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WO2014012587A1 - Procédé de configuration de rétroviseur - Google Patents

Procédé de configuration de rétroviseur Download PDF

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Publication number
WO2014012587A1
WO2014012587A1 PCT/EP2012/064102 EP2012064102W WO2014012587A1 WO 2014012587 A1 WO2014012587 A1 WO 2014012587A1 EP 2012064102 W EP2012064102 W EP 2012064102W WO 2014012587 A1 WO2014012587 A1 WO 2014012587A1
Authority
WO
WIPO (PCT)
Prior art keywords
driver
mirror
computer
eyellipses
angle adjustment
Prior art date
Application number
PCT/EP2012/064102
Other languages
English (en)
Inventor
Vincent BRZUSCZAK
Luc VERCAUTEREN
Original Assignee
Toyota Motor Europe Nv/Sa
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Europe Nv/Sa filed Critical Toyota Motor Europe Nv/Sa
Priority to PCT/EP2012/064102 priority Critical patent/WO2014012587A1/fr
Priority to CN201280075885.0A priority patent/CN104704496B/zh
Publication of WO2014012587A1 publication Critical patent/WO2014012587A1/fr

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Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design

Definitions

  • the disclosure relates to the field of vehicle rearview mirrors, and in particular to a computer-implemented method for configuring a rearview mirror to be mounted externally on a vehicle, as well as a method for producing such a rearview mirror, and a rearview mirror configured accordingly.
  • Rearview mirrors are a well-known and often legally compulsory accessory of vehicles, in particular road vehicles such as automobiles and trucks.
  • a vehicle may comprise, besides an internally mounted rearview mirror, one or two externally mounted rearview mirrors.
  • a rearview mirror in a vehicle is to allow a user to view the immediate surroundings behind the vehicle without taking the eyes from the vehicle's path ahead. Consequently, a driver may avoid a collision with another vehicle when turning or changing lanes.
  • the angle of the reflecting surface in such rearview mirrors is usually adjustable in order to provide an adequate field of view to drivers of different sizes.
  • SAE Recommended Practice J941 and the corresponding international standard ISO 4513 describes the so-called "eyellipses", statistical representations of driver eye locations for ergonomic purposes, including rearview mirror configuration.
  • Each eyellipse is formed by a tridimensional elliptical model representing tangent cut-off percentiles of driver eye locations, for instance for the eye locations of 95th percentiles of a given driver population.
  • Different eyellipses may be used to represent different driver populations, for example according to geographical region. Often, legal requirements and industry standards dictate the shape and size of a minimum field of view. But apart from this, different drivers may have different field of view preferences.
  • different drivers may have different preferences with regard to the horizon height as seen on the reflecting surface , that is, the vertical adjustment of the mirror, or with regard to the visibility of the vehicle body as seen on the mirror surface, that is, the horizontal adjustment of the mirror.
  • mirror adjustment mechanisms with large adjustment angles are usually incorporated in the rearview mirror.
  • Such mechanisms have cost and reliability drawbacks, and also increase the bulk of the externally mounted rearview mirrors, which a vehicle manufacturer usually seeks to minimize in order to reduce both their aerodynamic drag and their risk of accidental collision with nearby obstacles and other vehicles. It is therefore desirable to provide rearview mirrors that can offer their preferred field of view to a large majority of potential drivers without a particularly large mirror angle adjustment range.
  • a first object of the disclosure is that of providing a computer- implemented method for configuring a rearview mirror to be mounted externally on a vehicle and which can offer a preferred field of view for a large majority of potential drivers with a minimum mirror angle adjustment range. Accordingly, according to a first aspect of the present disclosure, such a method may comprise the steps of:
  • field of view preferences including a preferred horizon height and vehicle body visibility in the external rearview mirror
  • the mirror angle adjustment range of the rearview mirror may be narrowed while still fulfilling the field of view preferences of a vast majority of potential drivers. Indeed, this computer-implemented method may even provide a narrower mirror angle adjustment range with better comfort and safety for a significant number of drivers than previous methods which did not take the individual driver preferences into account.
  • said mirror angle adjustment range may be suitable for covering, from frontmost points of said pair of eyellipses, the preferred vehicle body visibility of each driver of at least a predetermined minimum subset of said driver population sample, for example at least 75% of said driver population sample.
  • said mirror angle adjustment range may be suitable for covering, from highest points of said pair of eyellipses, the preferred horizon height of each driver of at least a predetermined minimum subset of said driver population sample, for example at least 95% of said driver population sample.
  • said mirror angle adjustment range may be suitable for covering, from rearmost points of said pair of eyellipses, the preferred vehicle body visibility of each driver of at least a predetermined minimum subset of said driver population sample, for example at least 95% of said driver population sample.
  • said mirror angle adjustment range may be suitable for covering, from lowest points of said pair of eyellipses, the preferred horizon height of each driver of at least a predetermined minimum subset of said driver population sample, for example at least 95% of said driver population sample. Consequently to these second to fifth aspects, the mirror adjustment range can be specifically tailored to suit a large majority of the driver population represented by each pair of eyellipses.
  • the eyellipse and mirror adjustment preference determination steps may be carried out for a plurality of different driver populations, and a minimum mirror adjustment range may be calculated which is suitable for covering, from outermost points of said eyellipses, the field of view preferences of each driver of predetermined minimum subsets of the statistically representative samples of said driver populations. Consequently, the mirror adjustment range can be tailored to suit many drivers of a plurality of different driver populations.
  • said minimum mirror angle adjustment range may be calculated for mounting positions both at a driver side and a passenger side of the vehicle.
  • each eyellipse may contain the eye positions of at least 95% of the corresponding driver population, also contributing to adapt the mirror adjustment range to a large majority of the driver population represented by each eyellipse.
  • said at least one eyellipse may be stored in a database and retrieved from said database for the minimum mirror angle adjustment range calculation step.
  • said field of view preferences may be stored in a database and retrieved from said database for the minimum mirror angle adjustment range calculation step.
  • the present disclosure also relates to a method for producing a rearview mirror to be mounted externally on a vehicle in at least one predetermined mounting position, wherein a mirror angle adjustment mechanism with at least a minimum mirror angle adjustment range calculated using a computer-implemented method according to any one of the abovementioned first to tenth aspects, as well as to a rearview mirror configured according a computer-implemented method according to any one of the abovementioned first to tenth aspects.
  • FIGS. 1A to 1C are, respectively, schematic plan, side and front views of a left-hand-drive motor vehicle equipped with two side- mounted rearview mirrors;
  • FIGS. 2A to 2D are schematic examples of extreme field of view preferences through a side-mounted rearview mirror
  • FIG. 3 is a schematic perspective view of a side-mounted rearview mirror
  • FIG. 4 is a graph illustrating minimum mirror angle adjustment ranges for a driver-side rearview mirror, a passenger-side rearview mirror and both driver- and passenger-side rearview mirrors;
  • FIGS. 5A to 5D show graphs illustrating driver population sample percentiles corresponding to field of view preferences;
  • FIG. 6 is a flow chart illustrating an iterative process of mirror angle estimation;
  • FIG. 7 illustrates a difference from a target horizon height in a rearview mirror
  • FIG. 8 illustrates a divergence from a target vehicle body visibility in a rearview mirror
  • FIG. 9 illustrates how the reflection of a vehicle body in a side- mounted rearview mirror is predicted
  • FIG. 10 illustrates the geometry of the reflection of a light ray on a mirror glass
  • FIG. 11 illustrates how the view of a rearview mirror can be partially obstructed by a mirror visor
  • FIG. 12 illustrates a predicted rearview mirror self-reflection and self-obstruction and the body visibility in the same rearview mirror.
  • FIGS. 1A to 1C illustrate a left-hand-drive motor vehicle 1 equipped with externally-mounted driver-side and passenger-side rearview mirrors 2,3.
  • Each rearview mirror 2,3 comprises a mirror glass 2a,3a, a mirror angle adjustment mechanism (not illustrated), and a mirror fairing 2b, 3b comprising a visor surrounding the mirror glass 2a, 3a.
  • the mirror angle adjustment mechanisms may be manually actuated or, preferably, include an actuator each, and in particular an electrical actuator such as, for example, a stepping motor.
  • the motor vehicle 1 is supported by four wheels 4, each of which being suspended so that its hub presents a certain vertical travel with respect to the vehicle body.
  • the angle of the ground line 5 on which the four wheels 4 rest can vary within a certain range depending on the parameters of the vehicle suspension, as illustrated in FIG. IB.
  • FIGS. 1A to 1C also illustrate, within the motor vehicle 1, a set of pairs of so-called "eyellipses” 6a, 6b and 6c, as defined by international standard ISO 4513.
  • Each eyellipse is formed by a three-dimensional elliptical model representing tangent cut-off percentiles of driver eye locations.
  • the eyellipses' position within the motor vehicle 1 can be determined on the basis of parameters of the motor vehicle, such as the position of the steering wheel center, the positions of the accelerator heel point and ball of foot reference point as defined by SAE J 1100, the position of the seating reference point as defined by international standard ISO 6549, and the presence or absence of a clutch pedal.
  • each eyellipse is a statistical representation of driver eye locations
  • different driver populations can be represented by different pairs of eyellipses.
  • the first pair of eyellipses 6a corresponds to 95 th percentiles of a 50/50 mixed gender Japanese driver population
  • the second pair of eyellipses 6b to 95 th percentiles of a 50/50 mixed gender US driver population
  • the third pair of eyellipses 6c to 95 th percentiles of a 50/50 mixed gender Dutch driver population.
  • different drivers may also have different preferences as to the field of view through the rearview mirrors 2, 3. So, for instance, some drivers may prefer to set the rearview mirrors so that the line of the horizon H is set particularly low in the mirror, as shown in FIG. 2B, whereas others may prefer to set them so that the line of the horizon H is set particularly high in the mirror, as shown in FIG. 2D. Preferences may also differ as to the horizontal angle of view. So, for instance, some drivers may prefer to set the rearview mirrors looking in a particularly inwards direction towards the car, so as to increase the visibility of the vehicle body through the mirror, as shown in FIG.
  • both the body shapes and the personal preferences of one or more driver populations can be taken into account, besides other factors, in order to calculate a minimum mirror angle adjustment range.
  • the position and shape of representative eyellipses for at least one driver population are determined. For example, the abovementioned pairs of 95 th percentile eyellipses 6a,6b and 6c for Japanese, US and Dutch drivers may be determined following the method described in ISO 4513. They may then be stored in a database for later use.
  • the field of view preferences of representative samples of these driver populations including a preferred horizon height and vehicle body visibility in the rearview mirrors 2,3, are also determined and eventually stored in a database for later use.
  • the extreme eyepoints for the corresponding set of driver populations can then be defined.
  • these extreme eyepoints are the foremost and lowest pairs of eyepoints 7,10 of the pair of eyellipses 6a representing the Japanese driver population, and the highest and rearmost pairs of eyepoints 8, 9 of the pair of eyellipses 6c representing the Dutch driver population.
  • the mirror angle a is an angle of inclination in a horizontal plane XY of a vector N, normal to the mirror glass 2a,3a at a predetermined point of the mirror glass 2a, 3a, with respect to a reference axis X
  • the mirror angle ⁇ is the angle of inclination in a vertical plane XZ of the same normal vector N with respect to the same reference axis X.
  • the mirror angle a is considered to be positive when the normal vector N diverges in an outboard direction with respect to the reference axis X, and negative when the normal vector N diverges in an inboard direction with respect to the reference axis X.
  • FIG. 4 is a graph plotting pairs of such mirror angles a and ⁇ for both the driver- and passenger-side mirrors 2, 3, with the horizontal axis representing horizontal mirror angle a and the vertical axis representing vertical mirror angle ⁇ .
  • plot point A corresponds to the mirror angles a A and ⁇ ⁇ required to obtain the preferred vehicle body visibility of a 75 th percentile of the representative sample of the driver population corresponding to eyellipses 6a (that is, in the present example, the Japanese driver population) with the average preferred horizon height, in the field of view of the driver-side mirror 2, looking from the foremost eyepoints 7, rotated towards the driver-side mirror 2 according to a predetermined head rotation model.
  • plot point A' corresponds to the mirror angles required to accommodate the same preferred vehicle body visibility and horizon height in the field of view of the passenger-side mirror 3 looking from the foremost eyepoints 7, rotated towards the passenger-side mirror 2.
  • the worst case is that of accommodating the field of view preferences of drivers wishing a low horizon height in the rearview mirror, as shown in FIG. 2B, with the strongest possible rearward inclination of the vehicle 1 with respect to the ground line 5.
  • This worst case is plotted in FIG. 4 as point B for the driver- side mirror 2 and point B' for the passenger-side mirror 3.
  • plot point B corresponds to the mirror angles a B and ⁇ required to accommodate the preferred horizon height of a 5 th percentile of the representative sample of the driver population corresponding to eyellipses 6c, that is, in the present example, the Dutch driver population, with the average preferred vehicle body visibility, in the field of view of the driver-side mirror 2, looking from the highest eyepoints 8, rotated towards the driver-side mirror 2.
  • plot point B' corresponds to the mirror angles required to accommodate the same preferred vehicle body visibility and horizon height in the field of view of the passenger-side mirror 3 looking from the highest eyepoints 8, rotated towards the passenger-side mirror 3.
  • plot point C corresponds to the mirror angles ac and Pc required to accommodate the vehicle body visibility of a 5 th percentile of the representative sample of the driver population corresponding to eyellipses 6c, that is, in the present example, the Dutch driver population, with the average preferred horizon height, in the field of view of the driver-side mirror 2, looking from the rearmost eyepoints 9, rotated towards the driver-side mirror 2.
  • plot point C corresponds to the mirror angles required to accommodate the same preferred vehicle body visibility and horizon height in the field of view of the passenger-side mirror 3 looking from the rearmost eyepoints 9, rotated towards the passenger-side mirror 3.
  • the worst case is that of accommodating the field of view preferences of drivers wishing a high horizon height in the rearview mirror, as shown in FIG. 2D, with the strongest possible forward inclination of the vehicle 1 with respect to the ground line 5.
  • This worst case is plotted in FIG. 4 as point D for the driver- side mirror 2 and point D' for the passenger-side mirror 3.
  • plot point D corresponds to the mirror angles a D and ⁇ required to accommodate the preferred horizon height of a 95 th percentile of the representative sample of the driver population corresponding to eyellipses 6a, that is, in the present example, the Japanese driver population, with the average preferred body visibility, in the field of view of the driver-side mirror 2, looking from the lowest eyepoints 10, rotated towards the driver-side mirror 2.
  • plot point D' corresponds to the mirror angles required to accommodate the same preferred vehicle body visibility and horizon height in the field of view of the passenger-side mirror 3 looking from the lowest eyepoints 10, rotated towards the passenger-side mirror 3.
  • said percentiles of the representative samples of each driver population are ordered in terms of increasing preferred vehicle body visibility and increasing preferred horizon height, as illustrated in FIGS. 5A to 5D.
  • a 75 th percentile rather than a 95 th percentile, has been chosen for plot points A and A', because it has been empirically found that drivers closest to the foremost eyepoints 7 are comparatively less likely to prefer a high vehicle body visibility.
  • different percentiles may be used for each one of plot points A to D and A' to D'.
  • an iterative process can be used which is illustrated in the flow chart of FIG. 6.
  • the iteration counter is increased by one, and then, in step S704, starting from vertical mirror angle ⁇ ,- ⁇ , a new vertical mirror angle ⁇ , is calculated by minimizing a residual r p using a well-known iterative optimization algorithm such as that defined by the "optimize" function in the R programming language.
  • Said residual ⁇ is calculated as a function of the divergence between the target horizon height and the horizon height. It can be calculated, for instance, by tracing, in the vertical plane XZ, a ray 11 originating at a middle point E between the eyepoints and reflected at the target horizon height 12, as shown in FIG. 7, and calculating the scalar product of a unitary vector of the reflected ray 11 and a unitary vector of the ground line 5 in said vertical plane XZ.
  • the residual r p can be equal to one minus said scalar product.
  • a new horizontal mirror angle a is calculated by minimizing a residual r a using also a well-known iterative optimization algorithm such as any one of those mentioned above for step S704, starting from horizontal mirror angle ⁇ .
  • Said residual r Q can correspond to the horizontal distance between the predicted edge V p of the vehicle body reflection in the mirror and the target position V T of said edge, as shown in FIG. 8.
  • the vertical mirror angle ⁇ is maintained as the horizontal mirror angle, starting from ⁇ ,- ⁇ , converges towards a value a, for which said residual r Q equals zero.
  • step S706 After thus setting the new horizontal and vertical mirror angles a, and ⁇ , it is then checked in step S706 whether iteration counter i has reached 3. If the iteration counter i is still lower than 3, the process loops back to step S703, but if the iteration counter i is equal or greater than 3, the process proceeds to its end. Although in this particular embodiment this iterative process has three iterations, different numbers of iterations may alternatively be considered.
  • a field of view prediction such as that carried out in step S704 can be provided by calculating the points P on the surface of the mirror glass where rays 13 originating from a variety of vehicle body points are reflected in order to reach the middle point E between the eyepoints of the driver, as shown in FIG. 9.
  • the first criterion is that a vector l ⁇ l which is normal to the surface of the mirror glass at the reflection point P is within a plane OPE defined by the point of origin O of the reflected ray 13, the reflection point P, and the middle point E between the eyepoints.
  • This first criterion is fulfilled, for instance, when the scalar product of a vector normal to the OPE plane and said vector N equals zero.
  • the second criterion is that the angle ⁇ between the line OP linking the point of origin O and the reflection point P and said normal vector N is equal to the angle y 2 between the normal vector N and the line PE linking the reflection point P to the middle point E between the eyepoints.
  • This method can be used not only to predict the visibility of the vehicle body, as in step S705 of the iterative process illustrated in FIG. 6, but also, by using other appropriate points of origin instead of, or in combination with, abovementioned plurality of vehicle body points, to predict the reflection of the edges of the mirror visor in the mirror glass and/or the visibility of a minimum rearview area mandated by regulation.
  • FIG. 12 An example of a resulting rearview mirror field of view prediction is shown in FIG. 12, wherein area SO is the area obscured by the mirror visor, area BV corresponds to the reflection of the vehicle body, and area SR corresponds to the reflection of the mirror visor.
  • the sets of points A,B,C and D and A',B',C and D' can be used to define the mirror angle adjustment ranges 12,13 within the two-dimensional ⁇ - ⁇ mirror angle space for, respectively, the driver-side rearview mirror 2 and the passenger-side rearview mirror 3.
  • these two-dimensional ranges 12, 13 can be satisfactorily approximated by drawing elliptical segments between the points of each set of points.
  • a broader circular range 14 covering both ranges 12 and 13 can be defined as the smallest circumference enclosing both ranges 12 and 13.
  • a common type of mirror angle adjustment mechanism can be used with at least the minimum mirror angle adjustment range corresponding to the circumference 14, wherein the center 0 of this circumference can correspond to the center position of this mechanism. Consequently, a driver- and/or a passenger-side passenger mirror can be configured using this method, which is implemented using a computer, and then built and assembled to a motor vehicle.
  • a general-purpose or specialized data computing device comprising an electronic processor, a memory and data input and output units, and suitable to execute a previously-stored set of instructions in order to implement the abovementioned method.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)

Abstract

L'invention a trait au domaine des rétroviseurs de véhicules et concerne, plus particulièrement, un procédé mis en œuvre par ordinateur permettant de configurer un rétroviseur 2,3 destiné à être monté à l'extérieur d'un véhicule 1, un rétroviseur 2,3 ainsi configuré et un procédé permettant de fabriquer ce rétroviseur 2,3. Le procédé de configuration comprend les étapes consistant à déterminer la position et la forme d'au moins une paire d'ellipses oculaires 6a,6b,6c pour une population prédéfinie de conducteurs, déterminer, pour chaque conducteur d'un échantillon statistiquement représentatif de ladite population de conducteurs, des préférences de champ de vision comprenant une hauteur d'horizon préférée et une visibilité préférée de la carrosserie du véhicule dans le rétroviseur 2,3, et calculer, pour au moins une position de montage externe prédéfinie du rétroviseur 2,3, une plage de réglage d'angle de rétroviseur minimale propre à couvrir, depuis une pluralité de points les plus à l'extérieur 7,8,9,10 de ladite au moins une paire d'ellipses oculaires 6a,6b,6c, des préférences de champ de vision de sous-ensembles minimaux prédéfinis dudit échantillon de la population de conducteurs.
PCT/EP2012/064102 2012-07-18 2012-07-18 Procédé de configuration de rétroviseur WO2014012587A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/EP2012/064102 WO2014012587A1 (fr) 2012-07-18 2012-07-18 Procédé de configuration de rétroviseur
CN201280075885.0A CN104704496B (zh) 2012-07-18 2012-07-18 后视镜配置方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2012/064102 WO2014012587A1 (fr) 2012-07-18 2012-07-18 Procédé de configuration de rétroviseur

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WO2014012587A1 true WO2014012587A1 (fr) 2014-01-23

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Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
CN105574268B (zh) * 2015-12-16 2018-11-30 上汽通用五菱汽车股份有限公司 一种汽车外后视镜模态优化方法
CN114274874B (zh) * 2021-12-30 2024-10-22 重庆长安汽车股份有限公司 一种校核汽车间接视野的方法

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US8200397B2 (en) * 2008-07-16 2012-06-12 GM Global Technology Operations LLC Automatic rearview mirror adjustment system for vehicle
CN102267420B (zh) * 2010-06-01 2013-03-20 北汽福田汽车股份有限公司 汽车后下视镜的镜面定位方法、汽车后下视镜及汽车

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US6616288B2 (en) * 1997-02-19 2003-09-09 Britax Geco S.A. Vehicle exterior rear view mirror

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JOÃO FERREIRA, ANNA TIDSTAM, FRANCESCO FURINI, ALBERTO RODRIGUES DA SILVA: "Modeling and Optimizing Ergonomic Activities in Automobile Product Development", 31 December 2007 (2007-12-31), Proceedings of International Conference on Ergonomics, Dec. 2007 (Kuala Lumpur, Malaysia), pages 1 - 6, XP002698818, Retrieved from the Internet <URL:http://isg.inesc-id.pt/alb/static/papers/2007/i63-jf-Modeling_Ergonomics-ICE2007.pdf> [retrieved on 20120603] *

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CN104704496A (zh) 2015-06-10
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