CN112277938A - Vehicle control method, device, storage medium, active safety system and vehicle - Google Patents
Vehicle control method, device, storage medium, active safety system and vehicle Download PDFInfo
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- CN112277938A CN112277938A CN202011112934.6A CN202011112934A CN112277938A CN 112277938 A CN112277938 A CN 112277938A CN 202011112934 A CN202011112934 A CN 202011112934A CN 112277938 A CN112277938 A CN 112277938A
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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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- 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
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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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
Abstract
The present disclosure relates to a vehicle control method, apparatus, storage medium, active safety system, and vehicle, the method comprising: acquiring running state information of a vehicle, wherein the running state information comprises a forward collision time value and a backward collision time value of the vehicle; the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle, the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle; determining that the vehicle is at risk of a forward collision based on the forward time-to-collision value and determining that the vehicle is at risk of a backward collision based on the backward time-to-collision value; determining a forward collision risk value of the vehicle according to the forward collision time value, and determining a backward collision risk value of the vehicle according to the backward collision time value; and if the forward collision risk value is greater than the backward collision risk value, performing braking operation on the vehicle.
Description
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a vehicle control method, apparatus, storage medium, active safety system, and vehicle.
Background
The unmanned automobile is one of intelligent automobiles, and can achieve the purpose of unmanned driving by means of an intelligent driver which is mainly a computer system in the automobile. For example, in a relevant scene, an Automatic Emergency Braking (AEB) system of an unmanned vehicle can detect road condition information according to a sensor on the unmanned vehicle, and determine a current collision risk of the unmanned vehicle according to the road condition information, so as to perform deceleration control on the unmanned vehicle when the unmanned vehicle has the collision risk.
However, the AEB system still has some defects in the operation scenario, such as relatively limited collision detection area, single applicable scenario, and so on.
Disclosure of Invention
An object of the present disclosure is to provide a vehicle control method, apparatus, storage medium, active safety system, and vehicle to at least partially solve the above-mentioned related art problems.
In order to achieve the above object, a first aspect of the embodiments of the present disclosure provides a control method of a vehicle, including:
acquiring running state information of a vehicle, wherein the running state information comprises a forward collision time value and a backward collision time value of the vehicle; wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle;
determining that the vehicle is at risk of a forward collision based on the forward time-to-collision value and determining that the vehicle is at risk of a backward collision based on the backward time-to-collision value;
determining a forward collision risk value of the vehicle according to the forward collision time value, and determining a backward collision risk value of the vehicle according to the backward collision time value;
and if the forward collision risk value is greater than the backward collision risk value, performing braking operation on the vehicle.
Optionally, the method further comprises:
if the forward collision risk value is less than the backward collision risk value, accelerating the vehicle.
Optionally, before accelerating the vehicle, the method further includes:
acquiring image information in front of the vehicle;
determining that a first obstacle in front of the vehicle satisfies a target type through the image information.
Optionally, the determining a forward collision risk value of the vehicle according to the forward collision time value and determining a backward collision risk value of the vehicle according to the backward collision time value includes:
and determining the forward collision risk value according to the forward collision time value and the forward collision loss weight, and determining the backward collision risk value according to the backward collision time value and the backward collision loss weight.
Optionally, the method further comprises:
determining a forward collision loss magnitude for the vehicle based on a first relative velocity between the vehicle and the first obstacle and a longitudinal overlap area between the vehicle and the first obstacle;
determining a rear collision loss degree value of the vehicle according to a second relative speed between the vehicle and the second obstacle and a longitudinal overlapping area between the vehicle and the second obstacle;
and determining the forward collision loss weight and the backward collision loss weight according to the forward collision loss degree value and the backward collision loss degree value.
Optionally, the determining that the vehicle is at risk of a forward collision based on the forward collision time value and determining that the vehicle is at risk of a backward collision based on the backward collision time value comprises:
searching a forward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe braking time value;
if the forward collision time value is smaller than the target safe braking time value, determining that the vehicle has a forward collision risk;
searching a backward control strategy set according to the speed value of the vehicle in the driving state information to obtain a target safe acceleration time value;
if the backward collision time value is smaller than the target safe acceleration time value, determining that the vehicle has a backward collision risk;
the forward control strategy set represents the corresponding relation between the speed of the vehicle and a safe braking time value, and the backward control strategy set represents the corresponding relation between the speed of the vehicle and a safe acceleration time value.
According to a second aspect of the embodiments of the present disclosure, there is provided a control apparatus of a vehicle, including:
the system comprises a first acquisition module, a second acquisition module and a third acquisition module, wherein the first acquisition module is used for acquiring the running state information of a vehicle, and the running state information comprises a forward collision time value and a backward collision time value of the vehicle; wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle;
a first execution module to determine that the vehicle is at risk of a forward collision based on the forward time-to-collision value and to determine that the vehicle is at risk of a backward collision based on the backward time-to-collision value;
the second execution module is used for determining a forward collision risk value of the vehicle according to the forward collision time value and determining a backward collision risk value of the vehicle according to the backward collision time value;
and the braking module is used for braking the vehicle when the forward collision risk value is greater than the backward collision risk value.
Optionally, the method further comprises:
an acceleration module to accelerate the vehicle when the forward collision risk value is less than the backward collision risk value.
Optionally, the apparatus further comprises:
the second acquisition module is used for acquiring image information in front of the vehicle before the vehicle is accelerated by the acceleration module;
the first determination module is used for determining that a first obstacle in front of the vehicle meets a target type through the image information.
Optionally, the second execution module is configured to:
and determining the forward collision risk value according to the forward collision time value and the forward collision loss weight, and determining the backward collision risk value according to the backward collision time value and the backward collision loss weight.
Optionally, the apparatus further comprises:
a second determination module for determining a forward collision loss degree value of the vehicle according to a first relative speed between the vehicle and the first obstacle and a longitudinal overlap area between the vehicle and the first obstacle;
a third determination module for determining a rear collision loss degree value of the vehicle according to a second relative speed between the vehicle and the second obstacle and a longitudinal overlap area between the vehicle and the second obstacle;
and the fourth determining module is used for determining the forward collision loss weight and the backward collision loss weight according to the forward collision loss degree value and the backward collision loss degree value.
Optionally, the first execution module includes:
the searching submodule is used for searching a forward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe braking time value;
a first determining submodule, configured to determine that the vehicle is at a risk of forward collision when the forward collision time value is smaller than the target safe braking time value;
the second searching submodule is used for searching a backward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe acceleration time value;
a second determining submodule, configured to determine that the vehicle has a risk of a backward collision when the backward collision time value is smaller than the target safe acceleration time value;
the forward control strategy set represents the corresponding relation between the speed of the vehicle and a safe braking time value, and the backward control strategy set represents the corresponding relation between the speed of the vehicle and a safe acceleration time value.
According to a third aspect of embodiments of the present disclosure, there is provided a vehicle active safety system comprising:
the image acquisition device is used for acquiring image information around the vehicle;
the distance measuring device is used for acquiring distance information between the vehicle and obstacles around the vehicle;
a processor, connected to the image acquisition device and the ranging device, for performing the steps of the method of any of the first aspect.
According to a fourth aspect of embodiments of the present disclosure, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of any one of the above-mentioned first aspects.
According to a fifth aspect of embodiments of the present disclosure, there is provided a vehicle comprising the vehicle active safety system described in the third aspect above.
Through the technical scheme, whether the vehicle has the forward collision risk and the backward collision risk can be respectively determined based on the forward collision time and the backward collision time of the vehicle in the running process of the vehicle. In the case where the vehicle has both a forward collision risk and a backward collision risk, a forward collision risk value may be determined from the forward collision time value, and a backward collision time risk value may be determined from the backward collision time. In this way, the vehicle may be braked when the forward collision risk value is greater than the backward collision risk value (i.e., the forward collision risk is higher than the backward collision risk), thereby reducing vehicle accident losses. That is to say, the technical scheme can integrate the collision risk in front of the vehicle and the collision risk in the rear of the vehicle to carry out comprehensive decision during vehicle control, so that the accident loss of the vehicle can be reduced. Meanwhile, the mode of comprehensively considering the front and rear collision risks can be suitable for various driving scenes of the vehicle, and the applicability is improved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic diagram of a sensing system of an active safety system according to an exemplary embodiment of the present disclosure.
Fig. 2 is a topology diagram of a data transmission shown in an exemplary embodiment of the present disclosure.
Fig. 3 is a flowchart illustrating a control method of a vehicle according to an exemplary embodiment of the present disclosure.
FIG. 4 is a flowchart illustrating a method of controlling a vehicle according to an exemplary embodiment of the present disclosure.
Fig. 5 is a block diagram of a control apparatus of a vehicle shown in an exemplary embodiment of the present disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Before introducing the vehicle control method, apparatus, storage medium, active safety system, and vehicle of the present disclosure, an application scenario of the present disclosure is first introduced. The embodiments provided by the present disclosure may be applied to a related vehicle safety protection scenario to improve the safety of vehicle driving, for example, an unmanned vehicle (distribution unmanned vehicle, passenger unmanned vehicle, etc.), a passenger vehicle, and the like.
Taking the delivery of unmanned vehicles as an example for explanation, the safety redundancy of the automatic driving system of the vehicle can be performed through the active safety system, so that the driving safety of the vehicle is improved. The active safety system may include, for example, a sensing system, a decision controller, and an actuator.
The sensing system may include, for example, an image capture device and a distance capture device. Referring to fig. 1, a schematic diagram of a sensing system of an active safety system is shown, and the image capturing device may be a camera, such as a monocular camera, a binocular camera, or the like, for capturing image information of an environment in which a vehicle is located. Furthermore, the number of cameras may be one or more, such as one or more monocular cameras, one or more binocular cameras, or a combination thereof. The distance acquisition device may include a laser radar, a millimeter wave radar, or the like, and is configured to acquire information such as a distance, a speed, and the like between the vehicle and an obstacle around the vehicle. As shown in fig. 1, the distance measuring device may include, for example, a left lidar disposed on the left side of the front of the vehicle body, a right lidar disposed on the right side of the front of the vehicle body, a forward millimeter-wave radar disposed on the front of the vehicle body, and a backward millimeter-wave radar disposed on the rear of the vehicle body. Of course, fig. 1 is an example, and in a specific implementation, the active safety system may further include another image capturing device or a distance capturing device, for example, the rear of the vehicle body of the vehicle may also include a backward lidar, which is not limited in this disclosure.
Furthermore, the relevant sensing components in the sensing system may also be shared with the sensing components of the autonomous driving system, for example, the left lidar, the right lidar, the forward millimeter-wave radar, and the backward millimeter-wave radar of fig. 1 may simultaneously serve as the sensing components of the autonomous driving system of the unmanned vehicle. For the common sensing components, in implementation, the data collected by the common sensing components can be simultaneously sent to the active safety system and the automatic driving system.
For example, referring to a topological diagram of data transmission shown in fig. 2, point cloud data acquired by the laser radar 1 and the laser radar 2 may be simultaneously transmitted to the active safety system and the automatic driving system in a UDP (User Datagram Protocol) broadcast manner. The data of the laser radar 1 and the data of the laser radar 2 can be respectively located in different broadcast domains (in the figure, the data of the laser radar 1 is located in VLAN1, and the data of the laser radar 2 is located in VLAN 2) by dividing switches of a VLAN (Virtual Local Area Network), so that the influence of a broadcast packet on Network transmission can be reduced while data sharing is achieved. Still referring to fig. 2, for data collected by the millimeter wave radar, sharing of the data may be implemented by way of a CAN (Controller Area Network).
Of course, the active safety system may also include a separate sensing component, such as the camera shown in fig. 1 may not be shared with the unmanned vehicle's autopilot system.
In this way, the sensing system senses the environmental information around the unmanned vehicle, and the decision controller can make a control decision according to the environmental information sensed by the sensing system, so as to perform operations such as acceleration, braking and the like through an actuating mechanism.
Fig. 3 is a flowchart illustrating a control method of a vehicle, such as may be used for a decision controller of an active safety system in the above embodiments, according to an exemplary embodiment of the present disclosure, and with reference to fig. 3, the method includes:
in S31, the driving state information of the vehicle is acquired, which includes a forward collision time value and a backward collision time value of the vehicle.
Wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle. For example, a first obstacle in front of the vehicle and a second obstacle behind the vehicle may be determined from image data acquired by an image acquisition device and/or distance data acquired by a distance measurement device. In this way, the forward collision time value may be determined based on information such as a distance of the vehicle from the first obstacle, a relative speed between the vehicle and the first obstacle, and the like. Similarly, the rear collision time value may be determined based on information such as a distance of the vehicle from the second obstacle, a relative speed between the vehicle and the second obstacle, and the like.
It is further noted that the number of the first obstacles and the second obstacles may be one or more, and for example, when the detection range in front of the vehicle includes a plurality of target vehicles, the forward collision time value may be calculated for each target vehicle. Similarly, the backward collision time value may be calculated for each of a plurality of obstacles behind the vehicle. In addition, in some implementation scenarios, the first obstacle may also be an obstacle with the highest collision probability determined from a plurality of obstacles in front of the vehicle, and the second obstacle may also be an obstacle with the highest collision probability determined from a plurality of obstacles behind the vehicle, which is not limited by the present disclosure.
In S32, it is determined that the vehicle is at risk of a forward collision based on the forward collision time value and it is determined that the vehicle is at risk of a backward collision based on the backward collision time value.
It should be appreciated that the risk of collision may be related to the time of collision. For example, in some embodiments, a smaller forward collision time may characterize a higher risk of forward collision. In other embodiments, a forward collision time threshold and a backward collision time threshold may be set for a forward collision and a backward collision, respectively. As such, step S32 is to determine that the vehicle is at risk of a forward collision if the forward collision time value is smaller than the forward collision time threshold, and determine that the vehicle is at risk of a backward collision if the backward collision time value is smaller than the backward collision time threshold.
In a possible implementation, the step S32 may also include:
searching a forward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe braking time value;
if the forward collision time value is smaller than the target safe braking time value, determining that the vehicle has a forward collision risk;
searching a backward control strategy set according to the speed value of the vehicle in the driving state information to obtain a target safe acceleration time value;
and if the backward collision time value is smaller than the target safe acceleration time value, determining that the vehicle has a backward collision risk.
The forward control strategy set represents the corresponding relation between the speed of the vehicle and a safe braking time value, and the backward control strategy set represents the corresponding relation between the speed of the vehicle and a safe acceleration time value. For example, the safe braking time value of the active safety system of the vehicle at the corresponding speed can be determined according to the type of the vehicle and the driving safety distance of the vehicle at different speeds. In this way, the set of forward control strategies may be generated from each speed value and the safe braking time value corresponding to that speed value. Similarly, the safe acceleration time value of the active safety system of the vehicle at the corresponding speed may also be determined according to the type of the vehicle and the safe distance traveled by the vehicle in the backward direction at different speeds, and the backward control strategy set may further be generated according to each speed value and the safe acceleration time value corresponding to the speed value.
In this way, after the forward collision time and the backward collision time of the vehicle are obtained, the forward control strategy set and the backward control strategy set can be respectively searched according to the speed value of the vehicle in the vehicle driving information, so that the target safe braking time value and the target safe acceleration time value are respectively obtained. Further, if the forward collision time value is smaller than the target safe braking time value, it can be determined that the vehicle has a forward collision risk; if the value of the backward collision time is smaller than the value of the target safe acceleration time, it can be determined that the vehicle has a risk of backward collision.
At S33, a forward collision risk value for the vehicle is determined based on the forward collision time value and a rearward collision risk value for the vehicle is determined based on the rearward collision time value.
In some implementation scenarios, the forward collision time value and the backward collision time value may be mathematically transformed, and the corresponding transformation results may be used as the forward collision risk value and the backward collision risk value, respectively. For example, the reciprocal of the forward collision time value may be taken as the forward collision risk value, i.e., the smaller the forward collision time value (the shorter the time), the larger the forward collision risk value (the higher the forward collision risk).
Of course, in other embodiments, the collision risk value may also be determined in combination with information such as collision area, vehicle speed, etc., which will be described in subsequent embodiments of the present disclosure.
As such, at S34, if the forward collision risk value is greater than the rearward collision risk value, the vehicle is subjected to a braking operation.
Through the technical scheme, whether the vehicle has the forward collision risk and the backward collision risk can be respectively determined based on the forward collision time and the backward collision time of the vehicle in the running process of the vehicle. In the case where the vehicle has both a forward collision risk and a backward collision risk, a forward collision risk value may be determined from the forward collision time value, and a backward collision time risk value may be determined from the backward collision time. In this way, the vehicle may be braked when the forward collision risk value is greater than the backward collision risk value (i.e., the forward collision risk is higher than the backward collision risk), thereby reducing vehicle accident losses. That is to say, the technical scheme can integrate the collision risk in front of the vehicle and the collision risk in the rear of the vehicle to carry out comprehensive decision during vehicle control, so that the accident loss of the vehicle can be reduced. Meanwhile, the mode of comprehensively considering the front and rear collision risks can be suitable for various driving scenes of the vehicle, and the applicability is improved.
In a possible embodiment, the forward collision risk value may also be smaller than the backward collision risk value, in which case the method further comprises:
accelerating the vehicle.
Since the backward collision risk value is greater than the forward collision risk value, the backward collision risk is higher than the forward collision risk. In this case, the loss caused by the backward collision can be reduced by accelerating the vehicle. Of course, in some embodiments, the forward collision risk and the backward collision risk may also be evaluated by setting a threshold. For example, the vehicle may be controlled to accelerate when the difference between the rear-facing collision risk value and the forward-facing collision risk value is greater than the threshold. That is, the vehicle may be controlled to accelerate when the rear collision risk value is greater than the forward collision risk value (i.e., the rear collision risk is greater than the forward collision risk to some extent), so that the forward collision loss due to acceleration may be reduced.
It is noted that a forward collision, in which the vehicle accelerates, may also result in greater loss of impact relative to a rearward collision, such as where the forward collision involves a pedestrian, a vehicle, or the like. Therefore, in another possible embodiment, before accelerating the vehicle, the method further includes:
acquiring image information in front of the vehicle;
determining that a first obstacle in front of the vehicle satisfies a target type through the image information.
The target type may be, for example, a type in which a loss after a forward collision of a vehicle with the target type is less than a threshold value, such as a tree, a railing, a road block, or the like, which does not involve a pedestrian. For example, image information in front of the vehicle may be acquired by a binocular camera mounted on the vehicle, so that a first obstacle in front of the vehicle and a type of the first obstacle may be determined through image recognition. In this way, by performing type matching on the first obstacle, it is possible to determine whether the first obstacle satisfies the target type, and control the vehicle to accelerate in a case where the first obstacle satisfies the target type, thereby avoiding or reducing a loss caused by a rear collision.
In some embodiments, different front-rear collision loss weights may be set for the collision risk value of the vehicle according to the driving condition of the vehicle. In this case, referring to a flowchart of a control method of a vehicle shown in fig. 4, the method includes:
s41, acquiring the running state information of the vehicle, wherein the running state information comprises a forward collision time value and a backward collision time value of the vehicle. Wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle.
S42, determining that the vehicle has the risk of forward collision based on the forward collision time value and determining that the vehicle has the risk of backward collision based on the backward collision time value;
s43, determining the forward collision risk value according to the forward collision time value and the forward collision loss weight, and determining the backward collision risk value according to the backward collision time value and the backward collision loss weight;
and S44, if the forward collision risk value is larger than the backward collision risk value, braking the vehicle.
For the steps S41, S42, and S44, please refer to the above description about the steps S31, S32, and S34, and for brevity of the description, the disclosure is not repeated herein.
With respect to step S43, for example, since the loss of a forward collision of a vehicle is generally greater than the loss of a backward collision, a greater weight of the forward collision loss may be set for the forward collision risk value when determining the forward collision risk value. Accordingly, a smaller backward collision loss weight may be set for the backward collision risk value when determining the backward collision risk value. Therefore, in the technical scheme, the flexibility and the accuracy in decision making can be improved by setting different collision loss weights.
Following the above example, in one possible implementation, the method further comprises:
determining a forward collision loss magnitude for the vehicle based on a first relative velocity between the vehicle and the first obstacle and a longitudinal overlap area between the vehicle and the first obstacle;
determining a rear collision loss degree value of the vehicle according to a second relative speed between the vehicle and the second obstacle and a longitudinal overlapping area between the vehicle and the second obstacle;
and determining the forward collision loss weight and the backward collision loss weight according to the forward collision loss degree value and the backward collision loss degree value.
For example, the collision loss degree value can be calculated as follows:
Qf＝Vref-f*Sf
Qb＝Vref-b*Sb
wherein Q isfIs a forward collision loss degree value, Vref-fIs the relative speed between the vehicle and a first obstacle in front of the vehicle, SfIs the longitudinal overlap area between the vehicle and the first obstacle. QbIs a value of degree of loss of backward collision, Vref-bIs the relative speed between the vehicle and a second obstacle behind the vehicle, SbIs the longitudinal overlap area between the vehicle and the second obstacle.
In this way, the forward collision loss weight and the backward collision loss weight may be determined according to the forward collision loss degree value and the backward collision loss degree value. For example, the forward collision loss weight may be determined from a ratio between the forward collision loss degree value and a sum of the collision loss degree value and the backward collision loss degree value, that is:
wherein, PfIs the forward collision loss weight, PbLosing weight for the backward collision. In this case, the forward collision risk value may be, for example
TTCfIs a forward collision time value; the backward collision risk value may be, for example
TTCbIs a backward collision time value.
Furthermore, in some embodiments, when calculating the collision loss degree value, the difference between the forward collision and the backward collision may be considered, and when calculating the forward collision loss degree value and the backward collision loss degree value, the corresponding weighting parameters are respectively set, in which case, the collision loss degree value may be calculated by:
Qf＝afVref-f*Sf
Qb＝abVref-b*Sb
wherein, afAs a forward collision weight parameter, abThe forward collision weight parameter and the backward collision weight parameter can be set according to application requirements.
Therefore, by adopting the technical scheme, the loss difference between the forward collision and the backward collision can be considered when the collision loss value is calculated by determining different collision loss weights, so that the calculation accuracy of the forward collision risk value and the backward collision risk value can be improved, and the accuracy of control decision is facilitated to be improved.
It should be noted that, in the above embodiments, the vehicle control method of the present disclosure is described for a case where the vehicle has both a forward collision risk and a backward collision risk. In some implementations, however, the vehicle may only be at risk of a forward collision. In this case, since the vehicle does not have a risk of a rear collision, the vehicle can be subjected to a braking operation. In other embodiments, the vehicle may be at risk of a rear collision only. In this case, since the vehicle does not have a risk of a forward collision, the vehicle can be controlled to accelerate, thereby avoiding a rear-end collision.
Fig. 5 is a block diagram schematic diagram of a control apparatus of a vehicle provided by the present disclosure, and referring to fig. 5, the control apparatus 500 of the vehicle includes:
a first obtaining module 501, configured to obtain driving state information of a vehicle, where the driving state information includes a forward collision time value and a backward collision time value of the vehicle; wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle;
a first performing module 502 for determining that the vehicle is at risk of a forward collision based on the forward collision time value and determining that the vehicle is at risk of a backward collision based on the backward collision time value;
a second executing module 503, configured to determine a forward collision risk value of the vehicle according to the forward collision time value, and determine a backward collision risk value of the vehicle according to the backward collision time value;
a braking module 504 configured to perform a braking operation on the vehicle when the forward collision risk value is greater than the backward collision risk value.
Through the technical scheme, whether the vehicle has the forward collision risk and the backward collision risk can be respectively determined based on the forward collision time and the backward collision time of the vehicle in the running process of the vehicle. In the case where the vehicle has both a forward collision risk and a backward collision risk, a forward collision risk value may be determined from the forward collision time value, and a backward collision time risk value may be determined from the backward collision time. In this way, the vehicle may be braked when the forward collision risk value is greater than the backward collision risk value (i.e., the forward collision risk is higher than the backward collision risk), thereby reducing vehicle accident losses. That is to say, the technical scheme can integrate the collision risk in front of the vehicle and the collision risk in the rear of the vehicle to carry out comprehensive decision during vehicle control, so that the accident loss of the vehicle can be reduced. Meanwhile, the mode of comprehensively considering the front and rear collision risks can be suitable for various driving scenes of the vehicle, and the applicability is improved.
Optionally, the apparatus 500 further comprises:
an acceleration module to accelerate the vehicle when the forward collision risk value is less than the backward collision risk value. Since the backward collision risk value is greater than the forward collision risk value, the backward collision risk is higher than the forward collision risk. In this case, the loss caused by the backward collision can be reduced by accelerating the vehicle.
Optionally, the apparatus 500 further comprises:
the second acquisition module is used for acquiring image information in front of the vehicle before the vehicle is accelerated by the acceleration module;
the first determination module is used for determining that a first obstacle in front of the vehicle meets a target type through the image information.
Optionally, the second executing module 503 is configured to:
and determining the forward collision risk value according to the forward collision time value and the forward collision loss weight, and determining the backward collision risk value according to the backward collision time value and the backward collision loss weight.
Optionally, the apparatus 500 further comprises:
a second determination module for determining a forward collision loss degree value of the vehicle according to a first relative speed between the vehicle and the first obstacle and a longitudinal overlap area between the vehicle and the first obstacle;
a third determination module for determining a rear collision loss degree value of the vehicle according to a second relative speed between the vehicle and the second obstacle and a longitudinal overlap area between the vehicle and the second obstacle;
and the fourth determining module is used for determining the forward collision loss weight and the backward collision loss weight according to the forward collision loss degree value and the backward collision loss degree value.
Therefore, by adopting the technical scheme, the loss difference between the forward collision and the backward collision can be considered when the collision loss value is calculated by determining different collision loss weights, so that the calculation accuracy of the forward collision risk value and the backward collision risk value can be improved, and the accuracy of control decision is facilitated to be improved.
Optionally, the first executing module 502 includes:
the searching submodule is used for searching a forward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe braking time value;
a first determining submodule, configured to determine that the vehicle is at a risk of forward collision when the forward collision time value is smaller than the target safe braking time value;
the second searching submodule is used for searching a backward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe acceleration time value;
a second determining submodule, configured to determine that the vehicle has a risk of a backward collision when the backward collision time value is smaller than the target safe acceleration time value;
the forward control strategy set represents the corresponding relation between the speed of the vehicle and a safe braking time value, and the backward control strategy set represents the corresponding relation between the speed of the vehicle and a safe acceleration time value.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
The present disclosure also provides a vehicle active safety system comprising:
the image acquisition device is used for acquiring image information around the vehicle;
the distance measuring device is used for acquiring distance information between the vehicle and obstacles around the vehicle;
and the processor is connected with the image acquisition device and the distance measuring device and is used for executing the steps of the method in the embodiment.
The present disclosure also provides a computer-readable storage medium, on which a computer program is stored, which when executed by a processor implements the steps of the method described in the above embodiments.
The present disclosure also provides a vehicle comprising the vehicle active safety system provided in the embodiments of the present disclosure.
During the running process of the vehicle, the vehicle active safety system can respectively determine whether the vehicle has a forward collision risk and a backward collision risk based on the forward collision time and the backward collision time of the vehicle. In the case where the vehicle has both a forward collision risk and a backward collision risk, a forward collision risk value may be determined from the forward collision time value, and a backward collision time risk value may be determined from the backward collision time. In this way, the vehicle may be braked when the forward collision risk value is greater than the backward collision risk value (i.e., the forward collision risk is higher than the backward collision risk), thereby reducing vehicle accident losses. That is to say, the technical scheme can integrate the collision risk in front of the vehicle and the collision risk in the rear of the vehicle to carry out comprehensive decision during vehicle control, so that the accident loss of the vehicle can be reduced. Meanwhile, the mode of comprehensively considering the front and rear collision risks can be suitable for various driving scenes of the vehicle, and the applicability is improved.
The present disclosure also provides a computer program product comprising a computer program executable by a programmable device, the computer program having code portions for performing the above-mentioned control method of a vehicle when executed by the programmable device.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A control method of a vehicle, characterized by comprising:
acquiring running state information of a vehicle, wherein the running state information comprises a forward collision time value and a backward collision time value of the vehicle; wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle;
determining that the vehicle is at risk of a forward collision based on the forward time-to-collision value and determining that the vehicle is at risk of a backward collision based on the backward time-to-collision value;
determining a forward collision risk value of the vehicle according to the forward collision time value, and determining a backward collision risk value of the vehicle according to the backward collision time value;
and if the forward collision risk value is greater than the backward collision risk value, performing braking operation on the vehicle.
2. The method of claim 1, further comprising:
if the forward collision risk value is less than the backward collision risk value, accelerating the vehicle.
3. The method of claim 2, wherein prior to accelerating the vehicle, further comprising:
acquiring image information in front of the vehicle;
determining that a first obstacle in front of the vehicle satisfies a target type through the image information.
4. The method of any of claims 1 to 3, wherein determining the forward risk of collision value for the vehicle based on the forward time of collision value and determining the rearward risk of collision value for the vehicle based on the rearward time of collision value comprises:
and determining the forward collision risk value according to the forward collision time value and the forward collision loss weight, and determining the backward collision risk value according to the backward collision time value and the backward collision loss weight.
5. The method of claim 4, further comprising:
determining a forward collision loss magnitude for the vehicle based on a first relative velocity between the vehicle and the first obstacle and a longitudinal overlap area between the vehicle and the first obstacle;
determining a rear collision loss degree value of the vehicle according to a second relative speed between the vehicle and the second obstacle and a longitudinal overlapping area between the vehicle and the second obstacle;
and determining the forward collision loss weight and the backward collision loss weight according to the forward collision loss degree value and the backward collision loss degree value.
6. The method of claim 1, wherein the determining that the vehicle is at risk of a forward collision based on the forward time-to-collision value and determining that the vehicle is at risk of a backward collision based on the backward time-to-collision value comprises:
searching a forward control strategy set according to the speed value of the vehicle in the running state information to obtain a target safe braking time value;
if the forward collision time value is smaller than the target safe braking time value, determining that the vehicle has a forward collision risk;
searching a backward control strategy set according to the speed value of the vehicle in the driving state information to obtain a target safe acceleration time value;
if the backward collision time value is smaller than the target safe acceleration time value, determining that the vehicle has a backward collision risk;
the forward control strategy set represents the corresponding relation between the speed of the vehicle and a safe braking time value, and the backward control strategy set represents the corresponding relation between the speed of the vehicle and a safe acceleration time value.
7. A control apparatus of a vehicle, characterized by comprising:
the system comprises a first acquisition module, a second acquisition module and a third acquisition module, wherein the first acquisition module is used for acquiring the running state information of a vehicle, and the running state information comprises a forward collision time value and a backward collision time value of the vehicle; wherein the forward time to collision value characterizes a time to collision value between the vehicle and a first obstacle in front of the vehicle and the backward time to collision value characterizes a time to collision value between the vehicle and a second obstacle behind the vehicle;
a first execution module to determine that the vehicle is at risk of a forward collision based on the forward time-to-collision value and to determine that the vehicle is at risk of a backward collision based on the backward time-to-collision value;
the second execution module is used for determining a forward collision risk value of the vehicle according to the forward collision time value and determining a backward collision risk value of the vehicle according to the backward collision time value;
and the braking module is used for braking the vehicle when the forward collision risk value is greater than the backward collision risk value.
8. An active safety system for a vehicle, comprising:
the image acquisition device is used for acquiring image information around the vehicle;
the distance measuring device is used for acquiring distance information between the vehicle and obstacles around the vehicle;
a processor connected to the image acquisition device and the ranging device for performing the steps of the method of any one of claims 1-6.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
10. A vehicle comprising the vehicle active safety system of claim 8.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011112934.6A CN112277938A (en) | 2020-10-16 | 2020-10-16 | Vehicle control method, device, storage medium, active safety system and vehicle |
| PCT/CN2021/117436 WO2022078124A1 (en) | 2020-10-16 | 2021-09-09 | Vehicle control method and apparatus, and storage medium, active safety system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011112934.6A CN112277938A (en) | 2020-10-16 | 2020-10-16 | Vehicle control method, device, storage medium, active safety system and vehicle |
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| WO (1) | WO2022078124A1 (en) |
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| CN113879293A (en) * | 2021-10-21 | 2022-01-04 | 奇瑞汽车股份有限公司 | Vehicle obstacle avoidance control method, device, equipment and storage medium |
| WO2022078124A1 (en) * | 2020-10-16 | 2022-04-21 | 北京三快在线科技有限公司 | Vehicle control method and apparatus, and storage medium, active safety system and vehicle |
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| CN115320556B (en) * | 2022-09-06 | 2023-09-22 | 北京京深深向科技有限公司 | AEB-based method and device for preventing rear-end collision of rear-end vehicles, electronic equipment and storage medium |
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