CN110562221A - automobile and brake control method, device and system thereof - Google Patents
automobile and brake control method, device and system thereof Download PDFInfo
- Publication number
- CN110562221A CN110562221A CN201910943847.6A CN201910943847A CN110562221A CN 110562221 A CN110562221 A CN 110562221A CN 201910943847 A CN201910943847 A CN 201910943847A CN 110562221 A CN110562221 A CN 110562221A
- Authority
- CN
- China
- Prior art keywords
- obstacle
- automobile
- distance
- deceleration
- determining
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The application discloses an automobile and a brake control method, device and system thereof, wherein the method comprises the following steps: when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types; determining a target obstacle according to the obstacle position and the obstacle type; determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile; and performing braking control on the automobile during the reverse running on the basis of the deceleration. Therefore, whether braking is needed or not can be judged according to at least one group of attribute parameters, proper deceleration is determined to carry out automatic braking control, the collision problem caused by error identification or artificial braking is effectively avoided, and the backing experience of a user is improved.
Description
Technical Field
The present application relates to the field of vehicle technologies, and in particular, to a method, an apparatus, and a system for controlling braking of an automobile.
Background
in daily life, a driver can judge whether pedestrians or barriers exist behind a vehicle or not by means of a rearview mirror, a reverse rearview mirror or a reverse radar when backing, and if collision danger exists, the driver can judge and brake in advance.
Considering that the emergency response capability of each driver is different, especially when a pedestrian or an obstacle with a small target suddenly appears behind the automobile and is close to the automobile, the driver may have no time to react, so that the brake cannot be timely controlled, finally, collision occurs, and the user experience is reduced.
Disclosure of Invention
in order to solve the problems, the application provides an automobile and a brake control method, device and system thereof, which are used for solving the problem that the artificial brake control of the automobile is unstable and untimely to cause collision in the prior art.
In order to solve the technical problem, the embodiment of the application adopts the following technical scheme:
a method of controlling braking of a vehicle, the method comprising:
When the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types;
Determining a target obstacle according to the obstacle position and the obstacle type, wherein the target obstacle is an incorruptable obstacle closest to the tail of the vehicle;
Determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile;
And performing braking control on the automobile during the reverse running on the basis of the deceleration.
Optionally, determining the deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile specifically includes:
determining a distance between the target obstacle and the automobile based on the obstacle position in the set of attribute parameters if the target obstacle has the set of attribute parameters; if the target obstacle has multiple groups of attribute parameters, fitting the positions of the obstacles in the multiple groups of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles;
and determining the deceleration according to the distance between the target obstacle and the automobile and the current running speed of the automobile.
optionally, the attribute parameters further include: an obstacle confidence level;
Fitting the positions of the obstacles in the multiple sets of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles, specifically comprising:
selecting matched weights for each group of attribute parameters from a preset weight set respectively according to the confidence coefficients of the obstacles in the multiple groups of attribute parameters;
and carrying out weighted average on the positions of the obstacles in the multiple groups of attribute parameters to obtain the distance between the obstacles and the automobile.
optionally, according to the confidence degrees of the obstacles in the multiple sets of attribute parameters, selecting a matched weight for each set of attribute parameters from a preset weight set, specifically including:
Determining confidence levels of the multiple groups of attribute parameters according to the values of the confidence levels of the obstacles in the multiple groups of attribute parameters;
and selecting the weight of the matched level for each group of attribute parameters from a preset weight set respectively according to the confidence level.
Optionally, determining a deceleration according to a distance between the target obstacle and the vehicle and a current driving speed of the vehicle specifically includes:
determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration;
determining that the current deceleration is zero if the distance between the target obstacle and the automobile is greater than the maximum safe braking distance;
and if the distance between the target obstacle and the automobile is smaller than or equal to the maximum safe braking distance, determining the deceleration according to a preset formula based on the distance between the target obstacle and the automobile and the current running speed of the automobile.
optionally, determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration, specifically including:
multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset first standard deceleration to obtain a second product;
and adding the first product, the second product and the correction distance to obtain the maximum safe braking distance of the automobile at the current speed.
Optionally, determining the deceleration according to a preset formula based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle, specifically including:
multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
Multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset second standard deceleration to obtain a third product;
Adding the first product, the third product and the correction distance to obtain the minimum safe braking distance of the automobile at the current speed;
determining the first standard deceleration as a deceleration if a distance between the target obstacle and the automobile is between the minimum safe braking distance and the maximum safe braking distance;
determining the second standard deceleration as a deceleration if the distance between the target obstacle and the automobile is less than the minimum safe braking distance.
Optionally, when determining the maximum safe braking distance or the minimum safe braking distance of the automobile at the current speed, the following formula is specifically adopted:
P＝X*α1*τ+X2*α2/Yn+λ (1)
Wherein, P represents the maximum safe braking distance or the minimum safe distance, X represents the current running speed of the automobile, alpha 1 represents a first correction coefficient, tau represents the preset standard response time, alpha 2 represents a second correction coefficient, and Y represents the preset standard response timenRepresenting a predetermined standard deceleration when said n is taken1 time, Y1representing a preset first standard deceleration, Y when said n takes 22indicating a preset second standard deceleration, and said lambda indicates a corrected distance.
optionally, determining the deceleration according to a preset formula based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle, specifically including:
The distance between the target obstacle and the automobile is differenced with the corrected distance to obtain a first difference value;
Subtracting the product of the first difference value and the current running speed of the automobile and the assumed collision time to obtain a second difference value;
dividing twice the second difference by the square of the assumed time of collision yields the deceleration.
alternatively, when determining the deceleration, the following formula is specifically adopted:
Y＝(P-λ-X*τ-X*t)/t/t (2)
Wherein Y represents a deceleration, P represents a distance between a target obstacle and the automobile, λ represents a corrected distance, τ represents a preset standard response time, and t represents a hypothetical collision time.
optionally, a target obstacle is determined according to the obstacle position and the obstacle type, and the target obstacle is a non-collision obstacle closest to the vehicle tail, and specifically includes:
Determining a candidate obstacle closest to the vehicle tail based on the obstacle position;
determining an obstacle which cannot be collided from the candidate obstacles as a target obstacle based on the obstacle type; alternatively, the first and second electrodes may be,
determining a candidate obstacle that is not collidable based on the obstacle type;
And determining an obstacle closest to the tail of the vehicle as a target obstacle from the candidate obstacles based on the obstacle position.
optionally, the attribute parameters further include: confidence of the obstacle;
when determining the non-collision obstacle, the method specifically comprises the following steps:
if each obstacle has a group of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the group of attribute parameters;
And if each obstacle has multiple groups of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the attribute parameters with the maximum confidence coefficient.
A brake control apparatus for an automobile, comprising:
The system comprises a sensing acquisition module, a data acquisition module and a data processing module, wherein the sensing acquisition module is used for acquiring at least one group of attribute parameters of each obstacle at the tail of a vehicle when the vehicle runs in a reverse mode, and the attribute parameters at least comprise obstacle positions and obstacle types;
the sensing fusion module is used for determining a target obstacle according to the obstacle position and the obstacle type, wherein the target obstacle is an incorruptable obstacle closest to the tail of the vehicle;
A decision module for determining a deceleration based on an obstacle position of the target obstacle and a current driving speed of the vehicle;
and the braking module is used for braking and controlling the automobile during the reverse running on the basis of the deceleration.
A vehicle brake control system for carrying out the above method, comprising: the automobile brake control device, at least one ultrasonic sensor, at least one millimeter wave radar and a look-around camera;
The ultrasonic sensor is used for acquiring attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
The millimeter wave radar is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
The all-round-looking camera is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range.
an automobile comprises the automobile brake control system, at least one ultrasonic sensor, at least one millimeter wave radar and a look-around camera.
The embodiment of the application adopts at least one technical scheme which can achieve the following beneficial effects:
According to the technical scheme, when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types; determining a target obstacle according to the obstacle position and the obstacle type; determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile; and performing braking control on the automobile during the reverse running on the basis of the deceleration. Therefore, whether braking is needed or not can be judged according to at least one group of attribute parameters, proper deceleration is determined to carry out automatic braking control, the collision problem caused by error identification or artificial braking is effectively avoided, and the backing experience of a user is improved.
drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
Fig. 1 is a schematic view of an automobile detection area according to an embodiment of the present disclosure.
fig. 2 is a schematic step diagram of a braking control method for an automobile according to an embodiment of the present disclosure.
fig. 3 to fig. 6 are flowcharts of a method for controlling braking of an automobile according to an embodiment of the present disclosure.
Fig. 7 is a schematic structural diagram of an automobile brake control device according to an embodiment of the present disclosure.
fig. 8 is a second schematic structural diagram of a brake control device for an automobile according to an embodiment of the present disclosure.
fig. 9A and 9B are tables showing relationships between vehicle speed and obstacle distance in the vehicle braking control method according to the embodiment of the present disclosure.
fig. 10 is a graph plotted according to the relationship table of vehicle speed and obstacle distance in fig. 9A and 9B.
Detailed Description
in order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following specific embodiments of the present application and the accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The technical solutions provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings.
First, referring to fig. 1, a simple schematic diagram of an automobile in the embodiment of the present disclosure is shown. The hardware improvement of the automobile mainly comprises the following steps: an ultrasonic sensor 11, a millimeter wave radar 12 and a look-around camera 13 are added at the tail of the vehicle. Wherein, the ultrasonic sensor 11 can detect the obstacle within 2 meters, the millimeter wave radar 12 can detect the obstacle in a long distance, and the look-around camera 13 can be used for the identification of the obstacle type. In consideration of the detection inaccuracy of a single element, the embodiment of the specification combines the three detection elements, and adopts different distance determination modes for different detection areas, so that the accuracy of distance determination is improved. In a specific implementation, at least 3 ultrasonic sensors 11, preferably 6 ultrasonic sensors may be disposed at the tail of the vehicle, and as shown in fig. 1, the ultrasonic sensors are respectively symmetrically disposed at two sides of the tail of the vehicle; 2 millimeter wave radars 12 are symmetrically arranged at the tail of the vehicle, and the millimeter wave radars 12 can be arranged between the ultrasonic sensors 11 in an inserting manner; a panoramic camera 13 is arranged at the center of the tail of the vehicle and is mainly used for acquiring image pictures of obstacles in real time and providing basic data for identifying the types of the obstacles.
Referring to fig. 2, a schematic step diagram of a vehicle braking control method provided in an embodiment of the present disclosure is shown, where the vehicle braking control method may include the following steps:
S201: when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, and the attribute parameters at least comprise obstacle positions and obstacle types.
it should be understood that in the embodiment of the present disclosure, when the automobile runs in a reverse mode, at least one set of attribute parameters of each obstacle at the tail of the automobile may be acquired, and the attribute parameters may at least include an obstacle position and an obstacle type.
at least one set is acquired according to the range of the region where the obstacle is located at the tail of the automobile, as shown in fig. 1, when the obstacle is located in the region F4 in the figure, the obstacle can be detected only by the millimeter wave radar, and the obstacle position and the obstacle type can be preliminarily acquired according to the data returned by the millimeter wave radar. When the obstacle is located in the F3 area in the diagram, the millimeter wave radar and the all-round looking camera can detect the obstacle, and the position and the type of the obstacle can be preliminarily obtained according to data returned by the millimeter wave radar and the data returned by the all-round looking camera; when the obstacle is located in the F2 area in the diagram, the millimeter wave radar, the all-round-looking camera and the ultrasonic sensor can detect the obstacle, and the position and the type of the obstacle can be preliminarily obtained according to data returned by the millimeter wave radar, the all-round-looking camera and the ultrasonic sensor; when the obstacle is located in the F1 area in the figure, the looking-around camera and the ultrasonic sensor can detect the obstacle, and the obstacle position and the obstacle type can be preliminarily obtained according to the data returned by the looking-around camera and the ultrasonic sensor.
S202: and determining a target obstacle according to the obstacle position and the obstacle type, wherein the target obstacle is an incorruptable obstacle closest to the tail of the vehicle.
Specifically, one way to determine the target obstacle may be to determine the closest obstacle according to the position of the obstacle, and then determine whether the obstacle is a collision-allowable obstacle according to the type of the obstacle. The other mode can also be that firstly the non-collision obstacle is determined according to the type of the obstacle, and then the non-collision obstacle closest to the tail of the vehicle is determined from the non-collision obstacle.
In the embodiments of the present specification, the crashable obstacle may be understood as: an object that does not affect the reversing of the vehicle, in other words, even if the vehicle collides with the object, no obstacle such as a lawn is caused to the reversing. The obstacle type may be an image feature obtained by analyzing image information collected by the all-round-looking camera, such as a lawn, a stone, a pedestrian, a traffic cone, a security fence, and the like. It should be understood that, in this specification, the method for analyzing the image collected by the panoramic camera may adopt an image processing technology in the prior art, and details are not described herein.
s203: a deceleration is determined based on the obstacle position of the target obstacle and the current travel speed of the vehicle.
Determining the deceleration required to be adopted according to the distance between the target obstacle and the automobile and the current speed of the automobile, and if the distance of the target obstacle is longer and the speed of the automobile is slower, braking without braking or selecting smaller deceleration for braking; if the target obstacle is closer and the vehicle speed is faster, a greater braking deceleration is required to avoid the collision.
S204: and performing braking control on the automobile during the reverse running on the basis of the deceleration.
The vehicle brake controller performs braking deceleration according to the received deceleration.
According to the technical scheme, when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types; determining a target obstacle according to the obstacle position and the obstacle type; determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile; and performing braking control on the automobile during the reverse running on the basis of the deceleration. Therefore, whether braking is needed or not can be judged according to at least one group of attribute parameters, proper deceleration is determined to carry out automatic braking control, the collision problem caused by error identification or artificial braking is effectively avoided, and the backing experience of a user is improved.
In the embodiment of the present specification, an achievable solution, S203, when determining the deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile, may specifically perform the following two steps:
The first step is as follows: and determining the distance between the target obstacle and the automobile according to the position of the obstacle.
determining a distance between the target obstacle and the automobile based on the obstacle position in the set of attribute parameters if the target obstacle has the set of attribute parameters; in other words, the distance between the target obstacle and the vehicle can be directly determined by the obstacle position in the set of attribute parameters, as shown in fig. 3, that is, the distance between the obstacle and the vehicle can be determined by the obstacle position acquired by the millimeter wave radar.
and if the target obstacle has multiple groups of attribute parameters, fitting the positions of the obstacles in the multiple groups of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles.
Optionally, in an embodiment of this specification, the attribute parameters further include: an obstacle confidence level; accordingly, when fitting the positions of the obstacles in the plurality of sets of attribute parameters and determining the distance between the target obstacle and the vehicle based on the fitted positions of the obstacles, the following steps may be specifically performed:
Selecting matched weights for each group of attribute parameters from a preset weight set respectively according to the confidence coefficients of the obstacles in the multiple groups of attribute parameters;
And carrying out weighted average on the positions of the obstacles in the multiple groups of attribute parameters to obtain the distance between the target obstacle and the automobile.
for example, the weight of the attribute parameter match corresponding to the obstacle confidence level Z1 is 20%, the weight of the attribute parameter match corresponding to the obstacle confidence level Z2 is 80%, and the distance between the target obstacle and the vehicle is (X1 × 20% + X2 × 80%)/2.
the preset weight set may be configured by weights set for the acquisition devices corresponding to each set of attribute parameters according to empirical values, which is not limited in this specification.
In fact, in the embodiment of the present specification, fitting is performed on the obstacle positions in the plurality of sets of attribute parameters, and the reference position may be corrected using the obstacle positions corresponding to the confidence degrees of other obstacles, based on the obstacle position having a high confidence degree of the obstacle as the reference position, without being limited to the weighted average method described above.
Further, in the embodiment of the present specification, when selecting a matched weight for each set of attribute parameters from a preset weight set according to the confidence degrees of the obstacles in the plurality of sets of attribute parameters, the method may specifically perform:
determining confidence levels of the multiple groups of attribute parameters according to the values of the confidence levels of the obstacles in the multiple groups of attribute parameters;
And selecting the weight of the matched level for each group of attribute parameters from a preset weight set respectively according to the confidence level.
specifically, the way of matching the weight for each set of attribute parameters according to the confidence of the obstacle may be: and dividing the confidence coefficient into different levels according to the value of the confidence coefficient of the obstacle. For example, when the confidence coefficient value of the obstacle is 0 to 2, the confidence coefficient level is determined as first level, when the confidence coefficient value of the obstacle is 3 to 5, the confidence coefficient level is determined as second level, and so on, the higher the value of the obstacle is, the higher the level is. The weight in the weight set may be 10% when the obstacle level is one level, and 20% when the obstacle level is two levels, and likewise, the higher the confidence level, the higher the matched weight.
the second step is that: and determining the deceleration according to the distance between the target obstacle and the automobile and the current running speed of the automobile.
Alternatively, the second step, when determining the deceleration from the distance between the target obstacle and the automobile and the current running speed of the automobile, may be specifically performed as:
determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration;
Determining that the current deceleration is zero if the distance between the target obstacle and the automobile is greater than the maximum safe braking distance;
and if the distance between the target obstacle and the automobile is smaller than or equal to the maximum safe braking distance, determining the deceleration according to a preset formula based on the distance between the target obstacle and the automobile and the current running speed of the automobile.
optionally, the deceleration determined according to the distance between the target obstacle and the vehicle and the current running speed of the vehicle may be preset by a first standard deceleration, and the maximum safe braking distance may be calculated according to the first standard deceleration and the current running speed of the vehicle. The first standard deceleration is comfortable braking, the first standard deceleration is generally adopted for braking in a non-emergency situation, and correspondingly, the maximum safe braking distance is the distance traveled by the automobile in the process of braking and decelerating by the first standard deceleration until the automobile stops. Tests show that when the first standard deceleration is 2 meters per square second, the relationship between the current speed of the automobile and the distance between the target obstacle and other parameters is shown in fig. 9A. It should be understood that the obstacle distance here is the range that the sensor needs to cover. Accordingly, fig. 10 is a graph plotted from the data in the tables of fig. 9A and 9B, where the black areas indicate that deceleration at a deceleration of 2 meters per square second is required.
And if the distance between the target barrier and the automobile is greater than the maximum safe braking distance, the barrier is far away from the automobile, and the braking is not needed.
If the distance between the target obstacle and the automobile is smaller than or equal to the maximum safe braking distance, the automobile needs to be decelerated at a certain deceleration, and the current running speed of the automobile can be input into a preset formula for calculation according to the specific deceleration.
Further, according to the current running speed of the automobile and a preset first standard deceleration, the maximum safe braking distance of the automobile under the current speed is determined, and the method specifically comprises the following steps:
Multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
Multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset first standard deceleration to obtain a second product;
and adding the first product, the second product and the correction distance to obtain the maximum safe braking distance of the automobile at the current speed.
the first correction coefficient is used for unit conversion, specifically, a unit km/h of the current running speed of the automobile is converted into m/s, specifically, so as to be unified with a unit of a preset standard response time, and the value of the first correction coefficient is 0.28. Likewise, a second correction coefficient, which is twice the square of the first correction coefficient, i.e., a value of 0.1568, is also used for unit conversion. The preset standard response time is the sum of the time from the system identification of the obstacle to the output of the brake command and the time from the brake controller ESP receiving the brake request and starting braking. The time from the obstacle identification of the system to the brake command output can be generally 0.7s and can be finely adjusted, the time from the brake controller ESP receiving the brake request to the start of braking is generally 0.2s, and the time is slightly different due to different brake control systems. The correction distance may be understood as a preset safety distance, and may be determined according to requirements, and in the present application, the correction distance may be set to 0.2 m.
Further, determining the deceleration according to a preset formula based on the distance between the target obstacle and the automobile and the current running speed of the automobile, specifically comprising:
multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
Multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset second standard deceleration to obtain a third product;
adding the first product, the third product and the correction distance to obtain the minimum safe braking distance of the automobile at the current speed;
Determining the first standard deceleration as a deceleration if a distance between the target obstacle and the automobile is between the minimum safe braking distance and the maximum safe braking distance;
Determining the second standard deceleration as a deceleration if the distance between the target obstacle and the automobile is less than the minimum safe braking distance.
Specifically, the second standard deceleration is larger than the first standard deceleration and is used for emergency braking, and the minimum safe braking distance is the distance traveled by the automobile during the braking stop period after the automobile decelerates at the current speed at the second standard deceleration. Tests show that when the second standard deceleration is 6 meters per square second, the relationship between the current speed of the automobile and the distance between the obstacles and other parameters is shown in fig. 9B. Accordingly, the portion of the white area below the black area in fig. 10 indicates that deceleration at a deceleration of 6 meters per square second is required.
if the distance between the target obstacle and the automobile is between the minimum safe braking distance and the maximum safe braking distance, the automobile is still a distance away from the target obstacle, and the automobile is decelerated at the first standard deceleration.
if the distance between the target obstacle and the automobile is smaller than the minimum safe braking distance, the automobile is close to the target obstacle, and emergency braking is needed at the moment, namely, the second standard deceleration is decelerated to ensure safety.
further, the method further comprises:
when the maximum safe braking distance or the minimum safe braking distance of the automobile at the current speed is determined, the following formula is specifically adopted:
P＝X*α1*τ+X2*α2/Yn+λ (1)
Wherein, P represents the maximum safe braking distance or the minimum safe distance, X represents the current running speed of the automobile, alpha 1 represents a first correction coefficient, tau represents the preset standard response time, alpha 2 represents a second correction coefficient, and Y represents the preset standard response timenrepresenting a preset standard deceleration, Y when said n takes 11representing a preset first standard deceleration, Y when said n takes 22indicating a preset second standard deceleration, and said lambda indicates a corrected distance.
specifically, α 1 represents a first correction coefficient for comparing the unit of the current running speed X of the vehicle with a preset targetthe units of the quasi-response time τ are uniform. Likewise, the second correction coefficient is also used for the unity. When n is 1, Y1The preset first standard deceleration is represented, and the maximum safe braking distance can be calculated by inputting the current running speed of the automobile into the formula; when said n is 2, Y2the preset second standard deceleration is shown, and the minimum safe braking distance can be calculated by inputting the current running speed of the automobile into the formula.
For example: when the current vehicle speed is 10km/h, when n is 1, the preset first standard deceleration is 2m/s, the first correction coefficient is 0.28, the second correction coefficient is 0.1568, the preset standard response time is 0.9s, the correction distance is 0.2m, and the maximum safe braking distance is 10 x 0.28 x 0.9+10 x 0.1568/2+ 0.2-10.56 m by substituting the data into a formula;
When n takes 2, the preset second standard deceleration takes 6m/s, and the minimum safe braking distance is 10 × 0.28 × 0.9+10 × 0.1568/6+ 0.2-5.33 m.
further, the method further comprises:
determining deceleration according to a preset formula based on the distance between the target obstacle and the automobile and the current running speed of the automobile, and specifically comprising the following steps:
the distance between the target obstacle and the automobile is differenced with the corrected distance to obtain a first difference value;
Subtracting the product of the first difference value and the current running speed of the automobile and the assumed collision time to obtain a second difference value;
Dividing twice the second difference by the square of the assumed time of collision yields the deceleration.
optionally, the deceleration may be determined according to a preset formula according to a distance between the target obstacle and the vehicle and a current driving speed of the vehicle.
The corrected distance may be a safe distance, and the assumed collision time is a time from when the vehicle starts braking to when the vehicle collides with the target obstacle, assuming that the vehicle collides with the target obstacle. The hypothetical collision time, which is the longer the time the deceleration is smaller, can be determined from different braking systems.
Further, the method further comprises:
when determining the deceleration, the following formula is specifically adopted:
Y＝(P-λ-X*τ-X*t)/t/t (2)
Wherein Y represents a deceleration, P represents a distance between a target obstacle and the vehicle, λ represents a corrected distance, X represents a current running speed of the vehicle, τ represents a preset standard response time, and t represents a hypothetical collision time. For example: the current target obstacle distance is 20m, the current running speed of the automobile is 3m/s, the correction distance is 0.2m, the preset standard response time is 0.9s, and the collision time is 3s, and the data are substituted into the formula to calculate the available deceleration to be (20-0.2-3 x 0.9-3 x 2)/2/2-2.775 meters per square second.
Further, a target obstacle is determined according to the obstacle position and the obstacle type, the target obstacle is a non-collision obstacle closest to the tail of the vehicle, and the method specifically comprises the following steps:
determining a candidate obstacle closest to the vehicle tail based on the obstacle position;
Determining an obstacle which cannot be collided from the candidate obstacles as a target obstacle based on the obstacle type; alternatively, the first and second electrodes may be,
determining a candidate obstacle that is not collidable based on the obstacle type;
and determining an obstacle closest to the tail of the vehicle as a target obstacle from the candidate obstacles based on the obstacle position.
Further, the attribute parameters further include: confidence of the obstacle;
accordingly, when determining an incorruptable obstacle, it may be specifically performed as:
If each obstacle has a group of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the group of attribute parameters;
And if each obstacle has multiple groups of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the attribute parameters with the maximum confidence coefficient.
If each obstacle has a group of attribute parameters, which indicates that only one sensor can detect the obstacle information, judging whether the obstacle is a collision-capable obstacle or not directly according to the obstacle type in the obstacle attribute parameters; if each obstacle has multiple groups of attribute parameters, which indicates that multiple sensors can detect the obstacle information, and the reliability of the attribute parameter with the maximum confidence coefficient is higher, whether the obstacle is a collision-capable obstacle is judged according to the type of the obstacle in the attribute parameter with the maximum confidence coefficient. For example: and acquiring two groups of attribute parameters, namely an obstacle position X1, an obstacle type Y1, an obstacle confidence Z1, an obstacle position X2, an obstacle type Y2 and an obstacle confidence Z2, judging whether the obstacle can be collided according to the obstacle type Y1 if the value of the obstacle confidence Z1 is greater than Z2, and otherwise judging whether the obstacle can be collided according to the obstacle type Y2.
the embodiment of the application discloses a specific flow of an automobile brake control method, and specifically refers to fig. 3, wherein the specific flow of the automobile brake control method is as follows:
In this embodiment, the millimeter wave radar, the all-round camera, and the ultrasonic sensor respectively detect obstacle information in different areas, and respectively input the obstacle area information into the millimeter wave data processing module, the visual data processing module, and the ultrasonic data processing module, which respectively process the obstacle information and respectively output the corresponding obstacle position, obstacle type, and obstacle confidence.
When the obstacle is in the area F4, reference may be made to fig. 3:
S301: and receiving an obstacle position X1, an obstacle type Y1 and an obstacle confidence Z1 which are acquired by the millimeter wave sensor aiming at the obstacle closest to the tail of the vehicle.
S302: judging whether the obstacle is a collision-capable obstacle according to the obstacle type Y1; if so, no processing is performed, otherwise, S303 is performed.
s303: determining a deceleration based on the target obstacle position and the current running speed of the automobile.
For specific implementation of determining the deceleration, several schemes in the brake control method according to the first embodiment may be referred to, and details are not described here.
s304: and performing braking control on the automobile during the reverse running on the basis of the deceleration.
When the obstacle is located in the area F3, reference may be made to fig. 4:
s401: and receiving an obstacle position X1, an obstacle type Y1 and an obstacle confidence Z1 which are acquired by the millimeter wave sensor aiming at the obstacle closest to the tail of the vehicle.
S402: and receiving an obstacle position X2, an obstacle type Y2 and an obstacle confidence Z2 acquired by a look-around camera aiming at an obstacle closest to the tail of the vehicle.
S403: determining the type of the obstacle according to the comparison of the obstacle confidence Z1 and Z2; if Z1 is greater than Z2, then execute S404; otherwise, S405 is executed.
S404: the obstacle type Y1 is determined as the obstacle type.
s405: the obstacle type Y2 is determined as the obstacle type.
s406: judging whether the obstacle is a collision-capable obstacle or not based on the obstacle type; if so, no processing is performed, otherwise, S407 is executed.
S407: and fitting the X1 with the X2 to obtain the distance XF1 between the obstacle and the automobile.
specifically, confidence levels are respectively determined according to the sizes of the obstacle confidence levels Z1 and Z2, weights a1 and a2 of matched levels are respectively selected from a preset weight set for each group of attribute parameters according to the confidence levels, obstacle positions X1 and X2 are subjected to weighted average, and XF1 is (X1 a1+ X2 a 2)/2.
s408: the deceleration is determined based on the target obstacle-to-vehicle distance XF1 and the current speed of travel of the vehicle.
S409: and performing braking control on the automobile during the reverse running on the basis of the deceleration.
When the obstacle is located in the area F2, reference may be made to fig. 5:
s501: and receiving an obstacle position X1, an obstacle type Y1 and an obstacle confidence Z1 which are acquired by the millimeter wave sensor aiming at the obstacle closest to the tail of the vehicle.
s502: and receiving an obstacle position X2, an obstacle type Y2 and an obstacle confidence Z2 acquired by a look-around camera aiming at an obstacle closest to the tail of the vehicle.
s503: the obstacle position X3, the obstacle type Y3 and the obstacle confidence Z3 acquired by the ultrasonic sensor for the obstacle closest to the vehicle tail are received.
s504: determining the type of the obstacle according to the comparison of the obstacle confidence degrees Z1, Z2 and Z3; if the value of Z1 is maximum, then execute S505; if the value of Z2 is maximum, go to S506; if the value of Z3 is maximum, S507 is executed.
S505: the obstacle type Y1 is determined as the obstacle type.
S506: the obstacle type Y2 is determined as the obstacle type.
S507: the obstacle type Y3 is determined as the obstacle type.
s508: judging whether the obstacle is a collision-capable obstacle or not based on the obstacle type; if so, no processing is performed, otherwise, S509 is performed.
s509: and fitting the X1, the X2 and the X3 to obtain the distance XF2 between the obstacle and the automobile.
Specifically, confidence levels are respectively determined according to the confidence levels of the obstacles Z1, Z2 and Z3, and weights A1, A2 and A3 of matching levels are respectively selected for each group of attribute parameters from a preset weight set according to the confidence levels, so that the obstacle positions X1, X2 and X3 are subjected to weighted average.
XF2＝(X1*A1+X2*A2+X3*A3)/3。
s510: the deceleration is determined based on the target obstacle-to-vehicle distance XF2 and the current speed of travel of the vehicle.
S511: and performing braking control on the automobile during the reverse running on the basis of the deceleration.
When the obstacle is located in the area F1, reference may be made to fig. 6:
s601: and receiving an obstacle position X2, an obstacle type Y2 and an obstacle confidence Z2 acquired by a look-around camera aiming at an obstacle closest to the tail of the vehicle.
s602: the obstacle position X3, the obstacle type Y3 and the obstacle confidence Z3 acquired by the ultrasonic sensor for the obstacle closest to the vehicle tail are received.
S603: determining the type of the obstacle according to the comparison of the obstacle confidence Z1 and Z2; if Z2 is greater than Z3, then execute S604; otherwise, S605 is executed.
s604: the obstacle type Y2 is determined as the obstacle type.
S605: the obstacle type Y3 is determined as the obstacle type.
S606: judging whether the obstacle is a collision-capable obstacle or not based on the obstacle type; if so, no processing is performed, otherwise, S607 is executed.
S607: and fitting the X2 with the X3 to obtain the distance XF3 between the obstacle and the automobile.
specifically, confidence levels are respectively determined according to the confidence levels Z2 and Z3 of the obstacles, weights A2 and A3 of matched levels are respectively selected for each group of attribute parameters from a preset weight set according to the confidence levels, and weighted average is carried out on the positions X2 and X3 of the obstacles; XF3 ═ (X2 a2+ X3 A3)/2.
s608: the deceleration is determined based on the target obstacle-to-vehicle distance XF3 and the current speed of travel of the vehicle.
S609: and performing braking control on the automobile during the reverse running on the basis of the deceleration.
it should be understood that, when determining the target obstacle, the above process may also determine the non-collidable obstacle according to the type of the obstacle, and then determine the non-collidable obstacle closest to the vehicle tail, which is not described herein again.
The embodiment of the present specification further provides an automobile brake control device, and as shown in fig. 7, the automobile brake control device 700 mainly includes the following modules:
The system comprises a sensing acquisition module 701, a data processing module and a data processing module, wherein the sensing acquisition module 701 is used for acquiring at least one group of attribute parameters of each obstacle at the tail of a vehicle when the vehicle runs in a reverse mode, and the attribute parameters at least comprise obstacle positions and obstacle types;
a sensing fusion module 702, configured to determine a target obstacle according to the obstacle position and the obstacle type, where the target obstacle is an incorruptable obstacle closest to the vehicle tail;
a decision module 703 for determining a deceleration based on the obstacle position of the target obstacle and the current driving speed of the vehicle;
and a braking module 704 for performing braking control on the automobile in the reverse driving based on the deceleration.
optionally, the decision module 703 is configured to determine a deceleration based on the obstacle position of the target obstacle and the current running speed of the vehicle, and specifically is configured to:
Determining a distance between the target obstacle and the automobile based on the obstacle position in the set of attribute parameters if the target obstacle has the set of attribute parameters; if the target obstacle has multiple groups of attribute parameters, fitting the positions of the obstacles in the multiple groups of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles;
And determining the deceleration according to the distance between the target obstacle and the automobile and the current running speed of the automobile.
optionally, the attribute parameters further include: confidence of the obstacle;
the decision module 703 may be specifically configured to, when fitting the positions of the obstacles in the multiple sets of attribute parameters and determining the distance between the target obstacle and the vehicle based on the fitted positions of the obstacles:
selecting matched weights for each group of attribute parameters from a preset weight set respectively according to the confidence coefficients of the obstacles in the multiple groups of attribute parameters;
and carrying out weighted average on the positions of the obstacles in the multiple groups of attribute parameters to obtain the distance between the target obstacle and the automobile.
optionally, when the decision module 703 selects a matched weight for each set of attribute parameters from a preset weight set according to the confidence of the obstacle in the multiple sets of attribute parameters, the decision module may be specifically configured to:
determining confidence levels of the multiple groups of attribute parameters according to the values of the confidence levels of the obstacles in the multiple groups of attribute parameters;
and selecting the weight of the matched level for each group of attribute parameters from a preset weight set respectively according to the confidence level.
optionally, the decision module 703, when determining the deceleration according to the distance between the target obstacle and the vehicle and the current driving speed of the vehicle, may be specifically configured to:
determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration;
Determining that the current deceleration is zero if the distance between the target obstacle and the automobile is greater than the maximum safe braking distance;
and if the distance between the target obstacle and the automobile is smaller than or equal to the maximum safe braking distance, determining the deceleration according to a preset formula based on the distance between the obstacle and the automobile and the current running speed of the automobile.
Optionally, when the decision module 703 determines the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration, it may be specifically configured to:
Multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset first standard deceleration to obtain a second product;
and adding the first product, the second product and the correction distance to obtain the maximum safe braking distance of the automobile at the current speed.
Optionally, the decision module 703 may be specifically configured to, when determining the deceleration according to a preset formula based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle:
multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset second standard deceleration to obtain a third product;
adding the first product, the third product and the correction distance to obtain the minimum safe braking distance of the automobile at the current speed;
determining the first standard deceleration as a deceleration if a distance between the target obstacle and the automobile is between the minimum safe braking distance and the maximum safe braking distance;
determining the second standard deceleration as a deceleration if the distance between the target obstacle and the automobile is less than the minimum safe braking distance.
optionally, when determining the maximum safe braking distance or the minimum safe braking distance of the automobile at the current speed, the following formula is specifically adopted:
Y＝X*α1*τ+X2*α2/Yn+λ (1)
Wherein, P represents the maximum safe braking distance or the minimum safe distance, X represents the current running speed of the automobile, alpha 1 represents a first correction coefficient, tau represents the preset standard response time, alpha 2 represents a second correction coefficient, and Y represents the preset standard response timenRepresenting a preset standard deceleration, Y when said n takes 11representing a preset first standard deceleration, Y when said n takes 22Indicating a preset second standard deceleration, and said lambda indicates a corrected distance.
Optionally, the decision module 703 is specifically configured to, when determining the deceleration according to a preset formula based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle:
the distance between the target obstacle and the automobile is differenced with the corrected distance to obtain a first difference value;
Subtracting the product of the first difference value and the current running speed of the automobile and the assumed collision time to obtain a second difference value;
dividing twice the second difference by the square of the assumed time of collision yields the deceleration.
alternatively, the deceleration is determined using the formula:
Y＝(P-λ-X*τ-X*t)/t/t (2)
Wherein Y represents a deceleration, P represents a distance between a target obstacle and the automobile, λ represents a corrected distance, τ represents a preset standard response time, and t represents a hypothetical collision time.
Optionally, a target obstacle is determined according to the obstacle position and the obstacle type, and the target obstacle is a non-collision obstacle closest to the vehicle tail, and specifically includes:
Determining a candidate obstacle closest to the vehicle tail based on the obstacle position;
Determining an obstacle which cannot be collided from the candidate obstacles as a target obstacle based on the obstacle type; alternatively, the first and second electrodes may be,
determining a candidate obstacle that is not collidable based on the obstacle type;
And determining an obstacle closest to the tail of the vehicle as a target obstacle from the candidate obstacles based on the obstacle position.
Optionally, the attribute parameters further include: confidence of the obstacle;
The sensing fusion module 702, when determining a non-crashable obstacle, may be specifically configured to:
if each obstacle has a group of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the group of attribute parameters;
and if each obstacle has multiple groups of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the attribute parameters with the maximum confidence coefficient.
according to the technical scheme, when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types; determining a target obstacle according to the obstacle position and the obstacle type; determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile; and performing braking control on the automobile during the reverse running on the basis of the deceleration. Therefore, whether braking is needed or not can be judged according to at least one group of attribute parameters, proper deceleration is determined to carry out automatic braking control, the collision problem caused by error identification or artificial braking is effectively avoided, and the backing experience of a user is improved.
referring to fig. 8, in a specific embodiment, the sensing acquisition module 701 may specifically be: an ultrasonic data processing module 801, a millimeter wave data processing module 802, and a visual data processing module 803; the sensing fusion module 702 may specifically be a multi-sensor fusion module 804; the decision module 703 and the braking module 704 correspond to the decision control module 805 in this embodiment.
The embodiment of the application also provides an automobile brake control system, which comprises the automobile brake control device, at least one ultrasonic sensor, at least one millimeter wave radar and a look-around camera;
the ultrasonic sensor is used for acquiring attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
the millimeter wave radar is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
The all-round-looking camera is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range.
An embodiment of the present specification further provides an automobile, which includes the automobile brake control device according to any one of the above embodiments, at least one ultrasonic sensor, at least one millimeter wave radar, and a look-around camera, and in addition, the automobile further includes other structural parts of the existing automobile, for example: transmitters, brake systems, etc., which are not described herein.
according to the technical scheme, when the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types; determining a target obstacle according to the obstacle position and the obstacle type; determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile; and performing braking control on the automobile during the reverse running on the basis of the deceleration. Therefore, whether braking is needed or not can be judged according to at least one group of attribute parameters, proper deceleration is determined to carry out automatic braking control, the collision problem caused by error identification or artificial braking is effectively avoided, and the backing experience of a user is improved.
In short, the above description is only a preferred embodiment of the present disclosure, and is not intended to limit the scope of the present disclosure. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present specification shall be included in the protection scope of the present specification.
The systems, devices, modules or units illustrated in the above embodiments may be implemented by a computer chip or an entity, or by a product with certain functions. One typical implementation device is a computer. In particular, the computer may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.
computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
it should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
the embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
Claims (15)
1. A brake control method for a vehicle, the method comprising:
When the automobile runs in a reverse mode, at least one group of attribute parameters of each obstacle at the tail of the automobile are obtained, wherein the attribute parameters at least comprise obstacle positions and obstacle types;
determining a target obstacle according to the obstacle position and the obstacle type, wherein the target obstacle is an incorruptable obstacle closest to the tail of the vehicle;
Determining a deceleration based on the obstacle position of the target obstacle and the current running speed of the automobile;
And performing braking control on the automobile during the reverse running on the basis of the deceleration.
2. The method of claim 1, wherein determining the deceleration based on the obstacle position of the target obstacle and the current travel speed of the vehicle comprises:
determining a distance between the target obstacle and the automobile based on the obstacle position in the set of attribute parameters if the target obstacle has the set of attribute parameters; if the target obstacle has multiple groups of attribute parameters, fitting the positions of the obstacles in the multiple groups of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles;
And determining the deceleration according to the distance between the target obstacle and the automobile and the current running speed of the automobile.
3. The method of claim 2, wherein the attribute parameters further comprise: confidence of the obstacle;
Fitting the positions of the obstacles in the multiple sets of attribute parameters, and determining the distance between the target obstacle and the automobile based on the fitted positions of the obstacles, specifically comprising:
Selecting matched weights for each group of attribute parameters from a preset weight set respectively according to the confidence coefficients of the obstacles in the multiple groups of attribute parameters;
And carrying out weighted average on the positions of the obstacles in the multiple groups of attribute parameters to obtain the distance between the target obstacle and the automobile.
4. The method according to claim 3, wherein selecting the matched weight for each set of attribute parameters from a preset weight set according to the confidence of the obstacle in the plurality of sets of attribute parameters respectively comprises:
Determining confidence levels of the multiple groups of attribute parameters according to the values of the confidence levels of the obstacles in the multiple groups of attribute parameters;
and selecting the weight of the matched level for each group of attribute parameters from a preset weight set respectively according to the confidence level.
5. The method according to claim 2, wherein determining the deceleration based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle comprises:
Determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and a preset first standard deceleration;
Determining that the current deceleration is zero if the distance between the target obstacle and the automobile is greater than the maximum safe braking distance;
And if the distance between the target obstacle and the automobile is smaller than or equal to the maximum safe braking distance, determining the deceleration according to a preset formula based on the distance between the target obstacle and the automobile and the current running speed of the automobile.
6. the method according to claim 5, wherein determining the maximum safe braking distance of the automobile at the current speed according to the current running speed of the automobile and the preset first standard deceleration specifically comprises:
multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
Multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset first standard deceleration to obtain a second product;
and adding the first product, the second product and the correction distance to obtain the maximum safe braking distance of the automobile at the current speed.
7. The method of claim 6, wherein determining the deceleration based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle according to a preset formula comprises:
Multiplying the current running speed of the automobile by a first correction coefficient and preset standard response time to obtain a first product;
multiplying the square of the current running speed of the automobile with a second correction coefficient and the reciprocal of a preset second standard deceleration to obtain a third product;
adding the first product, the third product and the correction distance to obtain the minimum safe braking distance of the automobile at the current speed;
Determining the first standard deceleration as a deceleration if a distance between the target obstacle and the automobile is between the minimum safe braking distance and the maximum safe braking distance;
Determining the second standard deceleration as a deceleration if the distance between the target obstacle and the automobile is less than the minimum safe braking distance.
8. the method according to claim 6 or 7, characterized in that when determining the maximum safe braking distance or the minimum safe braking distance of the vehicle at the current vehicle speed, the following formula is used:
P＝X*α1*τ+X2*α2/Yn+λ (1)
Wherein, P represents the maximum safe braking distance or the minimum safe distance, X represents the current running speed of the automobile, alpha 1 represents a first correction coefficient, tau represents the preset standard response time, alpha 2 represents a second correction coefficient, and Y represents the preset standard response timenrepresenting a preset standard deceleration, Y when said n takes 11representing a preset first standard deceleration, Y when said n takes 22indicating a preset second standard deceleration, and said lambda indicates a corrected distance.
9. The method according to claim 5, wherein determining the deceleration based on the distance between the target obstacle and the vehicle and the current driving speed of the vehicle according to a preset formula comprises:
The distance between the target obstacle and the automobile is differenced with the corrected distance to obtain a first difference value;
Subtracting the product of the first difference value and the current running speed of the automobile and the assumed collision time to obtain a second difference value;
Dividing twice the second difference by the square of the assumed time of collision yields the deceleration.
10. a method according to claim 9, characterized in that the deceleration is determined by means of the formula:
Y＝(P-λ-X*τ-X*t)/t/t (2)
wherein Y represents a deceleration, P represents a distance between a target obstacle and the automobile, λ represents a corrected distance, τ represents a preset standard response time, and t represents a hypothetical collision time.
11. the method of claim 1, wherein determining a target obstacle as the closest non-crashable obstacle to the vehicle tail based on the obstacle location and the obstacle type comprises:
Determining a candidate obstacle closest to the vehicle tail based on the obstacle position;
determining an obstacle which cannot be collided from the candidate obstacles as a target obstacle based on the obstacle type; alternatively, the first and second electrodes may be,
Determining a candidate obstacle that is not collidable based on the obstacle type;
And determining an obstacle closest to the tail of the vehicle as a target obstacle from the candidate obstacles based on the obstacle position.
12. the method of claim 11, wherein the attribute parameters further comprise: confidence of the obstacle;
When determining the non-collision obstacle, the method specifically comprises the following steps:
if each obstacle has a group of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the group of attribute parameters;
And if each obstacle has multiple groups of attribute parameters, judging whether each obstacle is an obstacle which cannot be collided according to the obstacle type in the attribute parameters with the maximum confidence coefficient.
13. a brake control apparatus for an automobile, characterized by comprising:
the system comprises a sensing acquisition module, a data acquisition module and a data processing module, wherein the sensing acquisition module is used for acquiring at least one group of attribute parameters of each obstacle at the tail of a vehicle when the vehicle runs in a reverse mode, and the attribute parameters at least comprise obstacle positions and obstacle types;
the sensing fusion module is used for determining a target obstacle according to the obstacle position and the obstacle type, wherein the target obstacle is an incorruptable obstacle closest to the tail of the vehicle;
A decision module for determining a deceleration based on an obstacle position of the target obstacle and a current driving speed of the vehicle;
And the braking module is used for braking and controlling the automobile during the reverse running on the basis of the deceleration.
14. A vehicle brake control system for performing the method of claims 1-12, comprising: the automotive brake control device of claim 13, and at least one ultrasonic sensor, at least one millimeter wave radar and a look-around camera;
the ultrasonic sensor is used for acquiring attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
The millimeter wave radar is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range;
the all-round-looking camera is used for collecting attribute parameters of an obstacle closest to the tail of the vehicle in a monitorable range.
15. a vehicle comprising the vehicle brake control system of claim 14.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910943847.6A CN110562221A (en) | 2019-09-30 | 2019-09-30 | automobile and brake control method, device and system thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910943847.6A CN110562221A (en) | 2019-09-30 | 2019-09-30 | automobile and brake control method, device and system thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110562221A true CN110562221A (en) | 2019-12-13 |
Family
ID=68783866
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910943847.6A Pending CN110562221A (en) | 2019-09-30 | 2019-09-30 | automobile and brake control method, device and system thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110562221A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111252066A (en) * | 2020-01-19 | 2020-06-09 | 一汽解放汽车有限公司 | Emergency braking control method and device, vehicle and storage medium |
| CN111638520A (en) * | 2020-05-15 | 2020-09-08 | 安徽江淮汽车集团股份有限公司 | Obstacle recognition method, obstacle recognition device, electronic device and storage medium |
| CN112158197A (en) * | 2020-08-21 | 2021-01-01 | 恒大新能源汽车投资控股集团有限公司 | Vehicle blind area obstacle avoiding method, device and system |
| CN113060131A (en) * | 2021-04-16 | 2021-07-02 | 中国第一汽车股份有限公司 | Obstacle map generation method and device, vehicle and storage medium |
| CN113085839A (en) * | 2021-04-14 | 2021-07-09 | 北京云迹科技有限公司 | Robot braking method and related equipment |
| CN113561971A (en) * | 2021-08-19 | 2021-10-29 | 深圳市豪恩汽车电子装备股份有限公司 | Emergency braking auxiliary method and device for motor vehicle and computer readable storage medium |
| CN117184016A (en) * | 2023-11-03 | 2023-12-08 | 金琥新能源汽车(成都)有限公司 | Automatic braking method, equipment and medium for commercial vehicle |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104290730A (en) * | 2014-06-20 | 2015-01-21 | 郑州宇通客车股份有限公司 | Radar and video information fusing method applied to advanced emergency brake system |
| CN105291965A (en) * | 2015-11-04 | 2016-02-03 | 石海水 | Automobile anti-collision method and device |
| CN107067753A (en) * | 2017-05-23 | 2017-08-18 | 东南大学 | It is a kind of based on safety driving distance with car automatic Pilot method |
| JP2017210017A (en) * | 2016-05-23 | 2017-11-30 | 株式会社Ｓｕｂａｒｕ | Vehicle retreat support system |
| CN108430831A (en) * | 2016-12-30 | 2018-08-21 | 华为技术有限公司 | A kind of method and its relevant device of reversing image procossing |
| CN108556827A (en) * | 2018-04-13 | 2018-09-21 | 深圳市路畅智能科技有限公司 | Reversing anticollision intelligent assistance system and control method based on laser ranging Yu ACF algorithms |
| CN109305165A (en) * | 2017-07-28 | 2019-02-05 | 现代摩比斯株式会社 | Intelligent ultrasound system, rear of vehicle collision-warning device and its control method |
-
2019
- 2019-09-30 CN CN201910943847.6A patent/CN110562221A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104290730A (en) * | 2014-06-20 | 2015-01-21 | 郑州宇通客车股份有限公司 | Radar and video information fusing method applied to advanced emergency brake system |
| CN105291965A (en) * | 2015-11-04 | 2016-02-03 | 石海水 | Automobile anti-collision method and device |
| JP2017210017A (en) * | 2016-05-23 | 2017-11-30 | 株式会社Ｓｕｂａｒｕ | Vehicle retreat support system |
| CN108430831A (en) * | 2016-12-30 | 2018-08-21 | 华为技术有限公司 | A kind of method and its relevant device of reversing image procossing |
| CN107067753A (en) * | 2017-05-23 | 2017-08-18 | 东南大学 | It is a kind of based on safety driving distance with car automatic Pilot method |
| CN109305165A (en) * | 2017-07-28 | 2019-02-05 | 现代摩比斯株式会社 | Intelligent ultrasound system, rear of vehicle collision-warning device and its control method |
| CN108556827A (en) * | 2018-04-13 | 2018-09-21 | 深圳市路畅智能科技有限公司 | Reversing anticollision intelligent assistance system and control method based on laser ranging Yu ACF algorithms |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111252066A (en) * | 2020-01-19 | 2020-06-09 | 一汽解放汽车有限公司 | Emergency braking control method and device, vehicle and storage medium |
| CN111638520A (en) * | 2020-05-15 | 2020-09-08 | 安徽江淮汽车集团股份有限公司 | Obstacle recognition method, obstacle recognition device, electronic device and storage medium |
| CN112158197A (en) * | 2020-08-21 | 2021-01-01 | 恒大新能源汽车投资控股集团有限公司 | Vehicle blind area obstacle avoiding method, device and system |
| CN112158197B (en) * | 2020-08-21 | 2021-08-27 | 恒大新能源汽车投资控股集团有限公司 | Vehicle blind area obstacle avoiding method, device and system |
| CN113085839A (en) * | 2021-04-14 | 2021-07-09 | 北京云迹科技有限公司 | Robot braking method and related equipment |
| CN113060131A (en) * | 2021-04-16 | 2021-07-02 | 中国第一汽车股份有限公司 | Obstacle map generation method and device, vehicle and storage medium |
| CN113561971A (en) * | 2021-08-19 | 2021-10-29 | 深圳市豪恩汽车电子装备股份有限公司 | Emergency braking auxiliary method and device for motor vehicle and computer readable storage medium |
| CN117184016A (en) * | 2023-11-03 | 2023-12-08 | 金琥新能源汽车(成都)有限公司 | Automatic braking method, equipment and medium for commercial vehicle |
| CN117184016B (en) * | 2023-11-03 | 2024-01-19 | 金琥新能源汽车(成都)有限公司 | Automatic braking method, equipment and medium for commercial vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110562221A (en) | automobile and brake control method, device and system thereof | |
| US9610945B2 (en) | Collision mitigation and avoidance | |
| US10657393B2 (en) | Device and a method for distinguishing between traversable and nontraversable objects | |
| JP6714513B2 (en) | An in-vehicle device that informs the navigation module of the vehicle of the presence of an object | |
| US10446033B2 (en) | Vehicle detection and avoidance | |
| CN110632921A (en) | Robot path planning method and device, electronic equipment and storage medium | |
| CN111201448B (en) | Method and device for generating an inverted sensor model and method for identifying obstacles | |
| CN112781887A (en) | Method, device and system for testing vehicle performance | |
| JP2003168197A (en) | Method and device for recognizing traveling circumstance | |
| CN111873989B (en) | Vehicle control method and device | |
| KR20170079096A (en) | Intelligent black-box for vehicle | |
| CN109815555B (en) | Environment modeling capability evaluation method and system for automatic driving vehicle | |
| GB2576206A (en) | Sensor degradation | |
| JP2020080114A (en) | Notification device | |
| CN110718094A (en) | Collision early warning method, device and equipment | |
| CN112313536B (en) | Object state acquisition method, movable platform and storage medium | |
| US20190359218A1 (en) | Blind spot detection | |
| CN117765508A (en) | Method, device and equipment for detecting non-running area of vehicle | |
| CN113049264B (en) | Test system and method for advanced driving assistance system of vehicle | |
| CN113119993A (en) | Vehicle and control method thereof | |
| CN116853235A (en) | Collision early warning method, device, computer equipment and storage medium | |
| US11948461B2 (en) | Information processing device, information processing method, and program | |
| CN115639825A (en) | Obstacle avoidance method and system for robot | |
| CN115661014A (en) | Point cloud data processing method and device, electronic equipment and storage medium | |
| JP2017125702A (en) | Object detection device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20201209 Address after: Room 1402, basement and building T7, Nansha Jinmao Bay, No.01, jinmaozhong 2nd Street, Huangge Town, Nansha District, Guangzhou City, Guangdong Province Applicant after: Hengda hengchi new energy automobile technology (Guangdong) Co., Ltd Address before: Room 1403, basement and building T7, Nansha Jinmao Bay, No.01, Jinmao middle street, Huangge Town, Nansha District, Guangzhou, Guangdong Province Applicant before: Evergrande new energy vehicle technology (Guangdong) Co.,Ltd. |
|
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20191213 |