DESC:FIELD
This invention relates to collision avoidance systems, and more specifically to a system having a radar mechanism that adapts to the direction in which the vehicle is intended to turn so as to detect obstacles that are blind spots at sharp/hairpin/U-turn road curvatures and eliminate false positives which are not in the direction of movement of vehicle and hence in the path of collision.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
A collision avoidance system is installed in vehicles to warn or assist drivers to avoid forthcoming collisions, and lower the risk of accidents. More specifically, the system helps in slowing down the speed of the vehicle by initiating an automated braking system of the vehicle. A conventional collision avoidance system includes a sensor system which enables prediction of the collision. The conventional system, although extremely helpful in preventing collisions, sometimes fail when making relatively sharp/hairpin/U-turn road curvatures because their sensor system is oriented in a straight line resulting into both false positives and false negatives.
Therefore, there is a felt a need for a collision avoidance system which alleviates the aforementioned drawback.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide a collision avoidance system for a vehicle.
Another object of the present disclosure is to provide a collision avoidance system which can be retrofitted in vehicles.
Yet another object of the present disclosure is to provide a collision avoidance system which can adapt to the direction in which the vehicle is intended to turn so as to detect obstacles that are blind spots at sharp/hairpin/U-turn road curvatures and eliminate false positives which are not in the direction of movement of vehicle and hence in the path of collision.
Still another object of the present disclosure is to provide a collision avoidance system which ensures safety of the vehicle and its occupants.
One object of the present disclosure is to provide a collision avoidance system which ensures better autonomous emergency braking (AEB) control.
Another object of the present disclosure is to provide a collision avoidance system which can present a better understanding of complex driving environments.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a collision avoidance system for a vehicle, wherein the vehicle has a steering wheel and a braking system. The system comprises a set of first sensors, a platform provided on operative front end of the vehicle, a set of second sensors, and an actuator. The set of first sensors are mounted on the steering wheel of the vehicle. The first sensors are configured to sense the direction and angle of steering to generate at least one first sensed signal. The platform is provided on an operative front end of the vehicle. The platform is provided in communication with the first sensors to receive the first sensed signal. The platform is configured to be angularly displaced in both left and right directions, based on the first sensed signal, to adapt to the intended direction of vehicular steering. The set of second sensors is mounted on the platform. The second sensors are configured to detect the movement of an object approaching the vehicle to generate at least one second sensed signal. The actuator is configured to activate the braking system, based on the second sensed signal, when an imminent collision is detected to avoid collision of the vehicle with the object.
In an embodiment, the first sensors is selected from the group consisting of a steering angle sensors, a torque sensors, and yaw rate sensors.
In another embodiment, the second sensors is selected from the group consisting of radar sensors, proximity sensors, position sensors, motion sensors or a combination thereof.
In yet another embodiment, the second sensors is preferably a bi-directional adaptive radar sensors.
In one embodiment, angular displacement of the platform causes angular displacement of the second sensors therealong, thereby allowing the second sensors to adapt to the field of view in conformance with the vehicle’s turning.
In an embodiment, the system includes a calibration mechanism which comprises a repository and a processor. The repository is configured to store therewithin a predetermined maximum steering angle value of the vehicle, wherein the maximum steering angle value defines a limit of rotation for the vehicle’s wheels. The repository is further configured to store a table including a plurality of encoded steering wheel angle values and a plurality of corresponding motorized platform angle values. The processor is coupled to the repository. The processor is further configured to communicate with the converter to receive the first sensed value. The processor is configured to encode the first sensed signal into an encoded steering angle value based on the predetermined maximum steering angle of the vehicle. The processor has a crawler and extractor unit configured to receive the encoded steering angle value, and further configured to crawl through the stored table and extract the motorized platform angle value corresponding to the encoded steering angle value. The processor is further configured to generate a control signal based on the extracted motorized platform angle value.
In another embodiment, the processor is configured to identify the dead zone of the steering wheel from the first sensed values, and is further configured to restrict the movement of the platform within the dead zone (A) when the steering wheel is slightly displaced, thereby preventing unnecessary movement of the second sensor.
In a further embodiment, the platform includes a servo-loop motor configured to angularly displace the platform to align the principal axis of the second sensors with the principal axis of the vehicle. The servo motor has a pulse width modulation (PWM) controller configured to communicate with the calibration unit to receive the control signal and continuously drive the motor until the platform is displaced to the extracted motorized platform angle value.
In one embodiment, the system includes a control unit comprising a memory and an analyser. The memory is configured to store therewithin a predetermined safety threshold value corresponding with the distance at which imminent collision can take place. The analyser is configured to receive the second sensed signal. The analyser is further configured to – a) determine the proximity and direction of the approaching object, b) compare the value of proximity of the detected object with the predetermined safety threshold value, and c) generate an actuating signal if the determined value of proximity falls within the predetermined safety threshold value. The actuator is configured to receive the actuating signal and facilitate braking.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A collision avoidance system, of the present disclosure, for a vehicle will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a block diagram of the system of the present disclosure;
Figure 2 illustrates a schematic view representing the rotational behaviour of the steering wheel;
Figure 3 illustrates a flat perspective of a schematic view representing the rotational behaviour of the steering wheel; and
Figure 4A through Figure 4C illustrate different views of a motorized sensor platform with servo loop motor.
LIST OF REFERENCE NUMERALS
5 Steering wheel
100 Collision avoidance system
105 First sensor
110 Platform
115 Second sensor
120 Actuator
125 Calibration unit
130 Motor
140 Control unit
A Dead Zone
+X Clockwise motion
-X Anti-clockwise motion
DETAILED DESCRIPTION
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms “a”, “an” and “the” may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “comprises”, “comprising”, “including”, “includes” and “having” are open-ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
A collision avoidance system (100), of the present disclosure, for a vehicle will now be described in detail with reference to Figure 1 through Figure 4C. The preferred embodiment does not limit the scope and ambit of the present disclosure.
The vehicle has a steering wheel (05) and a braking system.
The collision avoidance system (100) (hereinafter referred to as ‘the system (100)’) comprises a set of first sensors (105), a platform (110) provided on operative front end of the vehicle, a set of second sensors (115), and an actuator (120). The set of first sensors (105) are mounted on the steering wheel (05) of the vehicle. The first sensors (105) are configured to sense the direction and angle of the steering wheel (05) to generate at least one first sensed signal. The platform (110) is provided on an operative front end of the vehicle. The platform (110) is provided in communication with the first sensors (105) to receive the first sensed signal. The platform (110) is configured to be angularly displaced in both left and right directions, based on the first sensed signal, to adapt to the intended direction of vehicular steering. The set of second sensors (115) is mounted on the platform (110). The second sensors (115) are configured to detect the movement of an object approaching the vehicle to generate at least one second sensed signal. The actuator (120) is configured to activate the braking system, based on the second sensed signal, when an imminent collision is detected to avoid collision of the vehicle with the object.
In an embodiment, the first sensors (105) is selected from the group consisting of steering angle sensors, torque sensors, and yaw rate sensors.
In another embodiment, the second sensors (115) is selected from the group consisting of radar sensors, proximity sensors, position sensors, motion sensors or a combination thereof.
In yet another embodiment, the second sensors (115) is preferably bi-directional adaptive radar sensors.
In one embodiment, angular displacement of the platform (110) causes angular displacement of the second sensors (115) therealong, thereby allowing the second sensors (115) to adapt to the field of view in conformance with the vehicle’s turning.
In an embodiment, the system (100) includes a calibration unit (125) which comprises a repository (not shown in figures) and a processor (not shown in figures). The repository is configured to store therewithin a predetermined maximum steering angle value of the vehicle, wherein the maximum steering angle value defines a limit of rotation for the vehicle’s wheels. The repository is further configured to store a table including a plurality of encoded steering wheel angle values and a plurality of corresponding motorized platform angle values.
In an embodiment, the table is a matrix containing a) steering angle values received from the first sensor listed in a first column of the matrix, b) encoded values of the steering angle values listed in a second column of the matrix, c) motorized platform angle values listed in a third column of the matrix. Maximum angle in the right direction or in the left direction is restricted considering possible wheel rotation angle defined by Automotive Industry Standards.
Zero is assumed to be the centre of the encoded angles for steering angles ranging from -X (anticlockwise) to +X (clockwise). Similarly, for motorized platform (110) encoded angles spanning from -Y (left) to +Y (right), the centre is assumed to be zero. Thus, the zero angles (centre) of both sensors are in line with one another. A dead zone (A) in the steering wheel (5) ensures that there is no wheel movement even with slight steering movement, as shown in Figure 2. The dead zone (A) is assigned to prevent the motorized platform (110)’s movement. If the steering is angularly displaced in this dead zone (A), then the encoded angle is considered 0. Other steering angles are encoded in clockwise (+X) and anticlockwise (-X) directions.
The length of the matrix can be represented by normalization of the encoded angle values. The length of the matrix represented by N can be calculated as N = total steering throttle / M. To enable the calibration unit (125), below calculations are used to calculate N.

where M is step angle (resolution of steering angle) which is assumed. M can be defined as the function of Kinematic and compliance of suspension. It is necessary that M is not so big that it compromises sensibility, and neither should it be so small that it gets affected by noise of kinematic and compliance of suspension.
For example, if the steering throttle is 180 degrees and M is 10 degrees with a dead zone (A) of 40 degrees (-20 degrees to +20 degrees). Steering angles are as follows for defined parameters, wherein the dead zone (A) is highlighted as:

Therefore, applying the formula for N,

The encoded steering angles are calculated using the standard min-max normalization formula, shown as:

From above formula derived formula in terms of steering values and encoded range from -1 to +1 is shown below.

Thus, the encoded steering angle values are generated.
In an exemplary embodiment, consider a maximum steering wheel angle value of 30° and minimum steering wheel angle value of 0°. The relationship matrix between the steering angle values ranging from 30° to 0°, its encoded values and motorized platform (110) is shown below in Table 1.
Sr No Steering angle values Encoded values Sensor Platform angle Values
1 -180 -1.00 -30.00
2 -170 -0.94 -28.13
3 -160 -0.89 -26.25
4 -150 -0.83 -24.38
5 -140 -0.78 -22.50
6 -130 -0.72 -20.63
7 -120 -0.67 -18.75
8 -110 -0.61 -16.88
9 -100 -0.56 -15.00
10 -90 -0.50 -13.13
11 -80 -0.44 -11.25
12 -70 -0.39 -9.38
13 -60 -0.33 -7.50
14 -50 -0.28 -5.63
15 -40 -0.22 -3.75
16 -30 -0.17 -1.88
17 0 0.00 0.00
18 30 0.17 1.88
19 40 0.22 3.75
20 50 0.28 5.63
21 60 0.33 7.50
22 70 0.39 9.38
23 80 0.44 11.25
24 90 0.50 13.13
25 100 0.56 15.00
26 110 0.61 16.88
27 120 0.67 18.75
28 130 0.72 20.63
29 140 0.78 22.50
30 150 0.83 24.38
31 160 0.89 26.25
32 170 0.94 28.13
33 180 1.00 30.00
TABLE 1
The processor is coupled to the repository. The processor is further configured to communicate with the converter to receive the first sensed value. The processor is configured to encode the first sensed signal into an encoded steering angle value based on the predetermined maximum steering angle of the vehicle. If maximum steering wheel angle value is Y, the processor ensures encoding of the motorized platform angle which has values from -Y (left) to +Y (right), considering 0 as centre. These have the same N elements that are equally divided into partitions from -Y to +Y. As there is a need to link these values with steering angle values, similar normalization methods can be used.
Encoding the steering angle value makes system (100) vehicle agnostic in terms of steering angle-to-wheel angle geometry and vehicle dynamics effects at various speeds resulting due to suspension kinematics and compliance and cornering forces. To elaborate further, every vehicle variant has a particular steering mechanism that translates steering movement into wheel turns. If the steering angle value is considered differently for each variant configuration, the installation costs of the system (100) will vary as per the variant, and the inventory of the system (100) with respect to each variant of the steering mechanism. The vehicle agnostic nature of the calibration unit (125) can therefore, help avoid additional manufacturing and installation costs and inventory while allowing retrofitting of the same configuration of the system (100) for any vehicle model and variant. The calibration unit (125) further ensures the adaptation of intended direction of movement of vehicle by adapting with the steering wheel (05) behaviour.
The processor has a crawler and extractor unit configured to receive the encoded steering angle value, and further configured to crawl through the stored table and extract the motorized platform angle value corresponding to the encoded steering angle value. The processor is further configured to generate a control signal based on the extracted motorized platform angle value.
In another embodiment, the processor is configured to identify the dead zone of the steering wheel from the first sensed values, and is further configured to restrict the movement of the platform (110) within the dead zone (A) when the steering wheel is slightly displaced, thereby preventing unnecessary movement of the second sensor.
In another embodiment, the platform (110) includes a servo-loop motor (130) configured to angularly displace the platform (110) to align the principal axis of the second sensors (115) with the principal axis of the vehicle. The servo motor (130) has a closed-loop position controller with an in-build feedback mechanism for knowing the position of the motor (130) at all times, so that the mechanisms can always keep the platform (110) steady at provided angle even if an external force resists or opposes the motor (130)'s movement.
The servo motor (130) includes a pulse width modulation (PWM) controller configured to communicate with the calibration unit (125) to receive the control signal, and continuously drive the motor (130) until the platform (110) is displaced to the extracted motorized platform angle value. More specifically, the PWM controller varies the width of the pulse applied to the motor (130) for a fixed amount of time. The PWM controller is configured to keep driving the motor (130) until it reaches its target position. Using the extracted platform (110) values, the motor (130) is instantly angularly displaced on a fixed movement, while locking the platform (110)’s positions against the holding torque. The instant time response of the motor (130) is necessary to move the motorized platform (110) in the intended direction of the vehicle’s turning. Considering the adaptive radar mechanism, a resolution of 0.5° provided by servo loop motor (130) is sufficient. A maximum angle in the right direction or in the left direction is restricted considering possible wheel rotation angle, which is a part of the calibration process. The maximum wheel angle specifications are defined by Automotive Industry Standards.
Thus, the calibration unit (125) and platform (110) along with the motor (130) ensure instant motion and lock against stiffness force which makes it possible for the second sensor to adapt to the field of view according to the vehicle’s turning or wheel angle mitigating the blind spots at sharp/hairpin/U-turn road curvatures that are usually present when the field of view of the second sensor is not in-line with the vehicle’s turning/wheel angle, and eliminate false positives which are not in the direction of movement of vehicle and hence in the path of collision. Thus the entire field of view can be captured by the second sensors (115) irrespective of the vehicle turning.
In one embodiment, the system (100) includes a control unit (140) comprising a memory (not shown in figures) and an analyser (not shown in figures). The memory is configured to store therewithin a predetermined safety threshold value corresponding with the distance at which imminent collision can take place. The analyser is configured to receive the second sensed signal. The analyser is further configured to – a) determine the proximity and direction of the approaching object, b) compare the value of proximity of the detected object with the predetermined safety threshold value, and c) generate an actuating signal if the determined value of proximity falls within the predetermined safety threshold value. The actuator is configured to receive the actuating signal and facilitate braking.
The system (100) thus ensures safety of the vehicle and its occupants.
Further, the system (100) improves Autonomous Emergency Braking (AEB) by integrating advanced sensors and real-time data processing to provide a clearer understanding of the driving environment to create a detailed, real-time map of the surroundings. This allows AEB to respond more accurately to potential threats, such as vehicles, pedestrians, and obstacles. Through the path prediction, the system (100) can anticipate collisions and adjust braking responses dynamically based on the type of hazard, the speed of approaching objects, and the complexity of the environment.
Additionally, in complex driving conditions, such as city streets or inclement weather, the collision avoidance system ensures that AEB is adaptable. For instance, in high-traffic or pedestrian-heavy areas, the system engages softer braking, while it applies stronger force in high-speed scenarios. Sensor fusion and predictive analysis, allows AEB to function more effectively, enhancing vehicle safety and preventing collisions even in challenging or unpredictable conditions.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described hereinabove has several technical advantages including, but not limited to, the realization of a collision avoidance system for a vehicle which:
• can be retrofitted in vehicles;
• can adapt to the direction in which the vehicle is intended to turn so as to detect obstacles that are blind spots at sharp/hairpin/U-turn road curvatures and eliminate false positives which are not in the direction of movement of vehicle and hence in the path of collision;
• ensures safety of the vehicle and its occupants;
• ensures better autonomous emergency braking (AEB) control; and
• can present a better understanding of complex driving environments.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Any discussion of materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. A collision avoidance system (100) for a vehicle having a steering wheel (05) and a braking system, said system (100) comprising:
• a set of first sensors (105) mounted on the steering wheel (05) of the vehicle, said first sensors (105) configured to sense the direction and angle of the steering system (100) to generate at least one first sensed signal;
• a platform (110) provided on an operative front end of the vehicle, in communication with said first sensors (105) to receive said first sensed signal, said platform (110) configured to be angularly displaced in both left and right directions, based on said first sensed signal, to adapt to the intended direction of vehicular steering;
• a set of second sensors (115) mounted on said platform (110), said second sensors (115) configured to detect the movement of an object approaching the vehicle to generate at least one second sensed signal; and
• an actuator (120) configured to activate the braking system, based on said second sensed signal, when an imminent collision is detected to avoid collision of the vehicle with the object.
2. The system (100) as claimed in claim 1, wherein said first sensors (105) is selected from the group consisting of steering angle sensors, torque sensors, and yaw rate sensors.
3. The system (100) as claimed in claim 1, wherein said second sensors (115) is selected from the group consisting of radar sensors, proximity sensors, position sensors, motion sensors or a combination thereof.
4. The system (100) as claimed in claim 3, wherein said second sensors (115) is preferably bi-directional adaptive radar sensors.
5. The system (100) as claimed in claim 1, wherein angular displacement of said platform (110) causes angular displacement of said second sensors (115) therealong, thereby allowing said second sensors (115) to adapt to the field of view in conformance with the vehicle’s turning.
6. The system (100) as claimed in claim 1, which includes a calibration unit (125) comprising:
• a repository configured to store therewithin a predetermined maximum steering angle value of the vehicle, wherein the maximum steering angle value defines a limit of rotation for the vehicle’s wheels, and a table including a plurality of encoded steering wheel angle values and a plurality of corresponding motorized platform angle values; and
• a processor coupled to said repository, said processor further configured to communicate with said converter to receive said first sensed value, said processor configured to encode said first sensed signal into an encoded steering angle value based on said predetermined maximum steering angle of the vehicle, said processor having a crawler and extractor unit configured to receive said encoded steering angle value, and further configured to crawl through the stored table and extract the motorized platform angle value corresponding to said encoded steering angle value, said processor further configured to generate a control signal based on said extracted motorized platform angle value.
7. The system (100) as claimed in claim 6, wherein said processor is configured to identify the dead zone (A) of the steering wheel from said first sensed values, and restrict the movement of said platform (110) within the dead zone (A) when the steering wheel is slightly displaced, thereby preventing unnecessary movement of said second sensor.
8. The system (100) as claimed in claim 6, wherein said platform (110) includes a servo-loop motor (130) configured to angularly displace said platform (110) to align the principal axis of the second sensors (115) with the principal axis of the vehicle, said servo motor (130) having a pulse width modulation (PWM) controller configured to communicate with the calibration unit (125) to receive said control signal and continuously drive the motor (130) until said platform (110) is displaced to said extracted motorized platform angle value.
9. The system (100) as claimed in claim 1, which includes a control unit (140) having a memory configured to store therewithin a predetermined safety threshold value corresponding with the distance at which imminent collision can take place.
10. The system (100) as claimed in claim 9, wherein said control unit (140) includes an analyser configured to receive said second sensed signal, said analyser further configured to:
o determine the proximity and direction of the approaching object;
o compare the value of proximity of the detected object with said predetermined safety threshold value;
o generate an actuating signal if said determined value of proximity falls within the predetermined safety threshold value,
wherein said actuator (120) is configured to receive said actuating signal and facilitate braking.

Dated this 27th Day of November, 2024

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
OF R. K. DEWAN & CO.
AUTHORIZED AGENT OF APPLICANT