CN112109707B - Emergency lane keeping auxiliary method for VRU - Google Patents
Emergency lane keeping auxiliary method for VRU Download PDFInfo
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- CN112109707B CN112109707B CN202010929111.6A CN202010929111A CN112109707B CN 112109707 B CN112109707 B CN 112109707B CN 202010929111 A CN202010929111 A CN 202010929111A CN 112109707 B CN112109707 B CN 112109707B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/10—Path keeping
- B60W30/12—Lane keeping
Abstract
The invention relates to the technical field of automobile safety control, in particular to an emergency lane keeping auxiliary method for a VRU. After judging that the self-vehicle has a tendency of deviating from a self-lane, collecting VRU target information and lane line information around the self-vehicle, judging whether the current situation of the self-vehicle accords with the starting condition of emergency self-vehicle deviation correction according to the VRU target information and the lane line information around the self-vehicle, if so, judging whether the self-vehicle and the target VRU are likely to collide according to the self-vehicle deviation track, if so, obtaining the self-vehicle deviation correction track for avoiding the collision between the self-vehicle and the target VRU, judging whether the self-vehicle deviation correction track meets the set requirement, and if so, correcting the deviation according to the self-vehicle deviation correction track; the target VRU is a VRU in a set area of the self-vehicle. The method of the invention avoids the collision between the vehicle and the VRUs on the two sides of the self lane, and greatly improves the driving safety of the vehicle.
Description
Technical Field
The invention relates to the technical field of automobile safety control, in particular to an emergency lane keeping auxiliary method for a VRU.
Background
The emergency lane keeping auxiliary system (ELKA) detects target information of an adjacent lane and a self lane through an environment perception sensor (a front radar/a front camera), and if the system judges that a self vehicle deviates from the self lane and has collision risk with a target of the adjacent lane, the system can automatically and emergently steer to help a driver to return to the self lane to avoid collision. At present, the ELKA can only carry out emergency lane keeping assistance on vehicles in adjacent lanes, automatic emergency steering is not carried out on weak road users (VRU), and the vehicles are in danger of colliding or scraping VRU (non-motor vehicle lane) when deviating from the lane. At present, an automatic braking system (AEB) can automatically and emergently brake a VRU, but the AEB may not be completely braked due to the limitation of maximum speed drop, and the AEB brake needs high reliability and coincidence degree, so that the condition that the AEB cannot brake but has collision risk exists, and the AEB brake also has the risk that a vehicle is knocked into the rear, so that a good control method is not provided for the VRU collision scene of an adjacent lane at present.
Disclosure of Invention
The present invention is to solve the above-mentioned drawbacks of the background art, and to provide an emergency lane keeping assist method for a VRU.
The technical scheme of the invention is as follows: an emergency lane keeping assist method for a VRU, characterized in that: after judging that the self-vehicle has a tendency of deviating from a self-lane, collecting VRU target information and lane line information around the self-vehicle, judging whether the current situation of the self-vehicle accords with the starting condition of emergency self-vehicle deviation correction according to the VRU target information and the lane line information around the self-vehicle, if so, judging whether the self-vehicle and the target VRU are likely to collide according to the self-vehicle deviation track, if so, obtaining the self-vehicle deviation correction track for avoiding the collision between the self-vehicle and the target VRU, judging whether the self-vehicle deviation correction track meets the set requirement, and if so, correcting the deviation according to the self-vehicle deviation correction track; the target VRU is a VRU in a set area of the self-vehicle.
The method for judging the tendency of the vehicle to deviate from the lane further comprises the following steps: the course of the self-vehicle points to the lane line, and the tire edge of the self-vehicle wheel presses the inner edge of the lane line within the set time to set the width, namely, the self-vehicle is judged to have the tendency of deviating from the self-lane.
Further, the starting condition of the emergency deviation correction of the self-vehicle comprises the following steps: the speed of the vehicle is within the set speed range, VRU in the collected target information is within the set area, the lane lines on two sides of the vehicle lane are clear, and the curvature radius of the lane lines is larger than the set radius.
Further, the method for judging whether the self vehicle and the target VRU are likely to collide or not according to the deviation track of the self vehicle comprises the following steps: and judging whether the deviation track of the self-vehicle intersects with the target VRU or not, if so, proving that the self-vehicle possibly collides with the target VRU, otherwise, not colliding.
And further judging whether the deviation track of the self-vehicle intersects with the movement track of the target VRU or not, if the two tracks intersect, proving that the self-vehicle possibly collides with the target VRU, otherwise, the self-vehicle does not collide.
The method for judging whether the deviation rectifying track of the self-vehicle meets the set requirement comprises the following steps: and judging whether the deviation rectifying process of rectifying deviation according to the deviation rectifying track of the self-vehicle meets a first deviation rectifying setting requirement or not and whether the deviation rectified deviation meets a second deviation rectifying setting requirement or not.
The first deviation rectifying setting requirement further comprises that the lateral acceleration obtained by rectifying according to the deviation rectifying track of the self-vehicle is within a set lateral acceleration range, and the minimum distance between the self-vehicle and the target VRU in the deviation rectifying process is not less than a calibration value.
And further, the second deviation rectifying setting requirement comprises that the deviation rectifying track of the self-vehicle does not intersect with the reference object at the front part and the side part of the self-vehicle.
The further method for rectifying deviation of the self-vehicle comprises the following steps: and controlling an electronic power-assisted steering system of the automobile to apply steering torque to the self-automobile so that the self-automobile is steered and corrected according to the required lateral acceleration.
And further, if the automatic braking system of the self-vehicle is triggered in the process of deviating from the self-lane, the automatic deviation rectification of the self-vehicle is not carried out.
The VRU is detected by utilizing a vehicle-mounted front radar, a front camera or an angle radar, only the algorithm logic aiming at the VRU needs to be added on the basis of the conventional common ELKA system, and no hardware cost increment exists; the movement states of the target objects of the lane and the adjacent lanes, including road users such as vehicles, pedestrians and bicycles, are fully considered, the situation that the original ELKA system only considers the vehicles of the adjacent lanes is optimized, and the scenes of the ELKA on the VRU are increased; aiming at the VRU scene of the adjacent lane, the system judges that when the vehicle cannot avoid collision through AEB braking, the system applies torque to the steering system to pull the vehicle into the adjacent lane in an emergency manner, so that the collision between the vehicle and the VRU of the adjacent lane is effectively avoided, and the driving safety of the VRU on the roadside is guaranteed.
The method adds an emergency lane auxiliary method aiming at the VRU on the basis of the traditional ELKA system, avoids the collision between the vehicle and the VRU at the two sides of the self lane, fully considers the road conditions of other vehicles and various VRUs, greatly improves the driving safety of the vehicle and has great popularization value.
Drawings
FIG. 1: the invention discloses a deviation rectifying schematic diagram of a self-vehicle.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The auxiliary system of the embodiment comprises an automobile front radar, a front camera, a perception fusion and planning decision module, an instrument HMI module, a steering system control module and automobile motion information (automobile speed, transverse acceleration and yaw rate). The front radar and the front camera of the embodiment sense a visual angle (FOV) larger than 90 degrees, the front radar and the front camera are used for detecting a target vehicle motion state (a relative distance between a vehicle and a target, a relative vehicle speed, a target type, a position of the target relative to a lane line, a position of the vehicle relative to the lane and a motion track of the target) of the lane and an adjacent lane, a sensing fusion and planning decision module receives signals of the radar and the camera, the motion track of the vehicle and the motion track of a target VRU (the VRU of the embodiment can be a pedestrian, a bicycle, an electric vehicle or other road users) are virtualized according to vehicle motion information, the motion track of the target VRU is continuously tracked, whether the vehicle track intersects with the motion track of the target VRU or not is judged, and if the vehicle track intersects with the target VRU and the confidence coefficient is high, it is proved that the vehicle and the target VRU have a collision risk.
The conditions under which the assist system of the present embodiment starts the emergency lane keeping assist include: the method includes the steps that the vehicle has a tendency of deviating from a lane, the vehicle speed is within a set vehicle speed range (namely, the vehicle speed V1 in fig. 1 is within the set vehicle speed range, the set vehicle speed range is obtained through calibration, the method is set to be 40-80 km/h for urban road conditions), VRU is located in a set area in collected target information, lane lines on two sides of the lane are clear, and the curvature radius of the lane lines is larger than 500 m. Only when the above situations all occur, the emergency lane keeping assist system of the present embodiment is activated. The method for judging the tendency of the vehicle to deviate from the lane comprises the following steps: the course of the self-vehicle points to the lane line, and the tire edge of the wheel of the self-vehicle presses the inner edge of the lane line within the set time (0.7s) for the set width (0.2m), namely, the self-vehicle is judged to have the tendency of deviating from the lane.
After the emergency lane keeping assist is started, a front radar and a front camera acquire the relative longitudinal distance (such as h1 in fig. 1) between the vehicle and the VRU right in front of and on the left and right lanes, the relative transverse distance and the relative vehicle speed, the position of the vehicle relative to the lane line and the position of the VRU relative to the lane line, a deviation track of the vehicle is virtualized (such as the track with the arrow dotted line in fig. 1) and the motion track of a target VRU (in the practical application process, the target VRU may be static or moving), and the two tracks are compared and analyzed (whether the static VRU coincides with the deviation track of the vehicle or not is only required to be seen), and if the two tracks intersect, it is proved that the vehicle may collide with the target VRU.
The VRU of the present embodiment is triggered only when it is located in the set area, which is the area where the VRU is located 0.2m inside and 0.6m outside the lane line of the own lane in front of the own vehicle, and only the VRU located in this range is taken as the target VRU, as shown in fig. 1.
When collision is possible, in order to avoid collision, the self-vehicle selects a transverse acceleration (as shown in a figure 1) according to the current vehicle speed, the longitudinal distance between the self-vehicle and the target VRU and a transverse distance reference empirical value, the system performs virtual deviation correction according to the transverse acceleration to obtain a virtual deviation correction track (as shown in a solid line track with an arrow in the figure 1), and if the selected transverse acceleration is within a set transverse acceleration range and the minimum distance between the self-vehicle and the target VRU in the deviation correction track of the self-vehicle, which is subjected to deviation correction according to the transverse acceleration, is not less than a standard value (as shown in a figure 1 as h2), the current condition of the self-vehicle is proved to meet the first deviation correction setting requirement.
The set transverse acceleration range of the embodiment is obtained through calibration, transverse acceleration which is acceptable by most drivers when the calibration vehicle is used for correcting under the conditions of different vehicle speeds, different longitudinal distances and transverse distances between the calibration vehicle and the test VRU is obtained through a large number of calibration tests, and the transverse acceleration range obtained through calibration is stored in a system and can be directly called when the system is used. The calibration value of the embodiment is 0.4m (as h2 in fig. 1, fig. 1 is a limit case, that is, the minimum distance between the vehicle and the target VRU is just equal to the calibration value), and the calibration value can be adaptively set according to the vehicle condition in actual use.
During actual operation, the system can select the transverse acceleration smaller than the lower limit of the set transverse acceleration range to simulate the deviation rectifying track of the self-vehicle, and if the deviation rectifying track of the self-vehicle meets the condition that the minimum distance between the self-vehicle and the target VRU is not smaller than a calibration value in the deviation rectifying process, the fact that a driver can automatically rectify the deviation is proved, and automatic deviation rectification is not needed. When the deviation rectifying track formed by the transverse acceleration cannot meet the requirement that the minimum distance between the self-vehicle and the target VRU is not smaller than a calibrated value in the deviation rectifying process, the transverse acceleration is gradually increased until the obtained transverse acceleration is within a set transverse acceleration range.
And then judging whether the self-vehicle and the reference objects in front of and at the left and right sides of the self-vehicle are likely to collide according to the movement conditions of the reference objects (the reference objects can be moving or static objects at the front and the side of the self-vehicle) at the front and the left and right sides of the self-vehicle, which are acquired by the front radar and the front camera, and if the deviation-correcting track of the self-vehicle is not crossed with the reference objects at the front and the left and right sides of the self-vehicle, the condition of the deviation-correcting track of the self-vehicle is proved to meet the second deviation-correcting setting requirement.
After the self-vehicle meets the first deviation-rectifying setting requirement and the second deviation-rectifying setting requirement, the self-vehicle starts to rectify deviation, an electronic power steering system of the vehicle is controlled to apply steering torque to the self-vehicle, the self-vehicle is enabled to steer and rectify deviation according to the required transverse acceleration, the vehicle is pulled back to a self-lane, collision is avoided, and meanwhile, the CAN communication is used for sending alarm information to the HMI module to warn a driver.
The specific control flow is carried out according to the following steps:
1. collecting relative longitudinal distance, relative transverse distance and relative speed between the vehicle and VRU (virtual reference Unit) of a right front lane and a left lane, the position of the vehicle relative to a lane line and the position of the VRU relative to the lane line;
2. when the self-vehicle deviates from the lane, the speed of the self-vehicle is greater than the set speed, and VRU (virtual reference Unit) in the collected target information is in the set area, calculating the deviation track of the self-vehicle, if the deviation track of the self-vehicle is crossed with the VRU, the collision risk is proved, otherwise, the collision risk is avoided;
3. acquiring the lateral acceleration required by avoiding collision when the collision risk exists, virtualizing a self-vehicle deviation rectifying track corresponding to the lateral acceleration according to the lateral acceleration, and if the lateral acceleration is within a set lateral acceleration range and the minimum distance between a self-vehicle and a target VRU in the self-vehicle deviation rectifying track corresponding to the lateral acceleration is not less than a calibration value, meeting a first deviation rectifying setting requirement;
4. if the self-vehicle meets the first deviation rectifying setting requirement, the AEB is not triggered in the deviation process of the self-vehicle, and the deviation rectifying track of the self-vehicle is not crossed with other reference objects at the front and the side of the self-vehicle, namely the second deviation rectifying setting requirement is met, the system starts to control the EPS to apply steering torque, the self-vehicle is pulled back to the self-vehicle lane from the deviated lane, the deviation rectifying is completed, and the HMI is used for informing a driver.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (8)
1. An emergency lane keeping assist method for a VRU, characterized in that: after judging that the self-vehicle has a tendency of deviating from a self-lane, collecting VRU target information and lane line information around the self-vehicle, judging whether the current situation of the self-vehicle accords with the starting condition of emergency self-vehicle deviation correction according to the VRU target information and the lane line information around the self-vehicle, if so, judging whether the self-vehicle and the target VRU are likely to collide according to the self-vehicle deviation track, if so, obtaining the self-vehicle deviation correction track for avoiding the collision between the self-vehicle and the target VRU, judging whether the self-vehicle deviation correction track meets the set requirement, and if so, correcting the deviation according to the self-vehicle deviation correction track; the target VRU is a VRU in a set area of the self-vehicle;
the method for judging whether the self vehicle and the target VRU are likely to collide or not according to the self vehicle deviation track comprises the following steps: judging whether the deviation track of the self-vehicle is crossed with the target VRU or not, if so, proving that the self-vehicle possibly collides with the target VRU, otherwise, not colliding;
and judging whether the deviation track of the self-vehicle is crossed with the motion track of the target VRU or not, if the two tracks are crossed, proving that the self-vehicle possibly collides with the target VRU, otherwise, avoiding collision.
2. An emergency lane keeping assist method for a VRU according to claim 1, wherein: the method for judging the tendency of the vehicle to deviate from the lane comprises the following steps: the course of the self-vehicle points to the lane line, and the tire edge of the self-vehicle wheel presses the inner edge of the lane line within the set time to set the width, namely, the self-vehicle is judged to have the tendency of deviating from the self-lane.
3. An emergency lane keeping assist method for a VRU according to claim 1, wherein: the starting conditions of the emergency self-vehicle deviation correction comprise: the speed of the vehicle is within the set speed range, VRU in the collected target information is within the set area, the lane lines on two sides of the vehicle lane are clear, and the curvature radius of the lane lines is larger than the set radius.
4. An emergency lane keeping assist method for a VRU according to claim 1, wherein: the method for judging whether the deviation rectifying track of the self-vehicle meets the set requirement comprises the following steps: and judging whether the deviation rectifying process of rectifying deviation according to the deviation rectifying track of the self-vehicle meets a first deviation rectifying setting requirement or not and whether the deviation rectified deviation meets a second deviation rectifying setting requirement or not.
5. An emergency lane keeping assist method for a VRU according to claim 4, wherein: the first deviation rectification setting requirement comprises that the lateral acceleration obtained by deviation rectification according to the deviation rectification track of the self-vehicle is within a set lateral acceleration range, and the minimum distance between the self-vehicle and the target VRU in the deviation rectification process is not less than a calibration value.
6. An emergency lane keeping assist method for a VRU according to claim 4 or 5, wherein: the second deviation rectifying setting requirement comprises that the deviation rectifying track of the bicycle is not crossed with the front reference object and the side reference object of the bicycle.
7. An emergency lane keeping assist method for a VRU according to claim 1, wherein: the method for correcting the deviation of the self-vehicle comprises the following steps: and controlling an electronic power-assisted steering system of the automobile to apply steering torque to the self-automobile so that the self-automobile is steered and corrected according to the required lateral acceleration.
8. An emergency lane keeping assist method for a VRU according to claim 1, wherein: if the self-vehicle triggers the automatic braking system of the self-vehicle in the process of deviating from the self-lane, the automatic deviation rectification is not carried out on the self-vehicle.
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| CN112937569B (en) * | 2021-02-20 | 2022-10-11 | 福瑞泰克智能系统有限公司 | Emergency steering auxiliary method and device facing lane boundary |
| CN113619579A (en) * | 2021-09-08 | 2021-11-09 | 东风汽车集团股份有限公司 | Control method for realizing emergency lane keeping function of multi-lane scene |
| CN113928305B (en) * | 2021-10-26 | 2024-01-09 | 浙江吉利控股集团有限公司 | Lane keeping method, lane keeping device, vehicle and storage medium |
| CN114148326B (en) * | 2021-11-23 | 2023-08-22 | 重庆长安汽车股份有限公司 | Intelligent offset control method, system, vehicle and storage medium for integrated adaptive cruise system |
| CN113978460A (en) * | 2021-12-08 | 2022-01-28 | 广州小鹏自动驾驶科技有限公司 | Vehicle running control method and device |
| CN114187764B (en) * | 2022-02-16 | 2022-05-13 | 深圳佑驾创新科技有限公司 | Method for rapidly detecting collision risk degree aiming at VRU (virtual Router Unit) passing scene |
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