CN113602266B - Emergency steering auxiliary control method and system - Google Patents
Emergency steering auxiliary control method and system Download PDFInfo
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- CN113602266B CN113602266B CN202110974476.5A CN202110974476A CN113602266B CN 113602266 B CN113602266 B CN 113602266B CN 202110974476 A CN202110974476 A CN 202110974476A CN 113602266 B CN113602266 B CN 113602266B
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- 230000008859 change Effects 0.000 claims description 49
- 238000004364 calculation method Methods 0.000 claims description 20
- 230000008569 process Effects 0.000 claims description 9
- 230000001133 acceleration Effects 0.000 claims description 7
- 238000012850 discrimination method Methods 0.000 claims description 5
- 238000012545 processing Methods 0.000 claims description 3
- 230000004888 barrier function Effects 0.000 claims description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- 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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/802—Longitudinal distance
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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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/804—Relative longitudinal speed
Abstract
The invention relates to an intelligent automobile driving auxiliary technology, in particular to an emergency steering auxiliary control method and an emergency steering auxiliary control system. The collision risks of the front part, the rear part and the adjacent lanes of the vehicle are comprehensively considered, and an emergency steering auxiliary comprehensive decision factor is provided, so that the emergency steering auxiliary control of the vehicle has higher reliability and safety; the collision risk in all directions of the vehicle is comprehensively judged by adopting a fuzzy logic method, so that the judgment basis of emergency steering auxiliary control is more sufficient, and the driving safety of the vehicle is further improved; an emergency steering assist system is provided that includes a perception module, a decision module, and an execution module.
Description
Technical Field
The invention relates to an intelligent automobile driving auxiliary technology, in particular to an emergency steering auxiliary control method and an emergency steering auxiliary control system.
Background
The active anti-collision safety systems of automobiles which are commercially popularized at present are mainly a forward collision early warning system (Forword Collision Warning, FCW) and an automatic emergency braking system (Autonomous Emergency Braking, AEB), and the forward collision early warning or braking intervention is used for giving driver assistance in the longitudinal running direction of the automobile, but the technology cannot completely brake the automobile by the vehicle braking measures so as to avoid collision when the automobile speed is high to a certain extent.
In the prior art, under the condition that an emergency braking system cannot completely avoid collision with a front vehicle, a steering auxiliary system is adopted to control the vehicle to change lanes, so that risks are avoided.
However, in the conventional steering assist system, only the obstacle in front of the own lane is focused, the situation of the coming vehicle behind the vehicle is not considered, and when the emergency braking system is judged to avoid collision with the front vehicle, the vehicle is directly braked, and at this time, if the distance between the rear vehicle and the vehicle is too close, and the left and right obstacles are left and right, a rear-end collision accident occurs.
Disclosure of Invention
The invention aims to solve the technical problems that: the emergency steering auxiliary control method and the system can comprehensively consider collision risks of the front, the rear and the adjacent lanes of the vehicle, the judgment basis of the emergency steering auxiliary control is more sufficient, and the reliability and the safety are higher.
The technical scheme adopted by the invention for solving the technical problems is as follows: an emergency steering assist control method is characterized in that: in a vehicle with radar and cameras around;
A. according to signals output by the radar and the camera, calculating real-time forward collision risk coefficient FCR, backward collision risk coefficient RCR and lane change risk coefficient CLR of a left lane l Lane change risk coefficient CLR for right lane r Then compare CLR l And CLR (CLR) r Selecting the smaller value as the lane change risk coefficient CLR;
B. performing fuzzification processing according to membership functions of the forward collision risk coefficient FCR, the backward collision risk coefficient RCR and the lane change risk coefficient CLR, and obtaining an emergency steering auxiliary possibility level based on a fuzzy logic rule;
C. performing deblurring calculation on the emergency steering auxiliary possibility level by using a minimum rule and a weighted average discrimination method to obtain an emergency steering auxiliary comprehensive decision factor CDF;
D. and performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor CDF.
Further, the emergency steering auxiliary control specifically includes the following steps:
s1, judging whether the emergency steering auxiliary comprehensive decision factor CDF is larger than a preset emergency steering auxiliary threshold, if so, executing a step S2, and if not, not performing emergency steering auxiliary;
s2, judging whether a driver has steering intention, if so, executing the step S3, and if not, not performing emergency steering assistance;
s3, comparing lane change risk coefficients CLR of the left lane l Lane change risk coefficient CLR for right lane r The emergency steering assistance is carried out on the lane with the smaller value of the number, and the step S4 is executed;
s4, judging whether the driver takes over, if so, exiting the emergency steering assistance, and if not, continuing to execute the step S3.
Advancing oneThe real-time forward collision risk coefficient FCR is calculated by acquiring the relative speeds V of the vehicle and the front vehicle in real time through a radar and a camera at the front part of the vehicle f Relative distance S between host vehicle and preceding vehicle f And substituted into the following formula for calculation:
the larger the value of the forward collision risk coefficient FCR, the greater the risk of a forward collision representing the vehicle.
Further, the calculating the real-time rear collision risk coefficient RCR comprises the following steps of acquiring the relative speeds V of the vehicle and the rear vehicle in real time through a radar and a camera at the rear part of the vehicle r Relative distance S between host vehicle and rear vehicle r And substituted into the following formula for calculation:
the larger the value of the rear collision risk coefficient RCR, the greater the risk of representing a rear collision of the vehicle.
Further, the real-time lane change risk coefficient CLR of the left lane is calculated l The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the left lane l The left lane avoidance completion time safety threshold Tmax is calculated according to the following formula l ：
Then according to the longitudinal distance S between the vehicle and the left lane barrier l And longitudinal relative velocity V l Calculating the left side collision timeLane change risk factor for left lane +.>
Lane change risk coefficient CLR of the left lane l The larger the value of (c) the greater the collision risk representing a lane change of the vehicle to the left.
Further, the real-time lane change risk coefficient CLR of the right lane is calculated r The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the right lane r The right lane avoidance completion time safety threshold Tmax is calculated according to the following formula r ：
Then according to the longitudinal distance S between the vehicle and the right lane obstacle r And longitudinal relative velocity V r Calculating the right side collision timeLane change risk factor for right lane +.>
Lane change risk coefficient CLR of the right lane l The larger the value of (c) the greater the collision risk representing a lane change to the right of the vehicle.
Further, the fuzzy logic rule is as follows:
(1) If the risk of lane changing collision of the adjacent lane is high, the emergency steering collision avoidance is not carried out;
(2) If the risk of lane changing collision of the adjacent lane is small and the risk of forward collision is also small, the emergency braking is required to be selected when the backward collision is also small, and emergency steering assistance is not selected;
(3) If the collision risk of the lane change of the adjacent lane is small and the collision risk of the forward direction is also small, the emergency steering assistance should be selected to avoid the backward collision.
Further, the process of the defuzzification calculation of the emergency steering auxiliary comprehensive decision factor CDF is as follows: firstly, calculating a fuzzy coefficient FS by using a least squares algorithm, and then, performing defuzzification by using a weighted average discrimination method, wherein the specific calculation formula is as follows:
where OW represents the weight and i represents the different emergency steering assist likelihood levels.
An emergency steering assist system, comprising:
the sensing module is specifically a radar and a camera arranged around the vehicle and is used for acquiring distance information and relative speed information of the vehicle, surrounding obstacles and a road surface in real time;
the decision module is specifically an emergency steering auxiliary controller arranged in the vehicle and is used for calculating an emergency steering auxiliary comprehensive decision factor according to the information acquired by the sensing module and performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor;
and the execution module is particularly used for a braking system and a steering system of the vehicle and is used for realizing braking and steering actions of the vehicle according to the control instruction of the decision module.
Furthermore, the decision module runs an emergency steering auxiliary program, and the decision module realizes the emergency steering auxiliary method when running the program.
Compared with the prior art, the invention has the following main advantages:
1. the invention comprehensively considers the collision risks of the front part, the rear part and the adjacent lanes of the vehicle, and provides an emergency steering auxiliary comprehensive decision factor, so that the emergency steering auxiliary control of the vehicle has higher reliability and safety;
2. the invention adopts the fuzzy logic method to comprehensively judge the collision risk of the vehicle in all directions, so that the judgment basis of the emergency steering auxiliary control is more sufficient, and the driving safety of the vehicle is further improved.
Drawings
FIG. 1 is a flow chart of the emergency steering assist control of the present invention;
FIG. 2 is a flowchart of the emergency steering assist comprehensive decision factor CDF calculation;
FIG. 3 is a membership function of the input variable-forward collision risk coefficient FCR of the present invention;
FIG. 4 is a membership function of the input variable-the rear collision risk coefficient RCR of the present invention;
FIG. 5 is a membership function of the input variable-lane-change risk factor CLR according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described in detail with reference to the accompanying drawings 1 to 5 and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. In addition, the technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
It should be noted that each step/component described in the present application may be split into more steps/components, or two or more steps/components or part of the operations of the steps/components may be combined into new steps/components, as needed for implementation, to achieve the object of the present invention.
The invention provides an emergency steering auxiliary control method, which is used for a vehicle with radar and cameras arranged around, as shown in fig. 1-2, and specifically comprises the following steps:
A. according to signals output by the radar and the camera, calculating real-time forward collision risk coefficient FCR, backward collision risk coefficient RCR and lane change risk coefficient CLR of a left lane l Lane change risk coefficient CLR for right lane r Then compare CLR l And CLR (CLR) r The smaller one is selected as the channel change risk coefficient CLR.
The real-time forward collision risk coefficient FCR is calculated by acquiring the relative speed V of the vehicle and the front vehicle in real time through a radar and a camera at the front part of the vehicle f Relative distance S between host vehicle and preceding vehicle f And substituted into the following formula for calculation:
from the above equation, the greater the value of the forward collision risk coefficient FCR, the greater the forward collision risk of the vehicle, which is taken as FCR in this example max =0.3 represents a safety threshold for the forward collision risk coefficient.
Further, the calculating the real-time rear collision risk coefficient RCR comprises the following steps of acquiring the relative speeds V of the vehicle and the rear vehicle in real time through a radar and a camera at the rear part of the vehicle r Relative distance S between host vehicle and rear vehicle r And substituted into the following formula for calculation:
from the above equation, the larger the value of the rear collision risk coefficient RCR, the larger the risk of the rear collision of the vehicle, and RCR is taken in this example max =0.3 represents the safety threshold for the rear collision risk coefficient.
Further, the calculation of the lane change risk coefficient CLR of the real-time left lane l The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the left lane l The left lane avoidance completion time safety threshold Tmax is calculated according to the following formula l ：
If the adjacent left lane has an obstacle, the vehicle passes throughThe radar and the camera at the left side of the vehicle acquire the longitudinal distance S between the vehicle and the left lane obstacle in real time l And longitudinal relative velocity V l Calculating the left side collision timeLane change risk factor for left lane +.>
Lane change risk coefficient CLR of the left lane l The larger the value of (c) the greater the collision risk representing a lane change of the vehicle to the left.
Meanwhile, calculating a lane change risk coefficient CLR of the real-time right lane r The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the right lane r The right lane avoidance completion time safety threshold Tmax is calculated according to the following formula r ：
If an obstacle exists in the adjacent right lane, acquiring the longitudinal distance S between the vehicle and the right lane obstacle in real time through a radar and a camera on the right side of the vehicle r And longitudinal relative velocity V r Calculating the right side collision timeLane change risk factor for right lane +.>
Lane change risk coefficient CLR of the right lane l The larger the value of (c) the greater the collision risk representing a lane change to the right of the vehicle.
The present example takes clr=0.8 as the safety threshold value of the lane change risk coefficient, in this example the lateral acceleration safety threshold value a ymax ＝0.76μg。
B. And carrying out fuzzification processing according to membership functions of the forward collision risk coefficient FCR, the backward collision risk coefficient RCR and the lane change risk coefficient CLR, and obtaining an emergency steering auxiliary possibility grade based on a fuzzy logic rule.
In this embodiment, the membership function of the forward collision risk coefficient FCR is shown in fig. 3, the membership function of the backward collision risk coefficient RCR is shown in fig. 4, and the membership function of the lane change risk coefficient CLR is shown in fig. 5.
The fuzzy logic rule is specifically as follows:
(1) If the risk of lane changing collision of the adjacent lane is high, the emergency steering collision avoidance is not carried out;
(2) If the risk of lane changing collision of the adjacent lane is small and the risk of forward collision is also small, the emergency braking is required to be selected when the backward collision is also small, and emergency steering assistance is not selected;
(3) If the collision risk of the lane change of the adjacent lane is small and the collision risk of the forward direction is also small, the emergency steering assistance should be selected to avoid the backward collision.
The specific rules are shown in the following table, wherein the emergency steering auxiliary possibility grades in the table are S, M, L, S represents that the possibility of changing lanes is small, M represents that the possibility of changing lanes is medium, and L represents that the possibility of changing lanes is large.
C. And performing deblurring calculation on the emergency steering auxiliary possibility level by using a minimum rule and a weighted average discrimination method to obtain an emergency steering auxiliary comprehensive decision factor CDF.
The process of the defuzzification calculation of the emergency steering auxiliary comprehensive decision factor CDF is as follows: firstly, calculating a fuzzy coefficient FS (Fire Strength) by using a least squares algorithm, and then, performing defuzzification by using a weighted average discriminant method, wherein the specific calculation formula is as follows:
where OW represents the weight and i represents the different emergency steering assist likelihood levels, OW in this embodiment S ＝0.2，OW M ＝0.5，OW L ＝0.8。
D. And performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor CDF.
The emergency steering auxiliary control specifically comprises the following steps:
s1, judging whether the emergency steering auxiliary comprehensive decision factor CDF is larger than a preset emergency steering auxiliary threshold (the preset emergency steering auxiliary threshold in the embodiment is 0.6), if yes, executing a step S2; if not, the emergency steering assistance is not performed, and the emergency steering collision avoidance is not performed.
S2, judging whether a driver has steering intention, if so, executing a step S3; if not, the emergency steering assistance is not performed, and the emergency steering collision avoidance is not performed.
The method of judging whether the driver has the steering intention in this embodiment refers to chinese patent No. CN112896174a, "apparatus and method for judging the steering intention of the driver and system.
S3, comparing lane change risk coefficients CLR of the left lane l Lane change risk coefficient CLR for right lane r The vehicle is controlled to change the lane to the side with low risk coefficient so as to avoid collision accident, and the step S4 is executed.
S4, judging whether the driver takes over or not, if so, exiting the emergency steering assistance, and giving the driver own control over the vehicle; if not, the step S3 is continued.
In this embodiment, the method for determining whether the driver has taken over refers to chinese patent No. CN109353347B, "vehicle and method, system, electronic device and storage medium for reminding driver of taking over driving.
Based on the method, the invention also provides:
an emergency steering assist system, comprising:
the sensing module is specifically a radar and a camera arranged around the vehicle and is used for acquiring distance information and relative speed information between the vehicle and surrounding obstacles and transverse distance information for changing from the lane to a neighboring lane in real time;
the decision module is specifically an emergency steering auxiliary controller arranged in the vehicle and is used for calculating an emergency steering auxiliary comprehensive decision factor according to the information acquired by the sensing module and performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor;
and the execution module is particularly used for a braking system and a steering system of the vehicle and is used for realizing braking and steering actions of the vehicle according to the control instruction of the decision module.
Furthermore, the decision module runs an emergency steering auxiliary program, and the decision module realizes the emergency steering auxiliary control method when running the program.
By adopting the emergency steering auxiliary control method and the system, the collision risks of the front part, the rear part and the adjacent lanes of the vehicle are comprehensively considered, and the emergency steering auxiliary comprehensive decision factor is provided, so that the emergency steering auxiliary control of the vehicle has higher reliability and safety; meanwhile, the collision risk in all directions of the vehicle is comprehensively judged by adopting a fuzzy logic method, so that the judgment basis of the emergency steering auxiliary control is more sufficient, and the running safety of the vehicle is further improved.
The above embodiments are merely for illustrating the design concept and features of the present invention, and are intended to enable those skilled in the art to understand the content of the present invention and implement the same, the scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes or modifications according to the principles and design ideas of the present invention are within the scope of the present invention.
Claims (8)
1. An emergency steering auxiliary control method based on an emergency steering auxiliary system is characterized in that: in a vehicle with radar and cameras around;
A. according to signals output by the radar and the camera, calculating real-time forward collision risk coefficient FCR, backward collision risk coefficient RCR and lane change risk coefficient CLR of a left lane l Lane change risk coefficient CLR for right lane r Then compare CLR l And CLR (CLR) r Selecting the smaller value as the lane change risk coefficient CLR;
B. performing fuzzification processing according to membership functions of the forward collision risk coefficient FCR, the backward collision risk coefficient RCR and the lane change risk coefficient CLR, and obtaining an emergency steering auxiliary possibility level based on a fuzzy logic rule;
C. performing deblurring calculation on the emergency steering auxiliary possibility level by using a minimum rule and a weighted average discrimination method to obtain an emergency steering auxiliary comprehensive decision factor CDF;
D. performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor CDF;
the emergency steering assist system includes:
the sensing module is specifically a radar and a camera arranged around the vehicle and is used for acquiring distance information and relative speed information of the vehicle, surrounding obstacles and a road surface in real time;
the decision module is specifically an emergency steering auxiliary controller arranged in the vehicle and is used for calculating an emergency steering auxiliary comprehensive decision factor according to the information acquired by the sensing module and performing emergency steering auxiliary control based on the emergency steering auxiliary comprehensive decision factor;
the execution module is particularly used for a braking system and a steering system of the vehicle and is used for realizing braking and steering actions of the vehicle according to the control instruction of the decision module;
the decision module is operated with an emergency steering auxiliary program, and the emergency steering auxiliary control method is realized when the decision module is operated with the program.
2. The emergency steering assist control method according to claim 1, characterized in that the emergency steering assist control specifically comprises the steps of:
s1, judging whether the emergency steering auxiliary comprehensive decision factor CDF is larger than a preset emergency steering auxiliary threshold, if so, executing a step S2, and if not, not performing emergency steering auxiliary;
s2, judging whether a driver has steering intention, if so, executing the step S3, and if not, not performing emergency steering assistance;
s3, comparing lane change risk coefficients CLR of the left lane l Lane change risk coefficient CLR for right lane r The emergency steering assistance is carried out on the lane with the smaller value of the number, and the step S4 is executed;
s4, judging whether the driver takes over, if so, exiting the emergency steering assistance, and if not, continuing to execute the step S3.
3. The method for assisting control of emergency steering according to claim 1, wherein the calculating of the real-time forward collision risk coefficient FCR is performed by acquiring the relative speeds V of the vehicle and the preceding vehicle in real time by means of a radar and a camera in front of the vehicle f Relative distance S between host vehicle and preceding vehicle f And substituted into the following formula for calculation:
the larger the value of the forward collision risk coefficient FCR, the greater the risk of a forward collision representing the vehicle.
4. The emergency steering assist control method according to claim 1, wherein the calculation of the real-time rear collision risk coefficient RCR is performed by acquiring the relative speeds V of the vehicle and the rear vehicle in real time by a radar and a camera at the rear of the vehicle r Relative distance S between host vehicle and rear vehicle r And substituted into the following formula for calculation:
the larger the value of the rear collision risk coefficient RCR, the greater the risk of representing a rear collision of the vehicle.
5. The emergency steering assist control method according to claim 1, wherein the calculation of the lane change risk coefficient CLR of the left lane in real time l The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the left lane l The left lane avoidance completion time safety threshold Tmax is calculated according to the following formula l ：
Then according to the longitudinal distance S between the vehicle and the left lane barrier l And longitudinal relative velocity V l Calculating the left side collision timeLane change risk factor for left lane +.>
Lane change risk coefficient CLR of the left lane l The larger the value of (c) the greater the collision risk representing a lane change of the vehicle to the left.
6. The emergency steering assist control method according to claim 1, wherein the calculation of the lane change risk coefficient CLR of the right lane in real time r The specific process is as follows:
first of all according to the lateral acceleration safety threshold a ymax And a lateral distance y from the own lane to the right lane r Calculating the right lane avoidance completion time safety threshold according to the following formulaValue Tmax r ：
Then according to the longitudinal distance S between the vehicle and the right lane obstacle r And longitudinal relative velocity V r Calculating the right side collision timeLane change risk factor for right lane +.>
Lane change risk coefficient CLR of the right lane l The larger the value of (c) the greater the collision risk representing a lane change to the right of the vehicle.
7. The emergency steering assist control method according to claim 1, wherein the fuzzy logic rule is as follows:
(1) If the risk of lane changing collision of the adjacent lane is high, the emergency steering collision avoidance is not carried out;
(2) If the risk of lane changing collision of the adjacent lane is small and the risk of forward collision is also small, the emergency braking is required to be selected when the backward collision is also small, and emergency steering assistance is not selected;
(3) If the collision risk of the lane change of the adjacent lane is small and the collision risk of the forward direction is also small, the emergency steering assistance should be selected to avoid the backward collision.
8. The emergency steering assist control method according to claim 1 or 2, wherein the process of the defuzzification calculation of the emergency steering assist comprehensive decision factor CDF is: firstly, calculating a fuzzy coefficient FS by using a least squares algorithm, and then, performing defuzzification by using a weighted average discrimination method, wherein the specific calculation formula is as follows:
where OW represents the weight and i represents the different emergency steering assist likelihood levels.
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| CN113602266A (en) | 2021-11-05 |
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