there is an obstacle in another lane beside the current vehicle, for example, an obstacle such as an oncoming vehicle, so as to determine whether the current vehicle can directly pass over the obstacle in the lane of the current vehicle through the lane beside the current vehicle without forced stop.
The judging unit 120 is configured to judge whether an inclination angle value of the slope is greater than a predetermined angle threshold value according to the acquired information of the slope, and further judge whether there is an obstacle on the slope that forcibly stops the current vehicle and determine whether there is a vehicle forcible stop point on the slope of the current vehicle according to a position of the obstacle and a current running path of the current vehicle.
The predetermined angle threshold may be any suitable value, as desired. In one embodiment of the invention, the predetermined angle threshold may be 3 ° to 8 °, for example 5 °. It should be noted that the inclination angle value of each point on the slope with respect to the horizontal plane may be the same or different. The vehicle forced stop point refers to a point at which the current vehicle is expected to stop on the slope according to the current travel path in the normal travel state. The vehicle hard stop is typically located on the side of the obstacle that is closer to the current vehicle. The presence of an obstacle and the absence of a forced stopping point for the vehicle are not necessary. For example, in the case where there is an obstacle in the lane of the current vehicle on the slope, if there is no oncoming vehicle or other obstacle in the nearby lane, the current vehicle can pass over the obstacle through the nearby lane without being forcibly stopped on the slope, and thus it can be considered that there is no vehicle forcible stop point on the slope.
The take-off risk assessment unit 130 is configured to determine a first take-off risk value of the current vehicle at the vehicle imminent-stop point and to determine whether the first take-off risk value is greater than a predetermined risk threshold in case the inclination angle value of the slope is greater than a predetermined angle threshold, an obstacle is present and the vehicle imminent-stop point. The take-off risk assessment unit 130 may be implemented by a corresponding unit in the vehicle-mounted terminal or the online server.
In one embodiment, the first launch risk value is determined by the launch risk assessment unit 130 according to set rules including at least one of:
if the friction coefficient of the ground of the vehicle forced stopping point is smaller, the first step starting risk value is larger; and
the first step risk value is greater if the value of the inclination angle of the ground at the point of forced stopping of the vehicle is greater.
For example, the first pacing risk value may be any value between 0.0 and 1.0.
The coefficient of friction of the ground at the point of forced stopping of the vehicle can be determined by: a picture of the slope is taken by a photographing device mounted on the current vehicle. The photographing device may be a camera or a webcam installed in front of the current vehicle. The take-off risk evaluating unit 130 may compare the color and texture of the ground of the vehicle hard stop point photographed in the photograph with the pre-stored data to obtain the friction coefficient of the ground of the vehicle hard stop point. The pre-stored data may include information on various road surfaces, such as color, texture, and corresponding coefficient of friction, and further, information on surfaces such as a surface with rain, a surface with ice, a surface with snow, a surface with dirt, a surface with asphalt, and the like. The color and texture of the ground at the vehicle forced stopping point can be compared with the pre-stored color and texture of the ground to determine the type of the road and the corresponding friction coefficient of the type of the road. The value of the angle of inclination of the vehicle's impending point may be provided by map data and/or detected by other sensor technologies such as radar, laser, ultrasonic and infrared.
In another embodiment, the first launch risk value is determined by the launch risk assessment unit 130 according to a machine learning manner, and the details can be referred to as described below.
Fig. 2 schematically shows a schematic view of a driving assistance system 200 for vehicle according to another embodiment of the present invention.
As shown in fig. 2, the vehicle driving assistance system 200 further includes a machine learning unit 270, and the machine learning unit 270 is configured to perform a training process by machine learning to train the risk analysis model provided to the startup risk evaluating unit 130. Launch risk assessment unit 130 is further configured to determine a first launch risk value based on the trained risk analysis model.
Among other things, the machine learning unit 270 may be located on an online server to which the current vehicle is connected via a mobile network/Wi-Fi or the like. The machine learning unit 270 is further configured to train the risk analysis model by:
acquiring road surface information of a forced stopping point of a vehicle where the current vehicle and/or other vehicles are located, wherein the road surface information comprises a friction coefficient and an inclination angle value of a road surface;
acquiring a result value of whether the current vehicle and/or other vehicles start and slip at a vehicle stopping point; and is
A machine learning unit trains a risk analysis model by using the road surface information and the result value.
The friction coefficient and the inclination angle value of the road surface of the vehicle forced stopping point where the other vehicle is located may be obtained by referring to the above-described manner of obtaining the friction coefficient and the inclination angle value of the road surface of the vehicle forced stopping point of the current vehicle. The result value of whether the slip from start occurs may be acquired by a sensor of the current vehicle and/or another vehicle.
Specifically, for the current vehicle and/or other vehicles, if it is detected that a slope with an inclination angle value larger than a preset angle threshold value exists at any time, and an obstacle and a vehicle forced stopping point exist on the slope, the road surface information where the vehicle is located is acquired; and acquiring a result value of whether the current vehicle and/or other vehicles have starting slip at the vehicle stopping point.
The online server may train a risk analysis model using the road information/risk values, for example, by a machine learning method such as a probabilistic model/support vector machine/neural network.
Subsequently, the current vehicle may obtain the trained risk analysis model from the online server. When a triggering condition is satisfied, for example, in a case where the inclination angle value of the slope is greater than a predetermined angle threshold, an obstacle is present on the slope, and the vehicle imminent-stop point, the take-off risk assessment unit 130 determines a first take-off risk value of the current vehicle at the vehicle imminent-stop point using the trained risk analysis model and the detected friction coefficient of the ground at the vehicle imminent-stop point and the inclination angle value and compares the first take-off risk value with the predetermined risk threshold to determine whether the first take-off risk value is greater than the predetermined risk threshold.
The control unit 140 is configured to control the current driving state of the vehicle in dependence on the comparison of the first start-up risk value with the predetermined risk threshold. The control unit 140 may be implemented by a corresponding unit in the in-vehicle terminal or the online server. When the first start risk value is less than or equal to the predetermined risk threshold, the control unit 140 may control the current vehicle to travel to the slope and stop at the vehicle forced stop point. When the first start-up risk value is greater than the predetermined risk threshold, the control unit 140 may control the current vehicle not to stop at the vehicle forced stop point. For example, as shown in fig. 2, the driving assistance system 200 for vehicle further includes a prompt unit 250. The prompting unit 250 is configured to prompt the driver to stop at the vehicle forced stop point when the first start risk value is less than or equal to the predetermined risk threshold and/or prompt the driver not to stop at the vehicle forced stop point when the first start risk value is greater than the predetermined risk threshold. The prompting unit 250 may be an audio prompting unit (e.g., a speaker), a visual prompting unit (e.g., an indicator light), or both an audio prompting unit and a visual prompting unit.
Controlling the current vehicle not to stop at the vehicle forced stop point may be controlling the current vehicle not to drive towards a slope, for example, to stop or to look for other possible routes. Controlling the current vehicle not to stop at the vehicle hard stop may also be controlling the current vehicle to stop at other possible temporary stop areas on the slope.
Specifically, in one embodiment of the present invention, as shown in fig. 2, the vehicle driving assistance system 200 may further include a temporary parking area determination unit 260. The temporary parking area determination unit 260 is configured to determine a temporary parking area around the vehicle imminent stopping point where the second launch risk value is smaller than the predetermined risk threshold when the launch risk assessment unit 130 determines that the first launch risk value is larger than the predetermined risk threshold. In this case, the control unit 140 is further configured to control the current vehicle to be parked at the temporary parking area.
More specifically, in an embodiment of the invention, the temporary stop area determination unit 260 is further configured to detect a parkable area around the vehicle forced-stop point that is flatter than the vehicle forced-stop point and for which the second launch risk value is smaller than the predetermined risk threshold when the first launch risk value is larger than the predetermined risk threshold. The tilt angle value of the parking available area is smaller than that of the forced stopping point of the vehicle. For example, the temporary stop area determination unit 260 may determine a parkable area around the vehicle forced stop point that is flatter than the vehicle forced stop point based on the tilt angle value with respect to the horizontal plane at each of around the vehicle forced stop point provided by a map or radar or the like. The second launch risk value may be determined in the same way as the first launch risk value. It is understood that there may be one or more than one parking available area. When there is only one parkable area, the temporary parking area determination unit 260 may regard the detected one parkable area as the temporary parking area. When there are a plurality of parkable areas, the temporary parking area determination unit 260 may select a parkable area satisfying a specific condition as a temporary parking area through a preset rule as needed. For example, the following parkable areas among the detected plurality of parkable areas may be taken as the temporary parking area: 1) the stoppable area has a minimum second start risk value; or 2) the parkable area is closest to the vehicle hard stop.
The temporary parking area determined by the temporary parking area determination unit 260 may be displayed on a map of the navigation system, a windshield projection, a windshield display, and a wearable device wearable by the driver. The control unit 140 is used for controlling the current vehicle to park in the temporary parking area. Alternatively, when the obstacle on the slope disappears, the control unit 140 may then control the current vehicle parked at the temporary parking area to return to the original route.
As described above, the determination of the second risk value for starting the vehicle in the parkable/temporary parking area according to the present invention may be determined by the same method as the first risk value for starting the vehicle, and will not be described herein again.
It should be noted that the take-off risk assessment unit 130 may also take into account parameters of the current vehicle itself, such as the motor average power, the motor maximum power, the tire type, etc., when determining the first take-off risk value and/or the second take-off risk value.
In a second aspect of the invention, there is also provided a vehicle including the above-described vehicle driving assist system.
In a third aspect of the present invention, there is also provided a driving assistance method for a vehicle using the driving assistance system for a vehicle described above. Fig. 3 schematically shows a flowchart of a driving assistance method for a vehicle according to an embodiment of the invention.
As shown in fig. 3, the driving assistance method for a vehicle includes:
s310: acquiring information of a slope in front of a current vehicle;
s320: judging whether the inclination angle value of the slope is larger than a preset angle threshold value according to the acquired information, further judging whether an obstacle which causes the current vehicle to be forcibly stopped exists on the slope, and determining whether the current vehicle has a vehicle forced stopping point on the slope according to the position of the obstacle and the current running path of the current vehicle;
s330: determining a first start risk value for the current vehicle at the vehicle impending point and determining whether the first start risk value is greater than a predetermined risk threshold if the inclination angle value of the grade is greater than the predetermined angle threshold, the obstacle is present on the grade, and the vehicle impending point; and
s340: controlling a driving state of the current vehicle when the first start-up risk value is greater than the predetermined risk threshold.
Preferably, as described above in connection with the vehicle driving assistance system, a temporary parking area around the vehicle imminent shutdown point where the second launch risk value is less than the predetermined risk threshold may be determined when the first launch risk value is greater than the predetermined risk threshold; and the current vehicle is controlled to stop in the temporary stopping area so as to avoid the current vehicle from slipping when starting. Of course, the temporary stop area may be an area around the vehicle forced stop point that is flatter than the vehicle forced stop point, or may be an area around the vehicle forced stop point that is approximately as flat as the vehicle forced stop point, as long as the second start risk value is smaller than the predetermined risk threshold value so as to avoid the current vehicle from slipping when starting.
In a fourth aspect of the present invention, there is also provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the above-described vehicle driving assistance method. For example, the computer program, when executed by a processor, is capable of instructing the processor and/or the respective component to carry out the steps of: acquiring information of a slope in front of a current vehicle; judging whether the inclination angle value of the slope is larger than a preset angle threshold value according to the acquired information, further judging whether an obstacle which causes the current vehicle to be forcibly stopped exists on the slope, and determining whether the current vehicle has a vehicle forced stopping point on the slope according to the position of the obstacle and the current running path of the current vehicle; determining a first start risk value for the current vehicle at the vehicle impending point and determining whether the first start risk value is greater than a predetermined risk threshold if the inclination angle value of the grade is greater than the predetermined angle threshold, the obstacle is present on the grade, and the vehicle impending point; and controlling the driving state of the current vehicle when the first start-up risk value is greater than the predetermined risk threshold.
While the present invention has been described in connection with the embodiments, it is to be understood by those skilled in the art that the foregoing description and drawings are merely illustrative and not restrictive of the broad invention, and that this invention not be limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the invention.
Claims (15)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911266393.XA CN112937581A (en) | 2019-12-11 | 2019-12-11 | Vehicle driving assistance system, vehicle including the same, and corresponding method and medium |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911266393.XA CN112937581A (en) | 2019-12-11 | 2019-12-11 | Vehicle driving assistance system, vehicle including the same, and corresponding method and medium |
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| CN112937581A true CN112937581A (en) | 2021-06-11 |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0941902A2 (en) * | 1998-03-12 | 1999-09-15 | Fuji Jukogyo Kabushiki Kaisha | Vehicle dynamic control system |
| JP2013032064A (en) * | 2011-08-01 | 2013-02-14 | Nissan Motor Co Ltd | Vehicle braking support device |
| JP2014172477A (en) * | 2013-03-07 | 2014-09-22 | Daimler Ag | Slope starting auxiliary device of trailer vehicle |
| KR20160035295A (en) * | 2014-09-23 | 2016-03-31 | 현대모비스 주식회사 | Vehicle safety assistance device at slope way and control method thereof |
| JP2017014997A (en) * | 2015-07-01 | 2017-01-19 | いすゞ自動車株式会社 | Automatic engine stop control device for vehicle |
| US20170232971A1 (en) * | 2014-09-05 | 2017-08-17 | Volvo Truck Corporation | A method for controlling a drivetrain of a vehicle comprising a multi-clutch transmission |
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2019
- 2019-12-11 CN CN201911266393.XA patent/CN112937581A/en not_active Withdrawn
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0941902A2 (en) * | 1998-03-12 | 1999-09-15 | Fuji Jukogyo Kabushiki Kaisha | Vehicle dynamic control system |
| JP2013032064A (en) * | 2011-08-01 | 2013-02-14 | Nissan Motor Co Ltd | Vehicle braking support device |
| JP2014172477A (en) * | 2013-03-07 | 2014-09-22 | Daimler Ag | Slope starting auxiliary device of trailer vehicle |
| US20170232971A1 (en) * | 2014-09-05 | 2017-08-17 | Volvo Truck Corporation | A method for controlling a drivetrain of a vehicle comprising a multi-clutch transmission |
| KR20160035295A (en) * | 2014-09-23 | 2016-03-31 | 현대모비스 주식회사 | Vehicle safety assistance device at slope way and control method thereof |
| JP2017014997A (en) * | 2015-07-01 | 2017-01-19 | いすゞ自動車株式会社 | Automatic engine stop control device for vehicle |
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Application publication date: 20210611 |