CN112622889B - Automobile anti-collision control method, device, equipment and storage medium - Google Patents

Automobile anti-collision control method, device, equipment and storage medium Download PDF

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Publication number
CN112622889B
CN112622889B CN202011577854.8A CN202011577854A CN112622889B CN 112622889 B CN112622889 B CN 112622889B CN 202011577854 A CN202011577854 A CN 202011577854A CN 112622889 B CN112622889 B CN 112622889B
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automobile
obstacle
accelerator
information
distance
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CN112622889A (en
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吴旺生
赵银森
刘慧建
范义红
王存峰
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Chery Automobile Co Ltd
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Chery Automobile Co Ltd
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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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • 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
    • 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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

The disclosure provides an automobile anti-collision control method, device, equipment and storage medium, and belongs to the field of automobile safety control. The method comprises the following steps: determining that the accelerator operation of a driver is misoperation, and acquiring first obstacle information in the automobile traveling direction; if the first distance between the first barrier and the automobile is within the first distance range, the automobile determines whether to execute an acceleration request corresponding to the accelerator operation according to the information of the second barrier in the opposite direction of the automobile traveling direction; if the second distance between the second obstacle and the automobile is within the second distance range and moves relatively close to the automobile, the automobile system can execute the acceleration request corresponding to the misoperation, so that the automobile keeps a safe distance with the first obstacle and the second obstacle. The technical scheme provided by the embodiment of the disclosure enables the automobile to cope with the emergency situation that obstacles exist in the advancing direction and the reverse advancing direction when the automobile runs at a low speed, and improves the reliability of anti-collision control.

Description

Automobile anti-collision control method, device, equipment and storage medium
Technical Field
The present disclosure relates to the field of vehicle safety control, and in particular, to a method, an apparatus, a device, and a storage medium for vehicle collision avoidance control.
Background
The automobile anti-collision control is mainly used for monitoring the distance between an automobile and surrounding obstacles in the automobile advancing process and helping drivers to keep a safe automobile distance. When the distance between the automobile and the barrier is close to the safe distance, the automobile anti-collision control system can remind a driver of avoiding through a voice system, or take measures such as forced braking and the like on the automobile so as to avoid collision between the automobile and the barrier.
In the related art, when the automobile runs at a low speed, if the driver steps on the accelerator is detected, whether the accelerator operation is the misoperation of the driver is determined firstly. And if the operation is wrong, judging whether to respond to the acceleration request corresponding to the accelerator operation according to the distance between the automobile and the obstacle. For example, if the distance between the vehicle and the obstacle is smaller than a set distance threshold, the acceleration request corresponding to the accelerator operation is not responded.
In the course of implementing the present disclosure, the inventors found that the prior art has at least the following problems:
if the distance between the automobile and the obstacle is smaller than the distance threshold value, the acceleration request corresponding to the accelerator operation of the driver is not responded, the anti-collision control method is only suitable for the situation that the obstacle exists in a single direction around the automobile, and the reliability is lower for other complex emergency situations.
Disclosure of Invention
The embodiment of the disclosure provides an automobile anti-collision control method, an automobile anti-collision control device, automobile anti-collision control equipment and a storage medium, so that an automobile can cope with the situation of a complex obstacle when running at a low speed, and the reliability of anti-collision control is improved. The technical scheme is as follows:
in one aspect, an automobile anti-collision control method is provided, and the method includes:
in response to determining that the gear of the automobile is located in a driving gear and the speed of the automobile is lower than a speed threshold, acquiring accelerator operation information;
in response to the fact that the accelerator operation corresponding to the accelerator operation information is determined to be misoperation, obtaining first obstacle information, wherein the first obstacle information is used for reflecting a first distance between a first obstacle and the automobile in the automobile traveling direction;
and responding to the first distance within a first distance range, and executing an acceleration request corresponding to the accelerator operation according to second obstacle information, wherein the second obstacle information is used for reflecting a second distance and relative movement between a second obstacle and the automobile in the direction opposite to the traveling direction of the automobile.
Optionally, the executing an acceleration request corresponding to the throttle operation according to the second obstacle information includes: and responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively close to the automobile, and executing an acceleration request corresponding to the throttle operation.
Optionally, the executing an acceleration request corresponding to the throttle operation according to the second obstacle information includes: responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively far away from the automobile, or responding to that the second distance is within the second distance range and no relative movement exists between the second obstacle and the automobile by the second obstacle information, and executing an acceleration request corresponding to the accelerator operation according to steering wheel rotation angle information.
Optionally, the executing an acceleration request corresponding to the accelerator operation according to the steering wheel angle information includes: and executing an acceleration request corresponding to the accelerator operation in response to the steering wheel angle information that the steering wheel angle amplitude value is not less than the steering wheel angle amplitude threshold value.
Optionally, the accelerator operation information includes an accelerator opening change rate, an accelerator opening, and an accelerator stepping duration, and the determining that the accelerator operation corresponding to the accelerator operation information is an erroneous operation includes:
and determining that the accelerator operation corresponding to the accelerator operation information is misoperation based on that the accelerator opening change rate is greater than an accelerator opening change rate threshold, the accelerator opening is greater than an accelerator opening threshold, and the accelerator stepping time length is greater than an accelerator stepping time length threshold.
In another aspect, a vehicle crash avoidance control apparatus is provided, the apparatus comprising:
the accelerator operation information acquisition module is used for responding to the situation that the gear of the automobile is located in a driving gear and the speed of the automobile is lower than a speed threshold value, and acquiring accelerator operation information;
the obstacle information acquisition module is used for responding to the fact that the accelerator operation corresponding to the accelerator operation information is determined to be misoperation, and acquiring first obstacle information, wherein the first obstacle information is used for reflecting a first distance between a first obstacle and the automobile in the automobile advancing direction;
and the execution module is used for responding to the first distance within a first distance range and executing an acceleration request corresponding to the accelerator operation according to the second obstacle information, and the second obstacle information is used for reflecting a second distance and a relative movement condition between a second obstacle in the opposite direction of the advancing direction and the automobile. Optionally, the execution module is configured to respond to the second obstacle information that the second distance is within a second distance range and the second obstacle is relatively close to the automobile, and execute an acceleration request corresponding to the accelerator operation.
Optionally, the executing module is configured to respond to the second obstacle information that the second distance is within a second distance range and the second obstacle is relatively far away from the vehicle, or respond to the second obstacle information that the second distance is within the second distance range and there is no relative motion between the second obstacle and the vehicle, and execute the acceleration request corresponding to the accelerator operation according to the steering wheel angle information.
Optionally, the execution module is configured to execute an acceleration request corresponding to the accelerator operation in response to that the steering wheel angle information is that the steering wheel angle amplitude value is not less than the steering wheel angle amplitude threshold value.
Optionally, the accelerator operation information includes an accelerator opening change rate, an accelerator opening and an accelerator stepping duration, and the obstacle information obtaining module is further configured to determine that the accelerator operation corresponding to the accelerator operation information is an erroneous operation based on that the accelerator opening change rate is greater than an accelerator opening change rate threshold, the accelerator opening is greater than an accelerator opening threshold, and the accelerator stepping duration is less than an accelerator stepping duration threshold.
In another aspect, a computer device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to perform the method as described above.
In another aspect, a computer-readable storage medium is provided, wherein instructions, when executed by a processor of a computer device, enable the computer device to perform the aforementioned method.
The technical scheme provided by the embodiment of the disclosure has the following beneficial effects:
when the speed of the automobile is lower than the speed threshold value and the accelerator operation corresponding to the accelerator operation information is misoperation, if the first distance between the first obstacle and the automobile in the automobile moving direction is within the first distance range, the first obstacle is shown to exist in a short distance in the automobile moving direction. At this time, if only the first obstacle in the traveling direction of the vehicle is considered and the second obstacle in the opposite direction of the traveling direction of the vehicle is ignored, when the second obstacle approaches the vehicle, the system does not execute the acceleration request corresponding to the accelerator operation, and there may be a case where the second obstacle collides with the vehicle. According to the automobile anti-collision control method provided by the embodiment of the application, a first obstacle in the automobile traveling direction is considered, and a second obstacle in the opposite direction of the automobile traveling direction is also considered. And when the second distance between the second obstacle and the automobile is within the second distance range, the second obstacle is close to the automobile in the direction opposite to the advancing direction of the automobile, and whether the acceleration request corresponding to the accelerator operation is executed or not is determined according to the movement condition of the second obstacle relative to the automobile. By the automobile anti-collision control method provided by the embodiment, the automobile can cope with the situation that obstacles exist in the advancing direction and the opposite direction of the advancing direction, and the reliability of anti-collision control is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic diagram of an automotive control system to which the disclosed embodiments are applicable;
FIG. 2 is a flow chart of a method for controlling vehicle collision avoidance provided by an embodiment of the present disclosure;
FIG. 3 is a flow chart of another method for controlling vehicle collision avoidance provided by the disclosed embodiment;
FIG. 4 is a flow chart of another method for controlling vehicle collision avoidance provided by the disclosed embodiment;
fig. 5 is a block diagram of a vehicle anti-collision control device according to an embodiment of the disclosure;
fig. 6 is a block diagram of a computer device according to an embodiment of the present disclosure.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of an automobile control system to which the embodiment of the present disclosure is applicable. As shown in fig. 1, the vehicle control system includes: a TCU (Transmission Control Unit) 101, an ESP (Electronic Stability Program) System 102, a radar and vision System 103, an EMS (Engine Management System) 105, an EPS (Electric Power Steering) System 106, and an ECU (Electronic Control Unit) 104. The ECU 104 is connected to the TCU 101, ESP system 102, radar and vision system 103, EMS 105, and EPS system 106, respectively.
Among other things, the TCU 101 helps the transmission decide when and how to shift gears by gathering information from various sensors and the ECU 104. For example, during a gear shift, the TCU 101 obtains current gear information through a gear sensor, and controls a gear shift mechanism to perform a downshift and an upshift operation according to the obtained gear information.
The ESP system 102 obtains vehicle driving state information, such as vehicle driving speed, lateral acceleration, etc., through various sensors, and adjusts the vehicle driving state according to the information to ensure the vehicle runs stably. For example, when the automobile is running, ESP system 102 obtains the running speed of the automobile through wheel speed sensors.
The radar and vision system 103 is used for detecting the external environment data of the vehicle in real time, such as whether obstacles exist in front of and behind the vehicle, the type of the obstacles, the relative speed between the obstacles and the vehicle, the distance between the vehicle and the obstacles, and the like.
The EMS 105 acquires information such as engine throttle position and air flow rate from various sensors, and manages engine combustion to operate the engine in an optimum state. For example, the EMS 105 obtains accelerator position information from an accelerator position sensor, and controls the fuel supply amount of the vehicle based on the accelerator position information.
The EPS system 106 obtains information such as a steering angle and a torque of a steering wheel through a torque sensor, and controls the motor to generate auxiliary power with a corresponding magnitude and direction according to the information to assist a driver in steering.
The ECU 104 is also called a driving computer, and is configured to interact with the TCU 101, the ESP system 102, the EMS 105, the radar and vision system 103, and the EPS system 106, determine a vehicle state and an intention of a driver according to the information, and control the vehicle operation through a related actuator. In the embodiment of the present disclosure, the ECU 104 is an ADAS (Advanced Driving Assistance System) ECU, and performs collision avoidance control in a low-speed running scene of the vehicle according to one or more of the aforementioned interactive information.
Fig. 2 is a flowchart of an automobile anti-collision control method provided by an embodiment of the present disclosure, which may be executed by a controller, for example, the ECU 104 in fig. 1, and is suitable for performing anti-collision control on an automobile in a scenario where the automobile is running at a low speed, for example, a starting scenario. Referring to fig. 2, the method includes:
in step 201, in response to determining that the vehicle gear is in a drive gear and the vehicle speed is below a speed threshold, throttle operation information is obtained.
Wherein, the driving gear is a forward gear or a reverse gear. Optionally, the gear in which the vehicle is located is obtained by the TCU.
The speed threshold is a set value, and when the vehicle speed is lower than the speed threshold, the vehicle is considered to be in a low speed state. Illustratively, the speed threshold is set to 10 km/h. Alternatively, vehicle speed is obtained by ESP system 102 in fig. 1.
Optionally, the throttle operation information includes at least one of the following information: accelerator opening, accelerator opening change rate and accelerator stepping time. Alternatively, the accelerator opening and the accelerator depression time are acquired by the EMS 105 in fig. 1. The throttle opening change rate is calculated from the acquired throttle opening and indicates the magnitude of the change amount of the throttle opening per unit time, and is illustratively a set value, such as 2s, 1s, 0.5s, or the like. The accelerator opening may be expressed in percentage, and accordingly, the accelerator opening change amount is also expressed in percentage. The accelerator stepping time length is used for indicating the time length used by the driver for stepping on the accelerator until the current time.
In step 202, in response to determining that the accelerator operation corresponding to the accelerator operation information is an erroneous operation, first obstacle information is acquired.
Wherein the first obstacle information is used to reflect a first distance between the first obstacle and the car in the car traveling direction, optionally, the first obstacle information is obtained by the radar and vision system 103 in fig. 1.
In one possible implementation, the following method may be adopted to determine whether the accelerator operation corresponding to the accelerator operation information is a misoperation: and when the accelerator opening change rate is greater than an accelerator opening change rate threshold, the accelerator opening is greater than an accelerator opening threshold, and the accelerator stepping time is less than an accelerator stepping time threshold, indicating that the possibility that the accelerator operation reflects the driving intention of the driver is low or indicating that whether the accelerator operation reflects the driving intention of the driver cannot be accurately judged temporarily, determining the accelerator operation corresponding to the accelerator operation information as the misoperation. And if the throttle opening change rate is not greater than the throttle opening change rate threshold, or the throttle opening is not greater than the throttle opening threshold, or the throttle stepping time length is not less than the throttle stepping time length threshold, determining that the corresponding throttle operation is not misoperation.
In another possible implementation, the following method may be adopted to determine whether the accelerator operation corresponding to the accelerator operation information is a misoperation: and when the throttle opening change rate is larger than a throttle opening change rate threshold value and the throttle opening is larger than a throttle opening threshold value, determining that the throttle operation corresponding to the throttle operation information is misoperation. And when the throttle opening change rate is not greater than the throttle opening change rate threshold value or the throttle opening is not greater than the throttle opening threshold value, determining that the corresponding throttle operation is not misoperation.
Illustratively, the throttle opening rate threshold is set to 200%/s, the accelerator opening threshold is set to 50%, and the accelerator press duration threshold is set to 1.5 s.
In step 203, in response to that the first distance is within a first distance range, an acceleration request corresponding to the accelerator operation is executed according to the second obstacle information.
In the disclosed embodiment, the first distance range is set as desired prior to performing the method illustrated in fig. 2. The maximum distance value of the first distance range is between 4.5m and 5.5m, the minimum distance value of the first distance range is between 0.5m and 1.5m, and the first distance range is set to be 1 to 5 m.
The second obstacle information is used for reflecting a second distance and relative movement between the second obstacle and the automobile in the direction opposite to the traveling direction of the automobile. Optionally, the second obstacle information may include a movement speed and an acceleration of the second obstacle in addition to the second distance between the second obstacle and the vehicle. Optionally, the second obstacle information is obtained by the radar and vision system 103 in fig. 1.
When the speed of the automobile is lower than the speed threshold value and the accelerator operation corresponding to the accelerator operation information is misoperation, if the first distance between the first obstacle and the automobile in the automobile moving direction is within the first distance range, the first obstacle is present within the set distance range of the automobile moving direction. At this time, if only the first obstacle in the traveling direction is considered and the second obstacle in the opposite direction to the traveling direction of the vehicle is ignored, when the second obstacle approaches the vehicle, the system does not execute the acceleration request corresponding to the accelerator operation, and there may be a case where the second obstacle collides with the vehicle. According to the automobile anti-collision control method provided by the embodiment of the application, a first obstacle in the automobile traveling direction is considered, and a second obstacle in the opposite direction of the automobile traveling direction is also considered. And when the second distance between the second obstacle and the automobile is within a second distance range, the second obstacle is present within a set distance range in the opposite direction of the automobile advancing direction, and whether to execute an acceleration request corresponding to the accelerator operation or not is determined according to the movement condition of the second obstacle relative to the automobile. By the automobile anti-collision control method provided by the embodiment, the automobile can cope with the situation that obstacles exist in the driving direction and the opposite direction of the driving direction, and the reliability of anti-collision control is improved.
Fig. 3 is a flowchart of another vehicle anti-collision control method provided by the embodiment of the disclosure, and the method is suitable for performing anti-collision control on a vehicle in a scene that a vehicle gear is a forward gear. Referring to fig. 3, the method includes:
in step 301, in response to determining that the vehicle gear is a forward gear and the vehicle speed is below a speed threshold, throttle operation information is obtained.
For related content, refer to the foregoing step 201, and a detailed description is omitted here.
In step 302, it is determined whether the throttle opening change rate is less than a throttle opening change rate threshold.
If the throttle opening change rate is greater than the throttle opening change rate threshold value, indicating that the throttle operation is a sudden throttle operation, executing step 303; if the accelerator opening change rate is not greater than the accelerator opening change rate threshold, indicating that the accelerator operation is not a sudden accelerator operation, and even if an acceleration request corresponding to the accelerator operation is executed, there is a low possibility of a collision, step 309 is executed.
The related content of the throttle opening change rate is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the throttle opening change rate threshold is set to 200%/s.
In step 303, it is determined whether the accelerator opening is greater than an accelerator opening threshold.
If the accelerator opening is larger than the accelerator opening threshold, indicating that the sudden accelerator operation is a deep accelerator operation, executing step 304; if the accelerator opening is not greater than the accelerator opening threshold, which indicates that the accelerator press-on operation is not a deep accelerator press-on operation, and the possibility of a collision is low even if an acceleration request corresponding to the accelerator press-on operation is executed, step 309 is executed.
The related content of the accelerator opening is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the accelerator opening threshold is set to 50%.
In step 304, it is determined whether the tip-in time is less than the tip-in time threshold.
If the accelerator stepping time length is not greater than the accelerator stepping time length threshold value, which indicates that whether the deep accelerator stepping operation is a misoperation cannot be determined, executing step 305; if the accelerator stepping time is longer than the accelerator stepping time threshold, it indicates that the deep accelerator stepping operation is not a driver misoperation, and step 309 is executed.
The related content of the accelerator pressing time period is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the accelerator press duration threshold is set to 1.5 s.
Through steps 301 to 304, it can be determined whether the accelerator operation corresponding to the accelerator operation information is an erroneous operation.
In step 305, first obstacle information in front of the vehicle is acquired.
The first obstacle information is used for indicating whether a first obstacle exists in front of the automobile and a first distance between the first obstacle and the automobile.
If the first distance between the first obstacle in front of the automobile and the automobile is within the first distance range, which indicates that the first obstacle exists within the set distance range in front of the automobile, executing step 306; if the first distance between the first obstacle in front of the vehicle and the vehicle is not within the first distance range, which indicates that there is no first obstacle in the set range in front of the vehicle, step 309 is executed.
The first obstacle information-related content refers to step 202 and step 203, and detailed description is omitted here.
Illustratively, the first distance range is set to 1m to 5 m.
In step 306, second obstacle information behind the vehicle is acquired.
The second obstacle information is used for indicating whether a second obstacle exists behind the automobile, a second distance between the second obstacle and the automobile and a relative movement situation between the second obstacle and the automobile.
If the second distance between the second obstacle behind the automobile and the automobile is within the second distance range, which indicates that the second obstacle exists within the set distance range behind the automobile, executing step 307; if the second distance between the second obstacle behind the vehicle and the vehicle is not within the second distance range, which indicates that the second obstacle is not present within the set distance range behind the vehicle, step 308 is executed.
The second obstacle information-related content is referred to in step 203, and a detailed description is omitted here.
For example, the second distance range may be set as desired before the method shown in fig. 3 is performed. The maximum distance is between 4.5m and 5.5m, the minimum distance is between 0.5m and 1.5m, and the second distance range is set to be 1 to 5 m.
In step 307, it is determined whether a second obstacle behind the vehicle is moving relatively close to the vehicle.
If the distance between the second obstacle behind the automobile and the automobile is monotonously reduced, which means that the second obstacle behind the automobile moves relatively close to the automobile, executing step 309; if the distance between the second obstacle behind the vehicle and the vehicle monotonically increases or remains unchanged, which indicates that the second obstacle behind the vehicle moves relatively far away from the vehicle or indicates that there is no relative movement between the second obstacle behind the vehicle and the vehicle, step 308 is executed.
Alternatively, the relative movement between the second obstacle behind the vehicle and the vehicle may also be represented by the speed of the second obstacle relative to the vehicle.
When a first obstacle exists in a first distance range in front of the automobile and a second obstacle exists in a second distance range behind the automobile, whether an acceleration request corresponding to the accelerator operation needs to be executed or not is determined according to the movement situation of the second obstacle behind the automobile relative to the automobile. If the second barrier behind the automobile moves relatively close to the automobile, the risk that the second barrier collides with the automobile is shown, and at the moment, an acceleration request corresponding to the accelerator operation is executed, so that the automobile can keep a safe distance with the first barrier in front of the automobile and the second barrier behind the automobile; if the second barrier behind the automobile moves relatively far away from the automobile or there is no relative movement between the second barrier behind the automobile and the automobile, it indicates that there is no risk of the second barrier behind the automobile colliding with the automobile.
In step 308, it is determined whether the steering wheel angle magnitude value is greater than the steering wheel angle magnitude threshold.
If the steering wheel angle amplitude value is greater than the steering wheel angle amplitude threshold, then go to step 309; if the steering wheel angle magnitude is not greater than the steering wheel angle magnitude threshold, then step 310 is performed.
Illustratively, the steering wheel angle magnitude threshold is set at ± 5 °.
In step 309, an acceleration request corresponding to the accelerator operation is executed.
In step 310, the acceleration request corresponding to the accelerator operation is temporarily not executed, and the prompt information is output, and then the process returns to step 304.
The acceleration request corresponding to the accelerator operation is not executed for the moment, whether the accelerator stepping time length is smaller than the accelerator stepping time length threshold value or not is judged again, and the acceleration request corresponding to the accelerator operation is executed until the accelerator stepping time length is larger than the accelerator stepping time length threshold value, so that the acceleration request corresponding to the accelerator operation can be executed in a delayed mode.
The method for outputting the prompt information is not limited in the embodiments of the present disclosure, and one or more of the following methods may be adopted: at least one of characters and graphs is output through the display screen, voice prompt information is output, or an indicator light of the instrument panel emits light.
Illustratively, the prompt message is a text "please confirm whether the accelerator is stepped on by mistake" displayed on the display screen.
If the steering wheel angle amplitude value is larger than the steering wheel angle amplitude threshold value, the steering wheel operation is the steering and driving-away operation of the driver actively, and the acceleration request corresponding to the accelerator operation can be executed. If the steering wheel angle amplitude value is not larger than the steering wheel angle amplitude threshold value, the situation that the driver does not have an active driving-away request is shown, the accelerator operation may be misoperation of the driver, the acceleration request corresponding to the accelerator operation is delayed to be executed at the moment, the automobile is enabled to keep the original driving state temporarily, whether the current accelerator operation is misoperation of the driver is prompted in time, the driver is waited to actively take obstacle avoidance measures, and the automobile is prevented from colliding with a first obstacle in the front set range.
In other embodiments, the step 310 may be replaced by partially executing the acceleration request corresponding to the throttle operation and not executing the acceleration request corresponding to the throttle operation. The acceleration request corresponding to partial execution of the accelerator operation refers to that an execution mechanism of an automobile engine weakens output power corresponding to the accelerator stepping depth of a driver, for example, if the currently detected actual accelerator opening is 80%, but the accelerator opening corresponding to the executed acceleration request is the product of a set proportion and the actual accelerator opening, wherein the set proportion is greater than 0 and less than 1, and is equal to 0.5, for example; the acceleration request corresponding to the non-execution of the accelerator operation means that the execution mechanism of the automobile engine does not output power for the current accelerator stepping operation of the driver.
The embodiment of the disclosure provides an anti-collision control method for an automobile in a state that the automobile runs forwards and the speed of the automobile is lower than a speed threshold value, so that the automobile can process the complex situation that a first obstacle exists in front of the automobile, a second obstacle exists behind the automobile and the second obstacle behind the automobile runs close to the automobile, and the possibility of collision between the automobile and the obstacle is reduced.
In addition, whether the current accelerator operation is the misoperation of the driver or not can be identified more accurately by sequentially judging the relationship between the accelerator opening degree change rate, the accelerator opening degree and the accelerator stepping duration and the corresponding threshold value, and the reliability of the anti-collision control is further improved.
Fig. 4 is a flowchart of another vehicle anti-collision control method provided by the embodiment of the disclosure, and the method is suitable for performing anti-collision control on a vehicle in a scene that a vehicle gear is a reverse gear. Referring to fig. 4, the method includes:
in step 401, in response to determining that the vehicle gear is a reverse gear and the vehicle speed is below a speed threshold, accelerator operation information is obtained.
For related content, refer to the foregoing step 201, and a detailed description is omitted here.
In step 402, it is determined whether the throttle opening change rate is less than a throttle opening change rate threshold.
If the throttle opening change rate is greater than the throttle opening change rate threshold value, indicating that the throttle operation is a sudden throttle operation, executing step 403; if the accelerator opening change rate is not greater than the accelerator opening change rate threshold, indicating that the accelerator operation is not a sudden accelerator operation, even if the acceleration request corresponding to the accelerator operation is executed with a low possibility of collision, step 409 is executed.
The related content of the throttle opening change rate is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the throttle opening change rate threshold is set to 200%/s.
In step 403, it is determined whether the accelerator opening is greater than an accelerator opening threshold.
If the accelerator opening is larger than the accelerator opening threshold, indicating that the sudden accelerator stepping operation is a deep accelerator stepping operation, executing step 404; if the accelerator opening is not greater than the accelerator opening threshold, indicating that the accelerator tip-in operation is not a deep accelerator tip-in operation, step 409 is executed even if the acceleration request corresponding to the accelerator tip-in operation is executed with a low possibility of collision.
The related content of the accelerator opening is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the accelerator opening threshold is set to 50%.
In step 404, it is determined whether the tip-in time is less than the tip-in time threshold.
If the accelerator stepping time length is not more than the accelerator stepping time length threshold value, which indicates that whether the deep accelerator stepping operation is a misoperation cannot be determined, executing step 405; if the accelerator stepping time is longer than the accelerator stepping time threshold, it indicates that the deep accelerator stepping operation is not the misoperation of the driver, and step 409 is executed.
The related content of the accelerator pressing time period is referred to the aforementioned step 201, and the detailed description is omitted here.
Illustratively, the accelerator press duration threshold is set to 1.5 s.
Through steps 401 to 404, it can be determined whether the accelerator operation corresponding to the accelerator operation information is an erroneous operation.
In step 405, first obstacle information behind the vehicle is acquired.
The first obstacle information is used for indicating whether a first obstacle exists behind the automobile and indicating a first distance between the first obstacle and the automobile.
If the first distance between the first obstacle behind the automobile and the automobile is within the first distance range, which indicates that the first obstacle exists within the set distance range behind the automobile, executing step 406; if the first distance between the first obstacle behind the vehicle and the vehicle is not within the first distance range, which indicates that the first obstacle is not present within the set range behind the vehicle, step 409 is executed.
The first obstacle information-related content refers to step 202 and step 203, and detailed description is omitted here.
Illustratively, the first distance range is set to 1m to 5 m.
In step 406, second obstacle information in front of the vehicle is acquired.
The second obstacle information is used for indicating whether a second obstacle exists in front of the automobile or not, a second distance between the second obstacle and the automobile and a relative movement situation between the second obstacle and the automobile.
If the second distance between the second obstacle in front of the automobile and the automobile is within the second distance range, which indicates that the second obstacle exists in the front of the automobile in a short distance, step 407 is executed; if the second distance between the second obstacle in front of the automobile and the automobile is not within the second distance range, which indicates that the second obstacle is not present in the short distance in front of the automobile, step 408 is executed.
The second obstacle information-related content is referred to in step 203, and a detailed description is omitted here.
Illustratively, the second distance threshold is set to 1m to 5 m.
In step 407, it is determined whether a second obstacle in front of the vehicle is moving relatively close to the vehicle.
If the distance between the second obstacle in front of the automobile and the automobile is monotonously reduced, which indicates that the second obstacle in front of the automobile moves relatively close to the automobile, executing step 409; if the distance between the second obstacle in front of the automobile and the automobile monotonically increases or remains unchanged, it indicates that the second obstacle in front of the automobile moves relatively far away from the automobile or that there is no relative movement between the second obstacle in front of the automobile and the automobile, step 408 is executed.
Alternatively, the relative movement between the second obstacle in front of the vehicle and the vehicle may also be represented by the speed of the second obstacle relative to the vehicle.
When a first obstacle exists in a first distance range behind the automobile and a second obstacle exists in a second distance range in front of the automobile, whether an acceleration request corresponding to an accelerator operation needs to be executed is determined according to the movement situation of the second obstacle in front of the automobile relative to the automobile. If the second barrier in front of the automobile moves relatively close to the automobile, the risk that the second barrier collides with the automobile is shown, and at the moment, an acceleration request corresponding to the accelerator operation is executed, so that the automobile can keep a safe distance with the first barrier behind the automobile and the second barrier in front of the automobile; if the second barrier in front of the automobile moves relatively far away from the automobile or there is no relative movement between the second barrier in front of the automobile and the automobile, it indicates that there is no risk that the second barrier in front of the automobile collides with the automobile.
In step 408, it is determined whether the steering wheel angle magnitude value is greater than the steering wheel angle magnitude threshold.
If the steering wheel angle amplitude value is greater than the steering wheel angle amplitude threshold, executing step 409; if the steering wheel angle magnitude is not greater than the steering wheel angle magnitude threshold, then step 410 is performed.
Illustratively, the steering wheel angle magnitude threshold is set at ± 5 °.
In step 409, an acceleration request corresponding to the accelerator operation is executed.
In step 410, the acceleration request corresponding to the accelerator operation is temporarily not executed, and the prompt information is output, and then the process returns to step 404.
The content related to the hint information is referred to in step 310, and a detailed description is omitted here.
If the steering wheel angle amplitude value is larger than the steering wheel angle amplitude threshold value, the steering wheel operation is the steering and driving-away operation of the driver actively, and the acceleration request corresponding to the accelerator operation can be executed. If the steering wheel angle amplitude value is not larger than the steering wheel angle amplitude threshold value, the situation that the driver does not have an active driving-away request is shown, the accelerator operation may be misoperation of the driver, the acceleration request corresponding to the accelerator operation is delayed to be executed at the moment, the automobile is enabled to keep the original driving state temporarily, whether the current accelerator operation is misoperation of the driver is prompted in time, the driver is waited to actively take obstacle avoidance measures, and the automobile is prevented from colliding with a first obstacle in a rear set range.
In other embodiments, step 410 may be replaced by partially executing the acceleration request corresponding to the throttle operation and not executing the acceleration request corresponding to the throttle operation. For related matters, see step 310, a detailed description is omitted.
The embodiment of the disclosure provides an anti-collision control method for an automobile in a state that the automobile runs backwards and the speed of the automobile is lower than a speed threshold value, so that the automobile can handle the complex situation that a first obstacle exists behind the automobile, a second obstacle exists in front of the automobile and the second obstacle in front of the automobile runs close to the automobile, and the possibility of collision between the automobile and the obstacles is reduced.
In addition, whether the current accelerator operation is the misoperation of the driver or not can be identified more accurately by sequentially judging the relationship between the accelerator opening degree change rate, the accelerator opening degree and the accelerator stepping duration and the corresponding threshold value, and the reliability of the anti-collision control is further improved.
Fig. 5 is a block diagram of a vehicle collision avoidance control apparatus 500 according to an embodiment of the present disclosure. As shown in fig. 5, the apparatus includes: the accelerator operation information acquisition module 501, the obstacle information acquisition module 502 and the execution module 503.
The accelerator operation information obtaining module 501 is configured to obtain accelerator operation information in response to that the vehicle gear is a driving gear and the vehicle speed is lower than a speed threshold.
The obstacle information obtaining module 502 is configured to obtain first obstacle information in response to determining that the accelerator operation corresponding to the accelerator operation information is an erroneous operation, where the first obstacle information is used to reflect a first distance between a first obstacle and the automobile in the automobile traveling direction.
The executing module 503 is configured to execute an acceleration request corresponding to the accelerator operation according to the second obstacle information in response to that the distance is within the first distance range, where the second obstacle information is used to reflect a second distance and a relative movement between a second obstacle in a direction opposite to the forward direction and the automobile.
Optionally, the executing module 503 is configured to execute an acceleration request corresponding to the accelerator operation in response to the second obstacle information reflecting that the second distance is within a second distance range and the second obstacle is relatively close to the automobile.
Optionally, the executing module 503 is configured to respond to the second obstacle information that the second distance is within a second distance range and the second obstacle is relatively far away from the vehicle, or respond to the second obstacle information that the second distance is within the second distance range and there is no relative motion between the second obstacle and the vehicle, and execute the acceleration request corresponding to the accelerator operation according to the steering wheel rotation angle information.
Optionally, the execution module 503 is configured to execute an acceleration request corresponding to the accelerator operation in response to that the steering wheel angle information is that the steering wheel angle amplitude value is not less than the steering wheel angle amplitude threshold value.
Optionally, the accelerator operation information includes an accelerator opening change rate, an accelerator opening, and an accelerator stepping duration, and the obstacle information obtaining module 502 is further configured to determine that the accelerator operation corresponding to the accelerator operation information is an erroneous operation based on that the accelerator opening change rate is greater than an accelerator opening change rate threshold, the accelerator opening is greater than an accelerator opening threshold, and the accelerator stepping duration is less than an accelerator stepping duration threshold.
It should be noted that: the vehicle anti-collision control device provided in the above embodiment is exemplified by only dividing the above functional modules when performing anti-collision control, and in practical applications, the above function distribution may be completed by different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above described functions. In addition, the embodiment of the vehicle anti-collision control device and the embodiment of the vehicle anti-collision control method provided by the embodiment belong to the same concept, and the specific implementation process is detailed in the embodiment of the method and is not described again.
Fig. 6 is a block diagram of a computer device provided in an embodiment of the present disclosure. As shown in fig. 6, the computer device 600 may be a vehicle-mounted computer or the like. The computer device 600 includes: a processor 601 and a memory 602.
The processor 601 may include one or more processing cores, such as a 4-core processor, an 8-core processor, and so on. The processor 601 may be implemented in at least one hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), and a PLA (Programmable Logic Array). The processor 601 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in an awake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 601 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor for processing computational operations related to machine learning.
The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In some embodiments, a non-transitory computer readable storage medium in the memory 602 is used to store at least one instruction for execution by the processor 601 to implement the vehicle collision avoidance control method provided in embodiments of the present application.
Those skilled in the art will appreciate that the configuration shown in FIG. 6 does not constitute a limitation of the computer device 600, and may include more or fewer components than those shown, or combine certain components, or employ a different arrangement of components.
Embodiments of the present invention further provide a non-transitory computer-readable storage medium, where instructions in the storage medium, when executed by a processor of the computer device 600, enable the computer device 600 to execute the vehicle collision avoidance control method provided in the embodiment shown in fig. 2, fig. 3, or fig. 4.
A computer program product containing instructions which, when run on a computer, cause the computer apparatus 600 to perform the method of vehicle collision avoidance control provided by the embodiment shown in fig. 2, 3 or 4.
The above description is intended to be exemplary only and not to limit the present disclosure, and any modification, equivalent replacement, or improvement made without departing from the spirit and scope of the present disclosure is to be considered as the same as the present disclosure.

Claims (7)

1. An automobile anti-collision control method is characterized by comprising the following steps:
in response to the fact that the gear of the automobile is located in a driving gear and the speed of the automobile is lower than a speed threshold value, acquiring accelerator operation information, wherein the fact that the speed of the automobile is lower than the speed threshold value indicates that the automobile is in a low-speed state;
in response to the fact that the accelerator operation corresponding to the accelerator operation information is determined to be misoperation, obtaining first obstacle information, wherein the first obstacle information is used for reflecting a first distance between a first obstacle and the automobile in the automobile traveling direction;
responding to the first distance within a first distance range, and executing an acceleration request corresponding to the accelerator operation according to second obstacle information, wherein the second obstacle information is used for reflecting a second distance and a relative movement situation between a second obstacle and the automobile in the direction opposite to the automobile traveling direction;
the executing of the acceleration request corresponding to the throttle operation according to the second obstacle information includes:
responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively close to the automobile, and executing an acceleration request corresponding to the throttle operation; alternatively, the first and second electrodes may be,
responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively far away from the automobile, or responding to that the second distance is within the second distance range and no relative movement exists between the second obstacle and the automobile by the second obstacle information, and executing an acceleration request corresponding to the accelerator operation according to steering wheel rotation angle information.
2. The method of claim 1, wherein the executing an acceleration request corresponding to the throttle operation according to the steering wheel angle information comprises:
and executing an acceleration request corresponding to the accelerator operation in response to the steering wheel angle information that the steering wheel angle amplitude value is not less than the steering wheel angle amplitude threshold value.
3. The method according to claim 1 or 2, wherein the accelerator operation information includes an accelerator opening degree change rate, an accelerator opening degree and an accelerator stepping time length, and the determining that the accelerator operation corresponding to the accelerator operation information is an erroneous operation includes:
and determining that the accelerator operation corresponding to the accelerator operation information is misoperation based on that the accelerator opening change rate is greater than an accelerator opening change rate threshold, the accelerator opening is greater than an accelerator opening threshold, and the accelerator stepping time length is less than an accelerator stepping time length threshold.
4. An automotive crash control apparatus, characterized in that said apparatus comprises:
the accelerator operation information acquisition module is used for responding to the fact that the automobile gear is located in a driving gear and the automobile speed is lower than a speed threshold value, and acquiring accelerator operation information, wherein the fact that the automobile speed is lower than the speed threshold value indicates that the automobile is in a low-speed state;
the obstacle information acquisition module is used for responding to the fact that the accelerator operation corresponding to the accelerator operation information is determined to be misoperation, and acquiring first obstacle information, wherein the first obstacle information is used for reflecting a first distance between a first obstacle and the automobile in the automobile advancing direction;
the execution module is used for responding to the first distance within a first distance range and executing an acceleration request corresponding to the accelerator operation according to second obstacle information, and the second obstacle information is used for reflecting a second distance and a relative movement situation between a second obstacle and the automobile in the opposite direction of the traveling direction; the executing of the acceleration request corresponding to the throttle operation according to the second obstacle information includes: responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively close to the automobile, and executing an acceleration request corresponding to the throttle operation; or responding to the second obstacle information to reflect that the second distance is within a second distance range and the second obstacle is relatively far away from the automobile, or responding to the second obstacle information to reflect that the second distance is within the second distance range and no relative movement exists between the second obstacle and the automobile, and executing the acceleration request corresponding to the accelerator operation according to the steering wheel rotation angle information.
5. The device of claim 4, wherein the execution module is configured to execute the acceleration request corresponding to the throttle operation in response to the steering wheel angle information being that a steering wheel angle amplitude value is not less than a steering wheel angle amplitude threshold value.
6. A computer device, comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to perform the method of any of claims 1 to 3.
7. A computer-readable storage medium, wherein instructions in the computer-readable storage medium, when executed by a processor of a computer device, enable the computer device to perform the method of any of claims 1 to 3.
CN202011577854.8A 2020-12-28 2020-12-28 Automobile anti-collision control method, device, equipment and storage medium Active CN112622889B (en)

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JP5915605B2 (en) * 2013-08-30 2016-05-11 トヨタ自動車株式会社 Driving assistance device
CN109305166A (en) * 2017-07-26 2019-02-05 上海汽车集团股份有限公司 A kind of mistake proofing is stepped on the gas braking method and device
CN109249806A (en) * 2018-09-03 2019-01-22 深圳市易成自动驾驶技术有限公司 Vehicle safe driving control method, equipment, system and readable storage medium storing program for executing
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