CN112578792A - Crossroad auxiliary control method and storage medium - Google Patents
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- G—PHYSICS
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
- G05D1/0246—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means
- G05D1/0253—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means extracting relative motion information from a plurality of images taken successively, e.g. visual odometry, optical flow
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- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/50—Systems of measurement based on relative movement of target
- G01S13/58—Velocity or trajectory determination systems; Sense-of-movement determination systems
- G01S13/60—Velocity or trajectory determination systems; Sense-of-movement determination systems wherein the transmitter and receiver are mounted on the moving object, e.g. for determining ground speed, drift angle, ground track
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0214—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with safety or protection criteria, e.g. avoiding hazardous areas
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- G—PHYSICS
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0221—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving a learning process
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0257—Control of position or course in two dimensions specially adapted to land vehicles using a radar
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
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Abstract
The invention relates to the technical field of intelligent driving assistance, in particular to an auxiliary control method for a crossroad and a storage medium. Identifying the vehicle to which the vehicle belongs and acquiring target parameters of the vehicle to which the vehicle belongs; calculating a dangerous area of the vehicle based on the target parameter; estimating the vehicle track according to the real-time track of the vehicle; and when the estimated track falls into the dangerous area, calculating the distance between the vehicle and the dangerous area, and performing braking control according to the distance. The auxiliary function of the crossroad can be completed only by the millimeter wave radar without the angle radar. The detection range is light, the cost is low, and the popularity is high.
Description
Technical Field
The invention relates to the technical field of intelligent driving assistance, in particular to an auxiliary control method for a crossroad and a storage medium.
Background
The related JA (intersection assistant) system at present needs the support of angle radar when the product is developed and maintained later, generally equip on the vehicle equipped with advanced driving assistance function of L3 level, it equips for 4 to arrange around the vehicle as a group generally; taking an international known supplier as an example, the development and production costs of angle radar products supporting Advanced Driving Assistance System (ADAS) are basically 400 yuan and 600 yuan each, and the cost and research and development share of about 2000 yuan are required. Although the popularity of the ADAS system in the intelligent networking is increasing day by day, the vehicle sales volume of the vehicle equipped with the 4-angle radar is less than 0.5% from the authority data of the China automobile consumer association, and the sales volume is estimated to be less than 5% after 2020. However, at present, the cost of the products equipped with the forward millimeter wave radar and the camera required by the CNCAP becomes mainstream, the equipment rate is high, and taking the vehicle model which is sold for 3 thousands of months in a certain mainstream host factory as an example, the vehicle models above the whole system secondary vehicle are all equipped with the forward millimeter wave radar, and the coverage rate of the ADAS equipment is high.
The existing crossroad assistance is to judge the coming vehicle at the curve by the angle radar, and has the defects that the angle radar is required to support, the equipment rate of the angle radar is low, the development cost is high, and the angle radar cannot be widely popularized. At present, an AEB (Autonomous Emergency Braking) Autonomous Emergency Braking system related to a front millimeter wave radar considers a former target in product development and test, and has a narrow visual field range, but due to the self limitation, the auxiliary function of a crossroad cannot be realized.
Disclosure of Invention
The invention aims to provide an auxiliary control method and a storage medium for a crossroad, aiming at the defects of the prior art, and the auxiliary control method and the storage medium have the characteristics of low cost, strong universality, wide coverage and high safety.
The technical scheme of the invention is as follows: identifying the vehicle to which the vehicle belongs and acquiring target parameters of the vehicle to which the vehicle belongs; calculating a dangerous area of the vehicle based on the target parameter;
estimating the vehicle track according to the real-time track of the vehicle;
and when the estimated track falls into the dangerous area, calculating the distance between the vehicle and the dangerous area, and performing braking control according to the distance.
Preferably, the vehicle is an oncoming vehicle and/or a cross vehicle, the danger zone includes a zone ranging from 0 to S ahead of the vehicle, where S is v t, v is the vehicle speed of the vehicle, and t is the calibration duration.
Preferably, the estimating the vehicle track according to the real-time vehicle track comprises
Processing the real-time track of the vehicle;
and fitting the track according to the characteristic points of the real-time track to obtain the estimated track.
Preferably, the processing the real-time trajectory of the vehicle includes:
and when the condition a is met, finishing the calculation of the current line element, starting the recording and calculation of the next line element, and modifying the line element table and the track point table.
Preferably, the condition a includes condition one and/or condition two;
the first condition is as follows: when the slope between adjacent track points changes and the change angle exceeds a set angle threshold value;
and a second condition: the division point of the last line element is a division point A, and when the slope between adjacent track points is reversely changed or continuously unchanged;
when the slope between adjacent track points continuously changes in the same direction for n times, the track point which changes earliest is taken as a division point A, and n is the calibration times.
Preferably, fitting the trajectory according to the feature points of the real-time trajectory to obtain the pre-estimated trajectory includes:
when a plurality of actual event trigger points exist in the actual track, taking a plurality of actual event trigger points as characteristic points to perform track fitting;
and when the actual event trigger points do not exist in the actual track, selecting a plurality of sampling points of the actual track as characteristic points to perform track fitting.
Preferably, fitting the trajectory according to the feature points of the real-time trajectory to obtain the pre-estimated trajectory includes:
and when a plurality of actual event trigger points exist in the actual track, taking a plurality of actual event trigger points as characteristic points to perform track fitting.
Preferably, fitting the trajectory according to the feature points of the real-time trajectory to obtain the pre-estimated trajectory further includes:
and when the actual event trigger points do not exist in the actual track, selecting a plurality of sampling points of the actual track as characteristic points to perform track fitting.
Preferably, the vehicle trajectory estimation includes estimating trajectories at the next two moments of the vehicle, and when any one of the trajectories at the next two moments of the vehicle falls into a dangerous area, the distance between the vehicle and the dangerous area is calculated, and braking control is performed according to the distance.
Preferably, the set angle threshold is 1 ° to 6 °.
The invention has the beneficial effects that: through the track prediction and the judgment of the vehicle danger area, the auxiliary function of the crossroad can be completed only through the millimeter wave radar without the angle radar. The detection range is light, the cost is low, and the popularity is high. And the distance information from the dangerous area is directly substituted into the AEB system, so that the stability of the function is ensured. The dangerous area is calculated by the transverse vehicle and the longitudinal vehicle by adopting the speed and the running time, the calculation is simple and convenient, and the accuracy and the safety are higher.
Drawings
FIG. 1 is a schematic flow diagram of the present invention;
FIG. 2 is a schematic view of a hazard zone for an oncoming vehicle;
FIG. 3 is a schematic view of a lateral vehicle hazard zone;
FIG. 4 is a schematic diagram illustrating track estimation according to the present invention;
FIG. 5 is a schematic diagram of a system hardware architecture for implementing the intersection assist control method of the present invention;
FIG. 6 is a schematic diagram of the AEB and JA function judgment of the present invention.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in fig. 2, a flow of the intersection auxiliary control method is as follows:
step 1: the method identifies the vehicle to which the method belongs and obtains the target parameters of the vehicle to which the method belongs.
Obtaining target vehicle information of a far recognizable area by depending on an environment perception camera and a millimeter wave radar, storing the vehicle information of opposite directions or directions and obtaining important parameters (target type, vehicle speed and distance)
Step 2: based on the target parameter, a danger zone of the vehicle is calculated.
Step 21: reading the vehicle information and storing the vehicle information to obtain important parameters (target type, vehicle speed and distance);
step 22: after necessary parameters are obtained by depending on an environment perception camera and millimeters, a corresponding dangerous area delineation algorithm is selected according to the type (opposite direction or transverse direction) of a target;
step 23: and calculating the range of the dangerous area according to the vehicle speed or the default value, wherein the dangerous area of the opposite model is a longitudinal section formed by multiplying the longitudinal position of the target vehicle to the vehicle speed in front of the target vehicle by 2s, as shown in fig. 2, and the dangerous area of the transverse model is a transverse section formed by multiplying the transverse position of the target vehicle to the vehicle speed in front of the target vehicle by 2s, as shown in fig. 3.
And step 3: and estimating the vehicle track according to the real-time track of the vehicle. The method comprises the steps of processing a real-time track of a vehicle and fitting the track according to characteristic points of the real-time track to obtain an estimated track.
The real-time track processing method comprises the steps of finishing the calculation of the current line element, starting the recording and calculation of the next line element and modifying a line element table and a track point table when the conditions of (i) and/or (iii) below are met.
The slope of the connecting line between the trace points changes, namely: K-K0>0 and arctg (K) -arctg (K0) > Max2Angle
(assuming Max2Angle as the Angle threshold, e.g.: Max2Angle ═ 3 °) in the image processing system
And secondly, the slope of the connecting line between the trace points continuously changes in the same direction for 3 times, and the trace point which changes the earliest is taken as a segmentation point.
If the last line element dividing point is determined by the condition II, when the slope of the connecting line between the track points is not changed or changes in the opposite direction.
Fitting a track according to the characteristic points of the real-time track to obtain an estimated track comprises the following steps:
and when a plurality of actual event trigger points exist in the actual track, taking a plurality of actual event trigger points as characteristic points to perform track fitting. As shown in fig. 4, 6 actual event trigger points (L1-L6) are selected as feature points, and estimated trajectories (L7, L8) at the next two moments are calculated. The actual event trigger point refers to a vehicle regular time trigger node for triggering gear switching, turning on of a steering lamp, exceeding of a steering angle threshold value and the like.
When the actual event trigger point does not exist in the actual track, selecting a plurality of sampling points (obtained by sampling the actual track in a period of 50 ms) of the actual track as characteristic points, and performing track fitting. If so, selecting 3-6 characteristic points to fit the track, and calculating the turning angle of the current vehicle by the mean value of 3 dimensions; decomposing the predicted speed (with direction) and the predicted angle of the vehicle into X \ Y direction speeds, and obtaining the predicted track of the vehicle at the moment of n +1, namely the track of L7 by multiplying the predicted speed and the signal period, and obtaining the track of L8 in the same way.
By this step, the trajectory range of the vehicle within 20m after about 2s can be estimated, and the intersection auxiliary action range is defined.
And 4, step 4: and when the estimated track falls into the dangerous area, calculating the distance between the vehicle and the dangerous area, and performing braking control according to the distance.
Step 41: judging whether L7 or L8 falls within the dangerous area;
step 42: when the L7 or the L8 is determined to fall in the dangerous area, calculating the distance from the vehicle to the dangerous area;
step 43: and giving the distance to an AEB system, and judging whether to perform AEB braking or selecting corresponding braking deceleration by the AEB according to the normal change of the distance.
As shown in fig. 5, a hardware architecture of the intersection auxiliary control method is as follows:
the whole vehicle CAN bus is used for providing a dynamic gradient signal, a lateral acceleration signal, a steering wheel, an actual vehicle corner signal and a real-time vehicle speed signal for the controller;
the ESC braking auxiliary unit is used for executing a corresponding deceleration request to complete the basic function of AEB autonomous emergency braking and complete the deceleration request corresponding to JA intersection auxiliary of the invention;
the ADAS environmental perception sensor is used for identifying the target vehicle and deducing important basic parameters (type, distance, acceleration and the like) of the target vehicle;
the EPS controller is used for deducing a required direction angle signal and calculating a vehicle track in an algorithm;
the forward millimeter wave radar is used for cooperating with the ADAS environmental perception sensor to provide an accurate vehicle state;
the central controller stores the algorithm of the present invention and calculates the corresponding deceleration request;
the instrument sends out a corresponding sound-light alarm request.
In the scheme, every time the vehicle runs for 1m, the generated latest track point can be obtained, the latest track point is set as P, the previous point is set as Q, the previous point is set as N, and the slope of a QN connecting line is set as K0, then the algorithm calculates and records the following values, namely the slope K of the PQ connecting line, arctg (K) -arctg (K0) and K-K0. The shape characteristic of the curve can be judged through the first derivative, the second derivative value and the change of the curve. The K value is a known quantity which is sent by a camera signal and changes in real time.
The derivative f' (X0) of the curve at a certain point X0 represents the slope of the tangent to the curve at that point. (if the curve is a first order curve, the first derivative represents the slope of the line)
The second derivative f "(X0) of the continuous curve at point X0 represents the rate of change of the tangent slope at that point.
If a continuous curve has first and second derivatives within an interval, the curve relief may be determined by the value of its second derivative. Namely: if f "(X) >0, it is a concave curve, otherwise it is a convex curve.
If the curve at some point X0 f "(X0) is 0 and f" (X) is opposite sign on both the left and right sides of X0, then this point is the dividing point of the concave arc and the convex arc on the curve, i.e. the inflection point.
As shown in fig. 6, the present invention aims at aeb (fcw) system functions, and based on performance improvement and function upgrade of JA intersection auxiliary functions, the present invention is more optimized due to sufficient safety redundancy effect under the working condition of the intersection. In normal running, the system automatically judges an oncoming vehicle or an oncoming vehicle, and if the oncoming vehicle or the oncoming vehicle possibly appears in the running track or a dangerous area of the running track, the system normally performs JA crossroad auxiliary function action; if the system automatically judges that the oncoming vehicle or the oncoming vehicle has no risk, the system does not act to the driver.
The invention overcomes the limitation of functions under the condition of only using the front millimeter wave radar under the working condition of the crossroad based on the performance improvement and the function upgrade of the JA crossroad auxiliary function. In the working condition of changing lanes at the crossroad, the system automatically judges the oncoming vehicle or the oncoming vehicle, if the target vehicle is out of the detection range due to the running track or the curve condition of the vehicle, the system calculates the track of the vehicle and judges the dangerous areas of the next two periods, and if the collision risk exists, braking is carried out according to the distance from the dangerous areas.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art. The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The present invention is not limited to the above embodiments, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention are included in the scope of the claims of the present invention which are filed as the application.
Claims (10)
1. An intersection auxiliary control method is characterized in that:
identifying the vehicle to which the vehicle belongs and acquiring target parameters of the vehicle to which the vehicle belongs;
calculating a dangerous area of the vehicle based on the target parameter;
estimating the vehicle track according to the real-time track of the vehicle;
and when the estimated track falls into the dangerous area, calculating the distance between the vehicle and the dangerous area, and performing braking control according to the distance.
2. The intersection auxiliary control method according to claim 1, characterized in that: the dangerous area comprises an area ranging from 0 to S towards the front of the vehicle, wherein S is v t, v is the speed of the vehicle, and t is the calibration duration.
3. The intersection auxiliary control method according to claim 1, characterized in that: the vehicle track pre-estimation according to the real-time track of the vehicle comprises
Processing the real-time track of the vehicle;
and fitting the track according to the characteristic points of the real-time track to obtain the estimated track.
4. The intersection auxiliary control method according to claim 3, characterized in that: the processing of the real-time trajectory of the vehicle comprises:
and when the condition a is met, finishing the calculation of the current line element, starting the recording and calculation of the next line element, and modifying the line element table and the track point table.
5. The intersection auxiliary control method according to claim 4, characterized in that: the condition a comprises a condition one and/or a condition two;
the first condition is as follows: when the slope between adjacent track points changes and the change angle exceeds a set angle threshold value;
and a second condition: the division point of the last line element is a division point A, and when the slope between adjacent track points is reversely changed or continuously unchanged;
when the slope between adjacent track points continuously changes in the same direction for n times, the track point which changes earliest is taken as a division point A, and n is the calibration times.
6. The intersection auxiliary control method according to claim 3, characterized in that: the fitting of the track according to the characteristic points of the real-time track to obtain the pre-estimated track comprises the following steps:
and when a plurality of actual event trigger points exist in the actual track, taking a plurality of actual event trigger points as characteristic points to perform track fitting.
7. The intersection auxiliary control method according to claim 3, characterized in that: the fitting of the track according to the characteristic points of the real-time track to obtain the pre-estimated track further comprises:
and when the actual event trigger points do not exist in the actual track, selecting a plurality of sampling points of the actual track as characteristic points to perform track fitting.
8. The intersection auxiliary control method according to claim 1, characterized in that: and the vehicle track prediction comprises the prediction of the tracks of the vehicle at the next two moments, when any one of the tracks of the vehicle at the next two moments falls into a dangerous area, the distance between the vehicle and the dangerous area is calculated, and the braking control is carried out according to the distance.
9. The intersection auxiliary control method according to claim 5, characterized in that: the set angle threshold is 1-6 degrees.
10. A computer-readable storage medium storing a computer program, characterized in that: the computer program when executed by a processor implementing the steps of the method according to any one of claims 1 to 9.
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