,
`United States Patent (19
`Davidian
`
`. [54] ANTI-COLLISION SYSTEM FOR VEHICLES
`.
`.
`[76]
`Inventor:
`rome Seay 16 Mania Shochat,
`sei
`[21] Appl. No.: 70,817
`[22] Filed:
`Jun. 3, 1993
`[30]
`Foreign Application Priority Data
`Jun. 4, 1992 [TL]
`Ustad casscssssssseeseesne
`aaeee"364,.461;;GO6E18/os
`[si ue
`‘
`i ial349,7455, 340/436, 180/169
`[52]
`[58] Field of Search
`364.7/460, 461, 424.01
`agBea toee oe me
`"073/440: 180/167-169:73/317 A.
`,
`,
`References Cited
`U.S. PATENT DOCUMENTS
`.
`3,737,902 6/1973 O’Hagan etal.
`
`3,918,176 11/1975 AesesateyIl etal........ 424/258
`.. 364/461
`4,621,705 11/1986 Etoh..
`sibateete
`4,638,289
`1/1987 Zottnik-sonstesanseteres
`73/317 A
`
`wwe 342/41
`
`. 102097
`
`[56]
`
`TT
`US005357438A
`[11] Patent Number:
`5,357,438
`[45] Date of Patent:
`Oct. 18, 1994
`
`- 436/236
`ees
`4,770,636 9/1988 Buschke..
`..364/426.04
`5,014,200
`5/1991 Chundrlik etal..
`5,166,881 11/1992 AkAaSU ...cccssssesssercesseeeesnene 364/461
`Primary Examiner—Gary Chin
`Attorney, Agent, or Firm—Benjamin J. Barish
`[57]
`ABSTRACT
`An anti-collision system for vehicles includes a speed
`sensor for sensing the speed of the vehicle, a space
`object, acomputerforcomputingadanger-of-collision
`sensor for measuring the distance ofthe vehicle from an
`distance to the object, an alarm actuated by the com-
`puter when the sensed distance of the object is equal to
`or less than the danger-of-collision distance compared
`by the computer, and a brake light actuated upon the
`2ctuationofsaid alarm. The system also includes a con-
`trol panel having parameter presetting meansforpreset-
`ting preselected parameters concerning the vehicle, the
`vehicle driver, and the environment, whichare utilized
`by the computer for computing the danger-of-collision
`%
`
`distance to the object.
`;
`20 Claims, 30 Drawing Sheets
`
`-
`
`
`| VEHICLE SPEED SENSOR he
`MODULE OF:
`
`DISTANCE DISPLAY Be
`SHITCHESSENSORS
`PEACTION TIME SHITON
`
`
`ee-{_seepise.ay}x-COLLISION DISTANCE ShiTOHISENSOR x QUTPUT DATA MODULE ens kn
`
`
`
`
`
`{HEYDISPLAYS}
`
`.
`0:
`VEHICLE LOAD SWITCHISENSER),,
`HOURS & DAYS
`BRAKING REMINDER
`(AUDIOVISUAL ALARM)
`
`VISIBILITY OONDITIONS SySTENS acTuaToRs|96aaet
`
`
`sy
`——,
`Searaamarinn
`\
`I
`hy
`
`DAYLIGHTIDARK Sw. /SENSOR AUTOMATIC OBERATION||PERMLIGHT ACTUATOR DISPLAY) 54
`
`TRAILER SaITCHISENSOR
`fy
`3
`AR
`
`ae ee
`
`
`
`
`
`%
`
`
`MODULE AD
`
`VEHIOLE AUTONATIO
`
`BLACK BOX ALARM
`
`
`DATA MODULE
`
`(OPTIONAL)
`
`hFAINT VEHICLE SPACE SeNGoR}8
`
`00
`
`REAR VEHICLE SPACE SENSOR
`
`MLO
`
`
`
`
`
`CALCULATION
`
`% SAFETY DISTANCE
`
`
`
`:
`
`
`
`=
`
`RS
`
`DRIVING ABILITY TEST
`
`CONSTANT DISTANCE SWITCHES -
`
`
`
`TEST MODULE
`(OPTIONAL }
`
`START-UP ENABLE
`
`
`
`1
`
`UNIFIED 1014
`
`1
`
`UNIFIED 1014
`
`

`

`Sheet 1 of 30
`
`5,357,438
`
`U.S. Patent
`
`Oct. 18, 1994
`
`
`
`2
`
`

`

`U.S. Patent
`
`Oct.
`
`18
`
`, 1994
`
`Sheet 2 of 30
`
`5
`
`3
`
`357,438
`
`O8fgeeVee
`
`
`
`JONVISIGLNOYS
`
`vv
`
`JGOWWayTV
`
`[aisNofa*103
`
`acyvey
`
`OG
`
`cv
`
`sweTin]Luv
`JefgelVet
`JO£fgOfVOL7ATonor[O32
`
`LHOTTAY
`
`JdALQVOY
`
`NOTLIGNOD
`NOTLIGNOS
`‘IVYL/G¥O1a¥o
`
`SWILNOTLOV3Y
`
`ALTVIGISIA
`ONIGOINS
`
`82
`
`v
`
`3
`
`

`

`U.S. Patent
`
`Oct.
`
`18
`
`, 1994
`
`Sheet 3 of 30
`
`5
`
`397,438
`
`JINVISICYv3u
`
`JONVLSIO
`LNOY4
`
`SAWIL
`
`gaads
`
`88:88
`8:868
`
`9V
`
`:VS9G
`
`eG
`
`OS
`
`
`
`
`
`*94u-SWILNOILOVIY
`
`
`
`
`
`Tind-QV¥O1AINIIHSA
`
`[ft1373s|
`
`SNLVLS
`
`dVa9FSYaAsy
`NYnLsaY
`
`
`
`
`
`SdA-“GNODSNIGOIMS
`
`
`
`
`
`TTV3M-“ONOALITIGISIA
`
`
`
`
`
`3LAIYONO3-AdAlQVOU
`
`
`
`“1ST“LSNO3-300WWY1V
`
`
`
`
`
`“14O0T-3INVISIG*LSNOD
`
`4
`
`
`
`
`
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 4 of 30
`
`5,357,438
`
`
`MAIN MENU
`
`
`STATUS DISPLAY
`
`PARAMETERS INPUT
`
`
`ALARM MODE SELECTION
`
`BLACK BOX ALARM DATA
`
`Q
`
`BLACK BOX ALARM DATA
`DRIVE NOvotesutmemmeeee 3
`DRIVING DURATION HP)... 25
`FRONT ALARMS TO DRIVING RATIO.53
`
`8
`
`FIG. 4
`
`
`
`ALARM TIME|SPEED|DISTANCE
`
`19:23:56
`
`
`19:23:57
`CONSTANT
`DISTANCE|[68
`
`19:23:58
`
`REAR ALARMS TO DRIVING RATIO.......0.0
`290
`
`
`00
`MECHANICAL SYSTEMS OPERATED ? N
`RETURN
`50
`
`
`ALARM MODE SELECTION
`100
`
`COLLISION DANGER
`50
`
`CONSTANT DISTANCE...ecssesesessnse
`OTHER
`
`
`RETURN
`RETURN
`
`
`
`
`
`
`PARAMETERS INPUT
`REACTION TIME... 7A
`
`
` REACTION TIME
`
`
`
`
`VEHICLE LOAD
`
`ee
`SKIDDING CONDITIONS
`
`
`
`
`VISIBILITY CONDITIONS
`
`
`
`ROAD TYPE
`VERY LONG
`
`
`
`
`OTHER
`RETURN
` RETURN
`
`a
`
`5
`
`

`

`U.S. Patent
`
`Sheet 5 of 30
`
`Oct. 18, 1994
`
`5,357,438
`
`6
`
`

`

` Oct. 18, 1994
`
`CALCULATION
`
`MODULE OF:
`
`% SAFETY DISTANCE
`* COLLISION DISTANCE
`* DANGEROUS
`
`HOURS & DAYS
`
`
`
`
`
`
`
`U.S. Patent
`
`Sheet 6 of 30
`
`5,357,438
`
`|FRONT VEHICLE SPACE SENSI 8
`90 4 REAR VEHICLE SPACE SENSOR |\L0
`VEHICLE SPEED SENSOR
`Ny
`REACTION TIME SWITCH
`P9
`
`SKIDDING DANGER
`24
`SwLTOHISENSOR
`VEHICLE LOAD SWITCH/SENSOR 49
`ROAD TYPE SWITCH
`i
`VISIBILITY CONDITIONS SW. he
`
`DAYLIGHT(DARK SW. SENSOR |\tA
`
`TRAILER SWITCH/SENSOR
`REVERSE GEAR SENSOR
`
`“0
`\,
`
`DRIVING ABILITY TEST
`
`60
`
`FIG. 6A
`
`—[meta DISTANCE SWITCHES"
`
`7
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 7 of 30
`
`5,357,438
`
`FIG. 68
`
`
`
`
`QUTPUT DATA MODULE
`
`
`
`DECELERATION ALARM
`
`
`
`
`
`foam2
`OWTCHES‘SENSORS Q21|SENSORS
`
`saeHSS
`
`
`
`SreeDISPLAYJ
`
`
`QUTPUT
`
`ETT)
`DISPLAY
`
`BRAKING REMINDER
`460
`
`
`(AUDIOVISUAL ALARM}
`By
`
`ANDa
`J
`\EMICLE AUTOMATIC
`DULE
`
`
`
`(OPTIONAL) VEHICLE
`SYSTEMS ACTUATORS
`(96
`
`“IBS
`RALIGHTACTUATOR DISPLAY
`
`AUTOMATIC. OPERATION
`UATOR
`DISPLAY!
`64
`
`
` CONTROL MODULE BRAKE LIGHT ACTUATORaMray
`
`
` BLACK BOX ALARM
`
`
`
`
`
`
`
`DATA MODULE
`(OPTIONAL }
`
`(OPTIONAL)
`
`TEST MODULE
`
`8
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 8 of 30
`
`5,357,438
`
`
`
` 106
`
`9
`
`

`

`Oct. 18, 1994
`
`IG.
`
`8 F
`
`10
`
`U.S. Patent
`
`Sheet 9 of 30
`
`5,357,438
`
`10
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 10 of 30
`
`
`
`)
`
`5,357,438
`
`CALCULATE AI=f(L,AS, V,SO)
`
`
`
`
`140 yrs
`SET AUDIO-VISUAL ALARMS OR |>
`ACTUATORS (OPTIONAL)
`
`
`
`11
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 11 of 30
`
`5,357,438
`
`
`
`
`READ RF,BE,ST,SF,DDHF
`RRT,RRF,RBD,RCL,RBF,RST,RSF
`
`NO
`
`
`2
`
`YES
`58|SF = SFX¥DDHF
`RSF = RSFXDDHF
`
`
`
`
`
`
`
`
`
`
`160
`
`
`
`
`
`
`READ RT, VC,DL,AS,BD(AS),RP,SK,CL,RY,V
`
`FIG. 10A
`
`12
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 12 of 30
`
`5,357,438
`
`FIG-1i0B
`
`(B)
`
`SD=[(RTAVC#DL*RF#V)+(BD*RPHSKXCLHBE)]ASTHSF
`
`RCD=RSD/RCSF
`
`CD=SD/CSF
`
`RSD={[(RRT#VC*DL*RRF#(V-AS)HRBD*RPXSE*XRCL*RBE)ERSTERSF
`
`104
`
`TO DECELERATION AND BRAKINGALARM MODULE(13)
`
`13
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 13 of 30
`
`5,357,438
`
`ICD=0,F0,ALSF=0,ALSR=0,ALCF=0,ALCR=0
`
`READ CDM
`
`READ MD
`
`
`
`
`
`
`
`
`ae ,
`
`SET AUDIOVISUAL ALARM
`
`
`
`
`
`ALARM MODE="CONSTANT DISTANCE"?
`
`No [
`
`READ MD,SD
`
`202
`
`(C)
`
`208
`
`FIG. 414
`
`Y
`
`(:)
`
`14
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 14 of 30
`
`5,357,438
`
`FIG. 11B
` MD<SD OR MD=SD
`
`YES
`
`ALSF=ALSF+1
`
`*\
`210
`
`
`
`
`READ &SAVE TIMES,DISTANCES,SPEEDS [\
`FOR X TRIPS
`ott
`
`ACTUATE BRAKELIGHT & DISPLAY.
`SET AUDIOVISUAL ALARM
`
`*\
`ort
`
`\ O
`
`40
`
`READ RMD,RSD.SD
`
`NO
`
`<<Av>~
`| YES
`=
`
`213
`
`i
`
`y© 1
`
`5
`
`15
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 15 of 30
`
`5,357,438
`
`FIG. 11C
`6)
`
`o= RMD<RSD OR RMD=RSD
`
`
`| YES
`oe
`
`NO
`
`ALSR=ALSR+1
`
`216
`
`2i/
`
`2l/
`
`233
`
`NDQD on
`
`READ &SAVE TIMES, DISTANCES,SPEEDS
`FOR X TRIPS
`
`ACTUATE BRAKELIGHT & DISPLAY.
`SET AUDIOVISUAL ALARM
`
`|
`
` ©)
`
`READ RMD,RCD,CD
`
`NO
`
`|
`
`YES
`
`“
`
`RCD=CD
`
`()—
`
`16
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 16 of 30
`
`5,357,438
`
`236
`
`No
`
`
`
`
`FIG. UD
`a
`nan OR RMD=RCD
`
`
`READ_ 038
`cS 39
`VES—7
`
`
`17
`
`

`

`US. Patent
`
`Oct. 18, 1994
`
`Sheet 17 of 30
`
`5,357,438
`
`
`(*) FIG. 11E
` 243
`
`READ &SAVE TIMES, DISTANCES. SPEEDS
`FOR X TRIPS
`
`
`
`244
`
`ACTUATE BRAKELIGHT & DISPLAY.
`SET AUDIOVISUAL ALARM
`
`
`
`18
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 18 of 30
`
`5,357,438
`
`(3)
`
`FIG. 11F
`
`ALSF NOT EQUAL TO 0 LG
`
`
`
`218
`
`YES
`
`
`[Redwco Pi
`
`
`
`19
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 19 of 30
`
`5,357,438
`
`APACALSF1.__<"HiD<SD OR MD=SD
`
`
`
`YES
`
`229
`
`()
`FIG. 116
`
` 224
`READ MD,SD
`
`
`+ 2
`
`28
`
`|
`READ &SAVE TIMES,DISTANCESSPEEDS |)
`FOR X TRIPS
`229
`
`ACTUATE BRAKELIGHT & DISPLAY.
`SET AUDIOVISUAL ALARM
`
`|
`229
`
`o™
`
`YES
`
`230
`
`
`
`
`
`20
`
`20
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 20 of 30
`
`5,357,438
`
`FIG. 11H
`
`)
`ats
`ALCF r |
`
`|
`
`@
`
`i
`
`99
`
`READ 8SAVE TIMES,DISTANCES,SPEEDS|\
`FOR X TRIPS
`223
`|
`
`ACTUATE BRAKELIGHT & DISPLAY.
`SET AUDIOVISUAL ALARM
`
`OR (OPTIONAL) ACTUATE
`
`AUTOMATIC MECHANICAL SYSTEMS
`
`21
`
`21
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 21 of 30
`
`5,357,438
`
`Gury
`AW
`
`READ "REACTION TIME”SWITCH POSITION ,RT| 30)
`
`5s
`
`302
`
`READ ‘CAR LOAD/TRAILER"SWITCHPOSITION
`
`OR “CAR LOAD" SENSOR AND "TRAILER"
`SENSOR OUTPUT, CL
`
` READ 'SKIDDING DANGER" SW. POSITION
`
`304
`
`OR SENSOR OUTPUT, SK
`
`READ "VISIBILITY CONDITION"SW. POSITION,¥C| 0
`
`READ "ROAD TYPE"SW. POSITION, RP.|>.
`
`
`
`22
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 22 of 30
`
`5,357,438
`
`FIG.12B
`
`
`
`
`
`READ ‘ALARM MODE"SW. POSITION, AM|322
`
`READ “CONSTANT DISTANCE” SW. POSITION, CDM\
`
`314
`
`READ "REVERSE GEAR"SENSOR OUTPUT, RY|346
`|
`READ/CALCULATE CAR SPEED SENSOR OUTPUT, ¥ 38
`
`READ FRONT CAR SPACE SENSOR OUTPUT, MD
`READ REAR CAR SPACE SENSOR OUTPUT, RMD| 320
`
`READ CLOCK TIME, T|
`
`322
`
`
`
`
`
`
`
`23
`
`23
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 23 of 30
`
`5,357,438
`
`
`
`
`READ DRIVING DURATION
`so
`
`DD (IN WHICH v+o)
`OF DRIVE NO. X
`
`
`
`
`READ ALFA,ALRA,ALSF,
`ALSR OF DRIVE NO.X
`
` TFA=ALFA+ALSF
`
`
`
`
`
`
`DISPLAY TOTAL FRONT
`
`ALARMS QUANTITY TO
`
`DRIVING DURATION RATIO] 356
`
`OF DRIVE NO.X
`
`FADR=TFA/DD
`
`
`TRA=ALRA+ALSR
`
`Soe
`
`354
`
`24
`
`24
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 24 of 30
`
`5,357,438
`
`®v
`
`DISPLAY TOTAL REAR
`ALARMS QUANTITY TO
`
`DRIVING DURATION
`RATIO OF DRIVE NO.X
`
`IN WHICH ALARMS WERE
`
`
`
`
`
`358
`
`
`
`RADR=TRA/DD
`
`
`
`DISPLAY ALARMS DATA
`OFDRIVE NO. X:TIMES,
`
`
`
`
`
`DISTANCES & SPEEDS
`360
`
`
`
`
`
`SET AND/OR BRAKE
`LIGHT ACTUATED
`
`STEERING ETC. )
`
`DISPLAY MECHANICAL
`
`SYSTEMS AUTOMATIC
`
`OPERATION DATA OF
`
`362
`
`DRIVE NO.
`
`xX:
`
`ACTUATION TIME AND
`
`DISTANCE , ACTUATED
`SYSTEMS (BRAKES,
`
`FIG.13B
`
`25
`
`25
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 25 of 30
`
`5,357,438
`
`
`
`CHOOSE RANDOMALLY 6 NUMBERS FROM 4 TO 9
`
`CHOOSE RANDOMALLY 6 DIRECTIONS OF ARROWS
`
`CHOOSE RANDOMALLY “FIRST/LAST*
`
`HORIZONTAL/VERTICAL
`
`372 |
`
`READ ANDDISPLAY NUMBERS AND ARROWS
`AND THE *FIRSTILAST" LETTER
`
`313
`
`(€)
`
`“START'=0 |’ 374
`
`
`
`“START/STOP”
`
`
`BUTTON PUSHED
` 319
`
`"START" = 1}
`
`
`[ 395
`
`
`
`WAIT
`PREDETERMIND] 394
`
`PERIOD
`
`26
`
`26
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 26 of 30
`
`5,357,438
`
`FIG. 148
`
`)
`
`READ TIME T
`
`|
`
`376
`
`377
`
`l=|+1
`
`
`
`
`
`“START / STOP"
`
`BUTTON PUSHED
`(START = 1)
`
`319
`
`27
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 27 of 30
`
`5,357,438
`
`Vv
`
`FIG. 14¢
`
`READ TIME T|sq,
`
`2
`
`381
`
`AL
`
`C
`
`
`
`NO
`
`
`
`
`THE BUTTONS WERE
`PUSHED IN THE RIGHT ORDER
`AND AS MANY TIMES
`
`
`
`
`
`
`382
`
`a
`
`bee
`
`
`
`SET START-UP ENABLE DISPLAY “OK"
`
`
`
`386
`
`28
`
`28
`
`

`

`U.S. Patent
`
`Oct. 18, 1994
`
`Sheet 28 of 30
`
`5,357,438
`
`r YES
`PERIOD
`LIMITATION IS OVER
`2
`
`FIG. 14D
`
`NO
`
`:
`
` 393
`
`opREADTIME
`
`READ TIME
`
`e
`
`301
`
`SET START-UP ENABLE
`DISPLAY "FAIL"
`
`DONT ENABLE START-UP
`390|FOR A PREDETERMIND PERIOD
`
`YES
`
`(E)
`
`YES |
`
`389
`
`RESET
`BUTTON PUSHED
`
`
`
`
`388
`
`29
`
`29
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`Oct. 18, 1994
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`Sheet 29 of 30
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`357,438
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`US.
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`Patent
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`Oct. 18, 1994
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`Sheet 30 of 30
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`5,357
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`438
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`US.
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`Patent
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`ANTI-COLLISION SYSTEM FOR VEHICLES
`
`FIELD AND BACKGROUND OF THE
`INVENTION
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`Thepresent invention relates to an anti-collision sys-
`tem for vehicles. The invention is especially useful for
`passenger cars, taxis, trucks and buses, and is therefore
`described below particularly with respect to such vehi-
`cles, but the invention, or some aspects ofthe invention,
`could also advantageously be used for other types of
`vehicles, e.g., trains and aircraft.
`Oneof the most frequent causes of vehicle accidents
`is the failure of a vehicle to maintain an assured safe
`distance behind another vehicle to prevent a rear end
`collision should the front vehicle suddenly stop. The
`assured safe distance required to prevent such a rear-
`end collision dependson the reaction time of the vehicle
`driver before the brake pedal is actually depressed, and
`the braking distance traversed by the vehicle before it
`comes to a complete stop after the braking pedal has
`been depressed. Both of these factors vary according to
`the surrounding circumstances at the time of driving.
`In order to prevent collisions, many parameters,
`which are constantly changing during the year or even
`during a trip, may affect the stopping distance of the
`vehicle and therefore should be taken into account.
`These parameters include: the condition of the driver,
`such as the driver’s reaction time; the condition of the
`vehicle, such as the vehicle load, the tires pressure; and
`environmental conditions, such as road type,visibility,
`skidding condition.
`It is very important that the computer determines the
`danger-of-collision distance according to the specific
`conditions existing at the time the vehicle is being oper-
`ated. Thus, if the determined danger-of-collision dis-
`tance is too high for the specific operating conditions,
`there will be a high rate of “false alarms”; this will
`reduce the credibility of the system to the driver, which
`can result in a true collision condition being ignored. On 40
`the other hand, if the determined danger-of-collision
`distance is too low for the specific operating conditions,
`this could result in failure to actuate the alarm in time
`when there was truly a collision condition.
`Manyanti-collision systems have been proposed, but
`insofar as I am aware, none has yet gained any wide-
`spread use, probably because the proposed systems
`have not taken into consideration the variable nature of
`the many parameters whichinfluence the reaction time
`and/or the braking distance involved at any particular
`time for determining the assured safe distance required
`to be maintained.
`An object of the present invention is to provide an
`anti-collision system which is more closely responsive
`to the actual driving conditions for actuating an alarm.
`BRIEF SUMMARY OF THE INVENTION
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`According to the present invention, there is provided
`an anti-collision system for vehicles, comprising: means
`for determining the speed of the vehicle; means for
`measuring the distance of the vehicle from an object; a
`computer for receiving a numberof parameters, includ-
`ing the speed of the vehicle, and for computing from the
`parameters a danger-of-collision distance to the object;
`and a Collision alarm actuated by the computer when
`the measured distance of the object is equal to or less
`than the danger-of-collision distance computed by the
`computer; characterized in that the system also includes
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`a control panel having parameter presetting means for
`presetting preselected parameters which are utilized by
`the computer for computing the danger-of-collision
`distance to the object.
`According to further features in the preferred em-
`bodiment of the invention described below, the system
`also includes a Safety alarm actuated by the computer,
`before actuating the Collision alarm, when the mea-
`sured distance is equal to orless than the danger-of-col-
`lision distance multiplied by a predetermined safety
`factor.
`According to further features in the described pre-
`ferred embodiment, below, the contro] panel also in-
`cludes distance presetting means for presetting a se-
`lected fixed distance from an object, the computer being
`effective to actuate the Collision alarm also when the
`sensed distance to the object is equal to orless than the
`fixed distance.
`According to still further features in the described
`preferred embodiment, the preselected parameters in-
`clude: at least one vehicle parameter concerning a pre-
`selected condition of the vehicle; at least one driver
`parameter concerning a preselected condition of the
`vehicle driver; and at least one environmental parame-
`ter concerning a preselected condition of the environ-
`ment. In the described preferred embodiment, the pre-
`setting is effected by a plurality of depressible keys on
`the control panel.
`The system described below also includes a plurality
`of condition sensors for sensing any oneofa plurality of
`selected conditions, and for automatically feeding to the
`computer information with respect to the sensed condi-
`tions, which information is also utilized by the com-
`puter for computing the danger-of-collision distance to
`the object. One of the described condition sensors in-
`cludes a condition-of-driver sensor comprising a plural-
`ity of depressible keys, means for displaying a random
`sequence in which the latter keys are to be depressed,
`and means for comparing the actual sequence in which
`the keys are depressed with the displayed random se-
`quence to provide a condition-of-driver parameter,
`which parameter is also utilized by the computer for
`enablingor disabling vehicle operation and/or for com-
`puting the danger-of-collision distance to the object.
`According to another feature in the described pre-
`ferred embodiment, the system further includes a sealed
`recording device which records all incidents in which
`the computer actuates the alarms.
`As will be described more particularly below, an
`anti-collision system constructed in accordance with
`someorall of the foregoing features enables the system
`to be more closely responsive to the actual conditions at
`the time of driving the vehicle, including the condition
`of the vehicle, the driver, and the environment, in deter-
`mining the danger-of-collision distance to avoid a rear-
`end collision. Such a system is useful not only for pas-
`senger vehicles, but also for other types of vehicles,
`such as trucks and buses. The condition-of-driver sensor
`referred to above, and also the sealed recording device,
`are particularly useful in buses, trucks, trains and air-
`craft, to test the condition of the driver, to assure that
`the driver is in proper condition for driving the vehicle,
`and/or to maintain a record which can be later checked
`as to all incidents in which an alarm was actuated by the
`computer.
`According to a further feature, the system includes an
`actuator for actuating a mechanical system of the vehi-
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`and computing the relative speed between it and the
`other vehicle or object; presettable means for presetting
`various conditions of the vehicle, vehicle driver and/or
`environment; and sensors for automatically sensing
`other conditions. All of these are taken into consider-
`ation by the computer for determining the danger-of-
`collision distance. By thus taking into consideration all
`the foregoing parameters, which may vary widely
`under varying driving conditions, the system is more
`closely responsive to the actual conditions existing at
`the time the vehicle is operated, and therefore provides
`a more creditable alarm.
`In the system described below, there are two alarms:
`a Collision alarm, which is actuated when the vehicle is
`determined to be within the danger-of-collision dis-
`tance; and a Safety alarm, which is actuated before the
`Collision alarm,at a distance greater than the danger-of-
`collision distance by a predetermined safety factor, e.g.,
`1.25, For example,if the danger-of-collision distanceis
`determined to be 100 feet for particular driving condi-
`tions, the Safety alarm will be actuated when the vehi-
`cle is within 125 feet, and if this distance continues to
`decrease, the Collision alarm will be actuated when the
`vehicle reaches 100 feet from the object. The Safety
`alarm alerts the driver and is preferably both an inter-
`rupted beep and a continuous visual indicator on the
`panel; whereas the Collision alarm is preferably a con-
`tinuous, higher-intensity beep and a flashing visual indi-
`cator on the control panel.
`The control panel also includes a distance presetting
`means for presetting a selected fixed distance from an
`object, so that when a constant distance alarm is made
`effective the driver can maintain a fixed distance behind
`another vehicle if he so desires. The computeris effec-
`tive to actuate one of the alarms, e.g., the Safety alarm,
`whenthe distance to the object is equal to or less than
`the fixed distance.
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`Automatic sensors
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`FIG. 1 diagrammatically illustrates, for purposes of
`example, a plurality of automatic sensors and other
`electrical devices included in a vehicle equipped with
`an anti-collision system constructed in accordance with
`the present invention.
`Thus, the vehicle, generally designated 2, is equipped
`with a microcomputer 4 having a control panel 6 in-
`stalled in the passenger compartmentofthe vehicle at a
`location conveniently accessible to the driver. FIGS. 2
`and 3, to be described below,illustrate two types of
`control panels that may be used for this purpose.
`Vehicle 2 further includes a front space sensor 8 for
`sensing the space in front of the vehicle, such as the
`presence of another vehicle, a corresponding rear space
`sensor 10, and a pair of side sensors 11. All the space
`sensors are in the form ofpulse (e.g., ultrasonic) trans-
`mitters and receivers, for determining the distance of
`the vehicle from an object, e.g., another vehicle, at front
`or rear. Space sensors may also be providedat the sides
`of the vehicle. Vehicle 2 is further equipped with a
`speed sensor 12 which maysense the speed of the vehi-
`cle in any known manner, for example using the speed
`measuring system of the vehicle itself, or a speed mea-
`suring system independentof the vehicle, e.g., an accel-
`eration sensor, or by calculations based on the Doppler
`effect, etc.
`The automatic sensors on vehicle 2 further include a
`daylight sensor 14, a rain sensor 16, a vehicle load sen-
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`3
`cle, e.g., the brakes of a train, or steering of an aircraft,
`at the time the collision alarm is actuated.
`Further features and advantages of the invention will
`be apparent from the description below.
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`Theinvention is herein described, by way of example
`only, with reference to the accompanying drawings,
`wherein:
`FIG.1 diagrammatically illustrates one form of vehi-
`cle equipped with an anti-collision system im accor-
`dance with the present invention;
`FIG.2 illustrates an example of the system control
`panel to be mounted in the driver’s compartment to
`enable presetting various parameters and also to display
`various information;
`FIG.3 illustrates another type of control panel that
`may be used in the anti-collision system;
`FIG. 4 illustrates examples of menu-type displays
`which maybe included in the control panel of FIG.3;
`FIG.5 illustrates a driving ability test device used as
`a condition-of-driver sensor for sensing the condition of
`the driver and/or for enabling or disabling operation of
`the vehicle;
`FIGS.6A and 6B illustrates the microcomputerin the
`anti-collision system of FIG. 1 and all the inputs into
`and the outputs therefrom;
`FIG.7 is a circuit diagram illustrating one form of
`electrical circuit which may be used;
`FIG.8 illustrates one example of a pattern of pulses
`that may be used by the vehicle in determining its dis-
`tance from an object;
`FIG.9 is a flow chart illustrating the overall opera-
`tion of the system;
`together, constitute flow charts
`FIGS. 10A-10B,
`illustrating the overall operation of the Calculation
`module in the microcomputer of FIGS. 6A and 6B;
`FIG. 11A4-11H,together, constitute flow charts illus-
`trating the operation of the deceleration alarm module
`in the microcomputer of FIGS. 6A and 6B;
`FIGS. 12A-12B,
`together, constitute flow charts
`illustrating the operation of the output data module in
`the microcomputer of FIGS. 6A and 6B;
`FIGS. 13A-13B,
`together, constitute flow charts
`illustrating the operation ofthe black box module in the
`microcomputer of FIGS, 6A and 7B;
`FIGS. 14A-14D,
`together, constitute flow charts
`illustrating the operation of the driving ability test mod-
`ule in the microcomputer of FIGS. 6A and 6B;
`FIG.15illustrates another control panel which may
`be used to include additional presettable parameters;
`and
`FIG.16 illustrates a control panel particularly useful
`with trains.
`DESCRIPTION OF PREFERRED
`EMBODIMENTS
`
`Overall System
`Theanti-collision system illustrated in FIGS. 1-14is
`particularly useful for motor vehicles (passengers cars,
`buses, trucks) in order to actuate an alarm when the
`vehicleis travelling at a distance behind another vehicle
`or in front of another, which is equal to orless than a
`danger-of-collision distance computed by a computer
`such that if the front vehicle stops suddenly there is a
`danger of a rear-end collision. For this purpose, the
`system includes means for continuously determining the
`speed of the vehicle; means for measuring the distance
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`sor 18,a trailer-hitch sensor 20, and a reverse-gear sen-
`sor 22.
`In addition to the foregoing sensors, the vehicle 2
`illustrated in FIG. 1 includes a brakelight 24 at the rear
`of the vehicle controlled bya brake light actuator 26. It
`also includesa start-up enable device 27 for starting the
`engine of the vehicle.
`The illustrated vehicle further includes a black box
`shown at 28. In this black box are reported every inci-
`dent in which an alarm condition was experienced by
`the vehicle, including pertinent parameters with respect
`to the incident, particularly time, speed of the vehicle,
`and the distance from the object when the alarm was
`triggered. This information may be periodically read
`out of the black box and is particularly useful with
`respect to taxicabs, trucks, buses, trains, vehicles trans-
`porting dangerous cargo(e.g., explosives), ambulances,
`fire department vehicles, etc.
`Further, the vehicle includes an automatic actuator
`29, e.g. for actuating the brakes in case ofa train, or the
`steering in case of an aircraft.
`Control! Panel
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`20
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`6
`indicates an asphalt road, key 38b a concrete road, and
`38c a dirt or gravel road.
`Keys 40 indicate the daylight condition while driv-
`ing. Thus,if it is daytime key 40a would be depressed,
`and if it is nighttime key 40b would be depressed.
`The control panel 6 includes two keys 42 to select the
`modeof operation of the system. Thus, key 42a selects
`the Collision Danger mode of operation, wherein the
`alarm would be actuated whenevera collision dangeris
`present as will be described below. However, at times
`the driver would like to know whether or not his vehi-
`cle is within a predetermined fixed distance behind
`another vehicle. In such case, the fixed distance would
`be selected by keys 44, and key 426 would be depressed
`to select the Constant Distance mode, whereupon the
`system would actuate an alarm whenever the sensed
`distance is equal to or less than the selected constant
`distance. In the example illustrated in FIG. 2, keys 44
`enable the selection of any one of three distances,
`namely 50, 100 and 150 meters, by keys 44a, 445 and
`44c, respectively. It will be appreciated, however, that
`other parameters and distances, and other means of
`selecting such parameters and distances, could be pro-
`vided in the control panel 4.
`Control panel 6 further includes a front distance dis-
`play 46, in which are displayed the distance to the front
`vehicle (in region 46a), in which direction (by arrow
`46b), and whether or not there is a collision danger
`(region 46c). A similar display, shownat 48 and having
`regions 48a, 485 and 48c, is provided with respect to the
`rear of the vehicle equipped with the system, whether a
`rear collision danger exists, and the status of the rear
`brake light.
`The actual speed of the vehicle is shown in the speed
`display 50. As indicated earlier, this speed may be taken
`from the conventional speed measuring system of the
`vehicle, or may be independently measured or calcu-
`lated using the front space sensor, e.g., by the Doppler
`effect. Control panel 6 further includes a real time clock
`having a time display 52.
`Control panel 6 further includes a speaker 54 for
`producing an audio alarm in the event of a collision
`danger, in addition to the visually-indicated alarms of
`sections 46c and 48c ofthe displays 46 and 48. A key 56
`on the control panel enables presetting the volume of
`the audible alarm.
`Control panel 4 further includes a driving ability test
`device, generally designated 60, which enables the
`alertness condition of the driver to be tested. This de-
`vice includes a line of depressible keys 61 and a display
`62 controlled by the microcomputer 4 for randomly
`displaying sequences in which keys 61 are-to be de-
`pressed. In the example illustrated in FIG.4, display 62
`indicates that keys 61 are to be depressed in a forward
`sequence(left to right) eight times, then depressed in the
`reverse sequence (right to left) another eight times, and
`then to be depressed in the forward sequencea further
`eight times. When the driving ability test is to be con-
`ducted, a Start/Stop key 63 is depressed whereupon a
`timer is started. When the driver completes the test, he
`again depresses key 63. The time is measured between
`the two depressions of key 63 thereby providing an
`indication of the time required by the driver to depress
`the keys according to the required sequences.
`This time is a measure of the “alertness” of the driver.
`It may thereby be used to provide a parameter of the
`driver condition and inputted into the microcomputer4.
`In the illustrated system, however, depressing the dis-
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`FIG. 2 illustrates one form of control panel 6 for
`presetting various parameters into the system, for dis-
`playing the status of the presettable parameters, and for
`providing the alarms. The parameters are preset by
`depressing selected keys in the control panel, each key
`being illuminated by a light source when it is depressed
`to indicate its depressed condition. Control panel 6
`illustrated in FIG.2 also includes a numberofdisplays,
`and also a driving ability testing device which will be
`described more particularly below.
`With respect to the presettable parameters, control
`panel 6 illustrated in FIG.2 includes a group of keys 30
`for presetting the Reaction Time of the driver. Thus,
`key 30a would be depressed to indicate a regular reac-
`tion time, key 305 would be depressed to indicate a long
`reaction time, and key 30c would be depressed to indi-
`cate a very long reaction time. The reaction time would
`be influenced primarily by the age of the driver, but
`could also be influenced by other factors, e.g., the alert-
`ness condition of the driver, etc.
`Control panel 6 includes another group ofpresettable
`keys 32 to indicate the load condition of the vehicle.
`Thus, depressing key 32a indicates a partial load, key
`32b indicates a full load, and key 32c indicates a trailer
`is hitched to the vehicle. The foregoing presettable
`parameters concerning the load condition ofthe vehicle
`may be used in the absence of the sensors 18 and 20 for
`automatically sensing the load of the vehicle and the
`hitching of a trailer, respectively, as described earlier
`with respect to FIG. 1.
`Control panel 6 includes two keys 34 indicating the
`condition of the road with respect to the danger of 55
`skidding thereon by the vehicle. Thus, key 34a would
`be depressed to indicate a slippery condition of the road
`and therefore a high danger of skidding, whereas key
`346 would be depressed to indicate an unslippery condi-
`tion of the road (e.g., dry) and therefore a low danger of 60
`skidding.
`Two keys 36 on the control panel 6 indicate the visi-
`bility condition of the road. Thus, key 36a would be
`depressed where the visibility condition is high,
`whereas key 36 would be depressed where it is low,
`e.g., because of fog, sandstorm, snow,etc.
`Three keys 38 indicate the type of road over which
`the vehicle is travelling. Thus, the depression of key 38a
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`tially depressed. The vertical display 83 also displays
`the random sequence, and a numberoftimes,the keys in
`eachofthe three horizontal rowsare to be depressed. A
`further display 84 indicates whether the sequencing of
`the vertical columns or the horizontal rows is to be
`effected first (F) or last (L).
`Thus, in the exampleillustrated in FIG.5, display 84
`indicates that the random display 82a is to be first exe-
`cuted, and then the random display 83 is to be executed.
`Random display 82 indicates that the first vertical col-
`umn of keys are to be depressed consecutively in two
`sequences starting from the bottom, the middle column
`of keys are to be depressed in one sequence, starting
`from the top; and the rightmost column of keys are to be
`depressed consecutively in three sequences starting
`from the bottom. Display 83 indicates that the first
`horizontal line of keys are to be depressed once from
`right to left, the second horizontal line of keys are to be
`depressed three times, from left to right, and the third
`horizontal line of keys are to be depressed twice, from
`right to left.
`The driving ability testing device 80 illustrated in
`FIG. 5 incl