CN114212102A - Auxiliary driving method, system and device for avoiding lateral collision - Google Patents
Auxiliary driving method, system and device for avoiding lateral collision Download PDFInfo
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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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0015—Planning or execution of driving tasks specially adapted for safety
- B60W60/0016—Planning or execution of driving tasks specially adapted for safety of the vehicle or its occupants
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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
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W2050/143—Alarm means
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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
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
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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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/12—Lateral speed
- B60W2720/125—Lateral acceleration
Abstract
The invention discloses an auxiliary driving method, an auxiliary driving system and an auxiliary driving device for avoiding lateral collision, wherein the method executed by the auxiliary driving system comprises the following steps: the sensor is arranged on the vehicle and used for monitoring transverse motion parameters of nearby lateral vehicles in the driving process; a controller for calculating a danger level according to the lateral movement parameter measured by the sensor and transmitting information corresponding to the danger level to the driver according to the calculated danger level, wherein the danger level is determined based on the collision time; and the bus system feeds the driving parameters back to the controller, so that the controller judges whether the driver intervenes manually or not, and adjusts the driving state of the vehicle through the bus system according to the manual intervention degree of the driver. The invention can effectively predict and judge the occurrence of the lateral collision danger, and can feed back and automatically control the lateral collision danger according to different conditions.
Description
Technical Field
The present invention relates to a driving assistance method, system and device, and more particularly, to a driving assistance method, system and device for avoiding a side collision.
Background
With the continuous development of the modern automobile industry, the automatic driving technology becomes available in the day, and the huge technical progress brings great convenience to the life of people, and as that, the technology changes the life.
Under the current system architecture, the automatic driving function usually performs legally-compliant smooth driving under a legal framework, but the real world often encounters some flying cross accidents, particularly from lateral impacts, and when the members are seriously injured, the vehicles can be seriously deviated from a driving lane due to huge lateral impacts caused by the automatic driving function, and the injuries caused by the automatic driving function are even far greater than the losses caused by rear-end collisions.
In the non-autonomous driving era, the degree of injury caused by differences in the driver's visual field, response, and driving level also varies from person to person. And in the era of automatic driving, because the vehicle is provided with abundant sensor equipment, the judgment of potential danger and the control of the vehicle are more accurate and effective.
An anti-collision system for an automatic driving environment has appeared in the prior art, and the main concept is to attempt to acquire various vehicles on a road, including current information, historical information, parameter information of vehicles in front and behind, and the like, and finally to predict collision time of the vehicles according to various vehicle parameter information.
At present, only a few mass-produced vehicle models with partial brands have lateral collision systems, but the systems can only reduce collision loss by raising the posture of the vehicle body when the vehicle is static, so that the effect is very limited, and the lateral collision cannot be effectively avoided in actual road conditions.
Disclosure of Invention
In order to give an alarm to a driver in time before a sudden lateral impact occurs, the driver can actively accelerate and avoid or automatically and emergently steer when necessary, so that the occurrence of collision is avoided.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method of driver assistance to avoid a side impact, comprising: establishing a hazard level having a classification, wherein the hazard level is determined based on the time to collision; monitoring transverse motion parameters of nearby lateral vehicles in the driving process, and calculating a danger level according to the motion parameters; according to the collision time from long to short, the danger grades comprise a primary danger grade, a secondary danger grade and a tertiary danger grade; under the third-level danger level, the driving state of the vehicle is automatically adjusted according to the traffic condition, and the method comprises the following steps: when the speed of the vehicle reaches a threshold value and an acceleration condition is met, accelerating the vehicle at a certain acceleration to avoid transverse collision; when the speed of the vehicle reaches the threshold value but does not meet the acceleration condition, if the lane change condition is met, the vehicle is controlled to actively accelerate and emergently change the lane to avoid transverse collision; if the lane change condition is not met, controlling the vehicle to actively decelerate to avoid transverse collision; when the speed of the vehicle is judged not to reach the threshold value, deceleration is carried out at a certain deceleration so as to avoid transverse collision; sending information corresponding to the danger level to the driver according to the calculated danger level; and judging whether the driver intervenes manually or not, and automatically adjusting the driving state of the vehicle according to the manual intervention degree of the driver.
As an embodiment of the present invention, under the first-level danger level, the collision time is greater than the first time threshold, and no specific information is sent to the driver; under the secondary danger level, the collision time is between a first time threshold and a second time threshold, and specific information is sent to a driver as an alarm; and under the third-level danger level, the collision time is smaller than a second time threshold, and the driving state of the vehicle is automatically adjusted according to the traffic condition.
As an embodiment of the present invention, after the driving state of the vehicle is automatically adjusted according to the traffic condition, the lateral and longitudinal control of the vehicle is performed, thereby avoiding the subsequent collision risk.
As an embodiment of the present invention, in the secondary risk level, if the driver manually intervenes and a condition for avoiding the occurrence of a side collision is satisfied, the automatic adjustment of the driving state of the vehicle is stopped.
In one embodiment of the present invention, in the secondary risk level, if the driver does not perform manual intervention, the risk level is further determined.
In order to achieve the purpose, the invention also adopts the following technical scheme:
a driver assistance system for avoiding a side impact comprising: the sensor is arranged on the vehicle and used for monitoring transverse motion parameters of nearby lateral vehicles in the driving process; the side collision prevention module is used for calculating a danger level according to the transverse motion parameters measured by the sensor and sending information corresponding to the danger level to the driver according to the calculated danger level, wherein the danger level is determined based on collision time; according to the collision time from long to short, the danger grades comprise a primary danger grade, a secondary danger grade and a tertiary danger grade; under tertiary danger level, prevent that the module from bumping by side automatically regulated the driving state of vehicle according to traffic conditions, include: when the speed of the vehicle reaches a threshold value and an acceleration condition is met, accelerating the vehicle at a certain acceleration to avoid transverse collision; when the speed of the vehicle reaches the threshold value but does not meet the acceleration condition, if the lane change condition is met, the vehicle is controlled to actively accelerate and emergently change the lane to avoid transverse collision; if the lane change condition is not met, controlling the vehicle to actively decelerate to avoid transverse collision; when the speed of the vehicle is judged not to reach the threshold value, deceleration is carried out at a certain deceleration so as to avoid transverse collision; and the controller feeds the driving parameters back to the side collision prevention module, so that the side collision prevention module judges whether the driver intervenes manually or not, and adjusts the driving state of the vehicle through the controller according to the manual intervention degree of the driver.
As an embodiment of the present invention, under the first-level danger level, the collision time is greater than the first time threshold, and the side collision prevention module does not send specific information to the driver; under the secondary danger level, the collision time is between a first time threshold and a second time threshold, and at the moment, the side collision prevention module sends specific information to the driver as an alarm; and under the third-level danger level, the collision time is smaller than a second time threshold, and the side collision prevention module automatically adjusts the driving state of the vehicle according to the traffic condition.
As one embodiment of the invention, the controller feeds back the driving parameters of the manual intervention of the driver to the side impact prevention module, and the side impact prevention module stops automatically adjusting the driving state of the vehicle.
As an implementation mode of the invention, the side impact prevention module does not receive the driving parameters fed back by the controller and intervened manually by the driver, and then the danger level is calculated again.
In order to achieve the purpose, the invention also adopts the following technical scheme:
a driving assistance device for avoiding a side impact, wherein the device performs the above-described method of the invention.
In the technical scheme, the method and the device can effectively predict and judge the occurrence of the lateral collision danger, and can feed back and automatically control the lateral collision danger according to different conditions.
Drawings
FIG. 1 is a schematic illustration of a vehicle sensor identification area;
FIG. 2 is a flow chart of the method of the present invention;
FIG. 3 is a schematic diagram of an acceleration collision avoidance strategy according to a first scenario of the present invention;
FIG. 4 is a schematic diagram of an emergency lane-change strategy with active acceleration according to a second scenario of the present invention;
fig. 5 is an architectural diagram of the system of the present invention.
Detailed Description
The technical solution in the embodiments of the present invention will be further clearly and completely described below with reference to the accompanying drawings and embodiments. It is obvious that the described embodiments are used for explaining the technical solution of the present invention, and do not mean that all embodiments of the present invention have been exhaustively exhausted.
Examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The invention aims to realize an auxiliary driving method, a system and a device for automatically avoiding transverse collision by using sensors such as a radar, a camera and the like in combination with a driving auxiliary sensing system.
The vehicle of the present invention is equipped with a vehicle Control unit vcu (vehicle Control unit), a driving assistance system such as an electronic Power steering eps (electric Power steering), an electronic Stability Control esc (electric Stability Control), or an automatic driving assistance system, and is capable of realizing at least functions such as an automatic Emergency steering aes (automatic Emergency steering), an automatic Emergency braking aeb (automatic Emergency braking), and a forward Collision warning fcw (forward Collision warning).
The invention firstly utilizes vehicle-mounted equipment such as radar, a camera and the like to measure the driving environment parameters of the whole body of the vehicle, in particular to the driving environment parameters of the side surface of the vehicle. As shown in fig. 1, the sensors are installed at least on the left and right lateral sides of the vehicle for sensing other vehicle targets in the lateral direction and the relative lateral distance, speed and azimuth angle of the vehicle in real time. As an embodiment of the present invention, the sensor includes, but is not limited to, a single millimeter wave radar scheme, a single camera scheme, a camera and radar fusion scheme, and the like. It will be appreciated by those skilled in the art that other suitable sensor options, such as lidar, etc., may be equally suitable for use with the teachings of the present invention.
With reference to fig. 2, using the above-described apparatus, the present invention first discloses a method of assisted driving to avoid a side collision, which first establishes a risk level with a classification. In the present invention, an important parameter for the risk level is the Time To Collision (TTC), i.e., the risk level of the present invention is classified mainly based on the Time To Collision (TTC).
In the present invention, the time to collision TTC is calculated as TTC = relative distance/relative velocity.
As an embodiment of the present invention, the risk level is classified into 3 levels, which are a first level risk level, a second level risk level, and a third level risk level according to the degree of risk from low to high. The danger level of each level corresponds to the time to collision TTC of a certain threshold:
under the first-level danger level, the time to collision TTC is greater than a first time threshold;
at a secondary hazard level, the time to collision TTC is between a first time threshold and a second time threshold;
at three levels of risk, the time to collision TTC is less than the second time threshold.
As a preferred example of this embodiment, the first time threshold is set at 2.2s and the second time threshold is set at 1.7 s. Thus:
the first-level danger grade is that the collision time TTC is more than 2.2s (or the TTC is more than or equal to 2.2 s);
the secondary risk grade is that the collision time is 1.7s < TTC <2.2s (or 1.7s < TTC <2.2s, 1.7s < TTC <2.2 s);
the third-level risk rating is that the time to collision TTC is less than 1.7s (or TTC is less than or equal to 1.7 s).
It will be understood by those skilled in the art that the selection of the values of the first and second time thresholds is only one of many embodiments of the present invention, and is not a limitation of the present invention. In other embodiments of the present invention, the parameter selection of the first and second time thresholds and the parameter sections corresponding to the first level risk level, the second level risk level, and the third level risk level may be set separately, and may be applied to the technical solution of the present invention as long as the specific actual test effect is met.
Those skilled in the art will also understand that although 3 danger levels are set, those skilled in the art will understand that the present invention can also realize setting of more danger levels according to different grades of the time to collision TTC, thereby further refining the control scheme.
After establishing the risk level with a hierarchy, as shown in fig. 2, the method of the present invention performs step 201: and monitoring the transverse motion parameters of nearby lateral vehicles in real time during the driving process, and calculating the danger level according to the motion parameters.
After calculating the risk level, step 202 determines whether the risk level is greater than or equal to a secondary risk level. If not, the maximum danger level (or no danger level) is the first level at the moment. At a first risk level, the time to collision is greater than a first time threshold (e.g., TTC >2.2 s), and no specific information is sent to the driver.
And when the danger level is smaller than the secondary danger level, returning to the step 201, namely continuously monitoring the transverse motion parameters of the nearby lateral vehicle in real time, and calculating the danger level according to the motion parameters.
If the danger level determined in step 202 is greater than or equal to the secondary danger level, i.e., the current danger level is the secondary danger level or the tertiary danger level, step 203 is executed, i.e., information corresponding to the danger level is sent to the driver according to the calculated danger level. As an embodiment of the present invention, the specific information issued as an alarm by step 203 may include an audio and visual alarm. Those skilled in the art will appreciate that other forms of information, such as various other loud and rapid alerts to alert the driver to avoid may also be used in embodiments of the present invention.
After the specific information is sent out in step 203, step 204 further determines whether the driver has performed human intervention, and automatically adjusts the driving state of the vehicle according to the degree of human intervention of the driver.
If the driver manually intervenes and the condition for avoiding the side collision is satisfied, that is, the driver notices the warning information at the second-level danger level and avoids going to the third-level danger level further through the manual intervention, the automatic adjustment of the driving state of the vehicle is stopped at this time, as shown in step 205. For example, with manual intervention by the driver, the time to collision TTC of the vehicle is >2.2s, at which time the automatic control is stopped.
On the other hand, if the driver has not performed human intervention, step 206 further determines whether the primary hazard level, and in particular the hazard level, is greater than the third-level hazard level. If the risk level does not reach the third level, the process returns to step 202, i.e., it is determined whether the risk level is greater than or equal to the second level, and the process returns to the previous step.
The key point of the present invention is that when the judgment result in step 206 is that the risk level is greater than or equal to the third-level risk level (i.e. the time to collision TTC is less than 1.7s, or TTC is less than or equal to 1.7 s), the present invention further automatically adjusts the driving state of the vehicle according to the actual traffic condition. At this time, the present invention further comprehensively determines whether or not there is another vehicle in the vehicle speed and the front safe distance.
As an embodiment of the present invention, the threshold value of the vehicle speed of the vehicle is set to be greater than 40kph, and the safe distance is selected to be 50 m. Those skilled in the art will appreciate that the selection of the threshold value of the vehicle speed and the safe distance is only a selection of the embodiments of the present invention, and is not a limitation of the present invention. In other embodiments of the present invention, the threshold value and the safe distance of the vehicle speed may be adjusted and selected according to theoretical calculation, actual test and simulation data, and all fall within the protection scope of the present invention.
In the first case (acceleration collision avoidance strategy), as shown in step 2061, it is first determined whether the speed of the host vehicle is greater than 40 kph. If yes, the judgment of step 207 is executed, if the acceleration condition is met, step 208 is executed, namely, the vehicle is accelerated at a certain acceleration, the collision is avoided by adopting an active acceleration mode until no collision risk exists (the danger level is less than the second level), and then step 213 is executed, the cruise access is carried out to carry out the transverse and longitudinal control of the vehicle, so that the subsequent collision risk is avoided. In one embodiment of the present invention, the acceleration condition is a condition in which no vehicle is within a safe distance ahead of the collision point or a vehicle is present ahead of the collision point but the distance is far (for example, 50m or more).
Referring to fig. 3, as a preferred embodiment of the present invention, in a first case of the present invention, the present invention adopts a strategy of acceleration collision avoidance, and uses a vehicle speed as a division condition, and a concept of acceleration collision avoidance is generally 40kph (empirical value) or more, and a concept of braking collision avoidance is used below 40 kph. The speed is high in consideration of 40kph, the large deceleration brake is dangerous, and meanwhile, acceleration collision avoidance is adopted to ensure certain passing efficiency.
To calculate the safe distance in the own-vehicle lane in an acceleration collision avoidance situation, the speed of the main vehicle (own vehicle) is measured as shown in fig. 3
Target vehicle speed is
There will be a stationary vehicle in front of the collision point.
It is expected that if acceleration avoidance is not taken, the host vehicle (own vehicle) will collide at the collision point after 1.7 s.
To avoid a collision, the host vehicle must accelerate within 1.7s to avoid a side collision with the target vehicle, and therefore may be based on
The acceleration is calculated by the two formulas
Is composed of
；
In addition, the first and second substrates are,
these two equations represent the latest braking point and the latest turning point (i.e., if this point is exceeded, it is difficult to stop the vehicle by braking or turn to another lane) respectively, wherein
The speed of deceleration is indicated and,
showing the relative speed in the laneThe degree of the magnetic field is measured,
which represents the acceleration in the lateral direction and,
indicating the distance of movement in the lateral direction. In the present embodiment, since the front vehicle is stationary, it is possible to prevent the vehicle from being damaged
Is 20 m/s.
As can be seen from the above formula, the safe distance value of the present embodiment needs to be larger than both the latest braking point and the latest steering point, so the calculation according to the formula is about 35m, and a compensation (offset) value of 15m is added, so the safe distance is selected to be 50m in the present embodiment.
In the second case (active acceleration emergency lane change strategy), as shown in step 2061, it is first determined whether the speed of the vehicle is greater than 40 kph. If yes, go to step 209 to further determine whether the acceleration emergency lane change condition is satisfied. If the lane change condition is satisfied, step 210 is executed, that is, the vehicle is controlled to actively accelerate the emergency lane change, and the lateral collision is avoided by accelerating the emergency lane change. Then, step 213 is executed, and the cruise access performs the transverse and longitudinal control of the vehicle, so as to avoid the subsequent collision risk. If the condition is not met, step 211 is executed to control the vehicle to actively decelerate, and avoid the lateral collision by decelerating. Then, step 213 is executed, and the cruise access performs the transverse and longitudinal control of the vehicle, so as to avoid the subsequent collision risk. As an embodiment of the present invention, the lane change condition is satisfied in such a manner that a vehicle ahead of the collision point is predicted to be present and the distance is short (for example, 35 to 50 m), and other lane change conditions are satisfied. Conversely, not meeting the lane change condition is to predict that there is a vehicle ahead of the collision point and that the distance is short (e.g., 35-50 m), but not meeting other lane change conditions.
With continued reference to fig. 3, as a preferred embodiment of the present invention, in the second situation of the present invention, the present invention adopts the active acceleration emergency lane change/active deceleration strategy, which also uses the vehicle speed as the dividing condition, and approximately 40kph (empirical value) or more is the strategy of the active acceleration emergency lane change. However, unlike the first case, in the second case, a vehicle ahead of the collision point is predicted and the distance is close (for example, 35m to 50 m), so the present embodiment needs to further determine whether the lane change condition is satisfied:
1. detecting and judging that the lane line cannot be a solid line through a sensor, wherein the lane line comprises a single white solid line, a double yellow line and the like which do not allow lane changing, and otherwise, the lane changing condition is not met;
2. the longitudinal distance between the two vehicles at least satisfies the following conditions:
wherein
Showing the relative speed in the main lane,
which represents the acceleration in the lateral direction and,
represents the lateral movement distance;
3. the transverse speed of the emergency lane change is about 0.9m/s, the lane width is 3m, and therefore the lane change process lasts about 4 s. Therefore, at least a region of 80m forward (20 m/s 4s =80 m) and 30m backward, that is, a region of 110m in total,
when the 3 conditions are met, the lane change condition can be met, an active acceleration emergency lane change strategy is executed, and the cruise function is used for taking over after lane change to control the transverse direction and the longitudinal direction of the vehicle.
In the third situation (deceleration collision avoidance strategy), as shown in step 2061, if the speed of the vehicle does not reach the threshold value (40 kph), step 212 is executed to not less than 5m/s deceleration2Deceleration is performed to avoid lateral collision, and then step 213, cruise access is performedThe transverse and longitudinal control of the traveling vehicle, thereby avoiding the subsequent collision risk.
Referring to fig. 4, in the present embodiment, in order to realize that the vehicle can maintain a safe distance before the collision point and can realize a more comfortable braking, the deceleration can be calculated according to the following two equations
Is set to a threshold value of 5m/s2。
Wherein the content of the first and second substances,
the speed of deceleration is indicated and,
showing the relative speed in the main lane,
indicating the speed of the host (own) vehicle.
In one embodiment of the present invention, in the control flow of step 208, step 210, and step 211, the present invention is not less than 4m/s2Acceleration of (2). In the control flow of step 213, the present invention is controlled to be not more than 2m/s2Is decelerated by deceleration. Those skilled in the art will appreciate that the selection of the acceleration and deceleration values is only one of many embodiments of the present invention and is not intended to limit the invention. In other embodiments of the present invention, these values can be adjusted and selected according to theoretical calculation, actual test and simulation data, and all fall within the protection scope of the present invention.
In addition, as can be seen from the three control situations, in the strategy selection, a plurality of parameters such as the speed of the vehicle, the safety distance, the speed in the lane, the lateral acceleration, the moving distance, the acceleration to be controlled, the deceleration to be controlled and the like are comprehensively considered, a specific calculation formula is set for calculation, and finally the parameter selection under each control situation is obtained.
Different from the prior art, through the design and calculation of strategies, the invention does not adopt a deceleration mode to avoid collision at one time, but considers the safety and traffic efficiency, different control strategies such as acceleration, lane change, deceleration and the like are adopted under different situations respectively, each control strategy is respectively adapted to specific parameters, and the control strategies and the parameter selection are obtained through a specific calculation mode.
Unlike the prior art, the present invention further subdivides the control method according to the situation when the risk level is greater than or equal to three levels, because the intervention of the driving assistance is most required at the three levels of risk. However, the conventional auxiliary driving usually adopts a deceleration braking mode under a three-level danger level. The fact proves that the control mode of pure deceleration is not the best choice, and particularly under the three-level danger level, the rapid braking not only brings the driving risk of the self vehicle, but also causes the risks of other traffic participants such as a rear vehicle, a side vehicle and the like.
In view of this, the present invention further divides the three-level risk level into three situations according to whether the speed of the vehicle reaches the threshold and whether the lane change condition is satisfied, and corresponds to three schemes of acceleration, acceleration lane change and deceleration.
Because the three-level danger level corresponds to very short reaction time, excessive parameters cannot be involved in the judgment process as further judgment under the three-level danger level, otherwise, the judgment is easy to fail due to the problems that the parameters cannot be read (read faults) from the sensor in time, the judgment is wrong, or the response cannot be made in time, and the like, and further the control action cannot be made on the three-level danger level. However, in the path planning and driving assistance techniques in the prior art, multiple parameters are generally required to be adopted for judgment at the same time, so that such multi-parameter judgment cannot be applied to judgment of the control method under the three-level danger level.
In particular, the most common parameter sources in the prior art are cameras or radars. The image captured by the camera is greatly affected by the environment and further image processing is required, so that a deviation is very easily generated. The millimeter wave radar also needs to scan the entire environment around the vehicle and further generate an environmental image. The parameter source of the prior art is very dependent on the processing time and the fault tolerance rate is low, so that the prior art is not suitable for further judgment under three-level danger levels.
In contrast, although the invention also needs to monitor the environment images such as the single white solid line, the double yellow line and the like when judging lane change, the invention simplifies the three-level danger level, does not need to shoot other specific images of roads, pedestrians, vehicles and the like, and does not need to judge and identify the complex images. Correspondingly, the invention only needs to identify 'single white solid line, double white solid line and double yellow line', and the identification is obviously easy, fast and high in accuracy.
Further, the invention makes use of and judges parameters with 'hierarchy'. As described above, the present invention first monitors the lateral motion parameters of the nearby vehicle, which are monitored in real time, and when the judgment under the three-level danger level is entered, the lateral motion parameters are not used, which is an embodiment of the present invention that reduces unnecessary parameters and simplifies the judgment under the three-level danger level.
Furthermore, in order to match with the situation (according to the actual traffic condition) judgment under the three-level danger level, the time threshold set by the three-level danger level is preferably less than or equal to 1.7s, while the time corresponding to the three-level danger level in the prior art is usually less than 1s, usually a fraction of a second. The parameter selection of the present invention is different from the prior art and is intended to match the three cases of the present invention. As described above, too many parameters and too short three-level risk level (too short collision time) may cause the situation determination to be further performed at the three-level risk level. Therefore, the number of parameters, the specific parameter selection and the definition of the collision time are all adaptively selected. Since there are multiple branch options in multiple different situations, the control method of the present invention is described below by 3 embodiments, respectively.
Example 1
Step 201: monitoring transverse motion parameters of nearby lateral vehicles in real time in the driving process, and calculating danger levels according to the motion parameters;
step 202: judging that the collision time is 1.7s < TTC <2.2 s;
step 203: sending out sound and visual alarm;
step 203: judging whether the driver does not perform active intervention, the intervention force is insufficient or the side collision time is less than 1.7 s;
step 206: judging that the time TTC of collision is less than 1.7 s;
step 2061: further judging whether the speed of the bicycle is more than 40 kph;
step 207: if the speed of the vehicle is more than 40kph, and no vehicle or a vehicle in front of the collision point is predicted but the distance is far (for example, more than 50 m);
step 208: according to the distance and relative speed of the front vehicle, the acceleration is preferentially not less than 4m/s2Until there is no risk of collision (the hazard level is less than two levels);
step 213: and the vehicle is controlled transversely and longitudinally, so that subsequent collision is avoided.
Example 2
Step 201: monitoring transverse motion parameters of nearby lateral vehicles in real time in the driving process, and calculating danger levels according to the motion parameters;
step 202: judging that the collision time is more than or equal to 1.7s and less than or equal to 2.2 s;
step 203: sending out sound and visual alarm;
step 203: judging whether the driver does not perform active intervention, the intervention force is insufficient or the side collision time is less than 1.7 s;
step 206: judging that the time TTC of collision is less than 1.7 s;
step 2061: further judging whether the speed of the bicycle is more than 40 kph;
step 209: if yes, and a vehicle is predicted to be in front of the collision point, the distance is short (for example, 35-50 m), the number of surrounding vehicles is small, and the lane change condition is met, executing step 210, otherwise executing step 211;
step 210: executing active acceleration emergency lane change so as to avoid transverse collision; then step 213 is performed;
step 211: performing active deceleration to avoid lateral collision; then step 213 is performed;
step 213: and the vehicle is controlled transversely and longitudinally, so that subsequent collision is avoided.
Example 3
Step 201: monitoring transverse motion parameters of nearby lateral vehicles in real time in the driving process, and calculating danger levels according to the motion parameters;
step 202: judging that the collision time is 1.7s < TTC is less than or equal to 2.2 s;
step 203: sending out sound and visual alarm;
step 203: judging whether the driver does not perform active intervention, the intervention force is insufficient or the side collision time is less than or equal to 1.7 s;
step 206: judging that the collision time TTC is less than or equal to 1.7 s;
step 2061: further judging whether the speed of the bicycle is more than 40 kph;
step 212: if not, the deceleration is not less than 5m/s2Performing deceleration to avoid collision;
step 213: and the vehicle is controlled transversely and longitudinally, so that subsequent collision is avoided.
According to another aspect of the present invention, the present invention also discloses a driving assistance system for avoiding a side collision, which is used for executing the method of the present invention. Referring to fig. 5, the system of the present invention mainly includes a Side impact prevention Module SPM (Side-impact Protection Module), a controller ECU, an actuator (including a braking Module ESC, an acceleration Module VCU, and a steering Module EPS), a bus system, and the like.
In the system, the side collision prevention module SPM is used for evaluating the danger level of the target in real time, calculating the collision time of the side vehicle target and executing different corresponding strategies according to different collision times. The bus system interacts with the controller to feed back some current physical parameters of the vehicle in real time, such as the vehicle speed, the acceleration, the position of an accelerator pedal, the relative distance from the vehicle to the vehicle, the relative speed and the like, and the controller ECU sends the physical parameters to the braking module ESC, the steering module EPS and the accelerating module VCU through buses to control the vehicle.
The system of the present invention is preset with a graded hazard level that is determined based on the time to collision. The setting of the risk level of the system of the invention has already been described in the method of the invention and will not be described further here.
As shown in fig. 5, the side impact prevention module SPM calculates a risk level according to the lateral motion parameter measured by the sensor, and transmits information corresponding to the risk level to the driver according to the calculated risk level. The controller ECU interacts with the bus system, monitors driving parameters in real time, and feeds the driving parameters back to the side impact prevention module SPM, so that the side impact prevention module SPM judges whether a driver intervenes manually. The side impact prevention SPM further adjusts the driving state of the vehicle through the controller ECU according to the manual intervention degree of a driver. And the controller ECU sends corresponding control instructions to the braking module ESC, the accelerating module VCU and the steering module EPS through a bus system, and the braking module ESC, the accelerating module VCU and the steering module EPS finally execute automatic control instructions from the side collision prevention module SPM.
As can be seen from fig. 2 and 5, during driving, the lateral sensor may monitor the lateral motion parameter of the lateral vehicle in real time, and if the lateral vehicle is found to have rapid lateral motion approaching the host vehicle or driving vertically to the host vehicle, the side impact prevention module SPM may calculate the risk level at this moment in real time. At this time, the side impact prevention module SPM performs steps 201, 202, 203 and 204 in a loop. At this time, if the controller ECU receives the feedback signal of the bus system and further feeds back the driving parameters manually intervened by the driver to the side impact prevention module SPM, the side impact prevention module SPM stops automatically adjusting the driving state of the vehicle, as shown in step 205.
On the other hand, the side impact prevention module SPM performs steps 201, 202, 203 and 204 in a loop. At this time, if the side impact prevention module SPM does not receive the driving parameters of the manual intervention of the driver fed back by the controller ECU, the side impact prevention module SPM executes step 206.
And when the side collision prevention module SPM judges that the vehicle enters the third-level danger level, the driving state of the vehicle is automatically adjusted according to the traffic condition.
In the first case, the anti-side impact module SPM executes steps 207, 208 and sends control commands to the actuators (acceleration modules VCU, etc.) via the bus system via the controller ECU.
In the second case, the anti-side impact module SPM performs steps 209, 210, 211, sending control commands to the actuators (acceleration module VCU, steering module EPS, etc.) via the bus system via the controller ECU.
In a third case, the anti-side impact module SPM executes step 212, sending control commands to the actuators (acceleration modules VCU, etc.) via the controller ECU via the bus system.
In any case, after the driving state of the vehicle is automatically adjusted according to the traffic conditions, the anti-collision module SPM performs step 213, and sends a control command to the actuator (brake module ESC or the like) through the bus system by the controller ECU, and finally ends the automatic control process of the present wheel.
In addition to the above system, the present invention also discloses a driving assistance device for avoiding side collision, which may be a chip, an integrated circuit, a single chip, a device with a memory, or other input/output devices or systems. The apparatus of the present invention incorporates a program that executes the control method of the present invention. It will be understood by those skilled in the art that any device similar or equivalent to those listed above may be used to implement the method of the present invention, and thus a chip, an integrated circuit, a single chip, a device with a memory, or other types of input and output devices or systems meeting the above requirements may be considered as the device of the present invention.
In order to better predict, judge and control the side collision, the method, the system and the device mainly collect data from side vehicles in the driving process, analyze the data and combine the data with the danger level, thereby establishing the danger level based on the collision time. Unlike the prior art, the collision time of the invention is calculated by the data of the side vehicle, namely the collision time of the invention is based on the relative transverse distance, speed, azimuth angle and other parameters of the side vehicle target and the self vehicle. The risk rating of the invention is therefore also based on the respective "lateral" parameter during the driving of the lateral vehicle object.
On the other hand, the method, the system and the device set different control modes according to the danger level, and adopt a strategy of automatically controlling the running state of the vehicle under the condition of the highest danger level based on whether the driver intervenes actively and the difference of the active intervention degree. In the actual driving process, the side collision is different from the collision in the front-back direction, and has the characteristics of concealment and difficult discovery, so the method, the system and the device not only adopt the strategy of reminding the driver at a lower danger level to enable the driver to intervene actively, but also provide the strategy of automatic control at a higher danger level. Unlike the strategy of fully automatic control, the present invention provides both flexibility and automatic intervention at higher risk levels.
Finally, the invention adopts a targeted control strategy for the lateral collision aiming at different traffic conditions. Different from the deceleration means usually adopted aiming at the collision in the prior art, the control strategy of the invention adopts an acceleration strategy instead. Such a strategy is designed for a side impact, since a side impact is different from a forward impact, which generally only takes deceleration measures, but the risk of a side impact comes from the side, and therefore acceleration can also be one of the control measures of the present invention.
In conclusion, the invention can effectively avoid the traffic accidents that some drivers can not handle, in particular to some potential risks of other road users to vehicle construction due to illegal driving. The method, the system and the device have very important significance for automatic driving, and from the viewpoint of automatic driving, safety is all things of driving behaviors, which not only means that a self vehicle needs to drive in a legal and compliant way, but also effectively avoids threats from other vehicles.
It should be understood by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be used as a limitation of the present invention, and that changes and modifications to the above described embodiments are within the scope of the claims of the present invention as long as they are within the spirit and scope of the present invention.
Claims (10)
1. A method of driver assistance for avoiding a side collision, the method comprising:
establishing a hazard level having a classification, wherein the hazard level is determined based on a time to collision;
monitoring transverse motion parameters of nearby lateral vehicles in the driving process, and calculating a danger level according to the transverse motion parameters;
according to the collision time from long to short, the danger grades comprise a primary danger grade, a secondary danger grade and a tertiary danger grade;
under the third-level danger level, the driving state of the vehicle is automatically adjusted according to the traffic condition, and the method comprises the following steps:
when the speed of the vehicle reaches a threshold value and an acceleration condition is met, accelerating the vehicle at a certain acceleration to avoid transverse collision;
when the speed of the vehicle reaches the threshold value but does not meet the acceleration condition, if the lane change condition is met, the vehicle is controlled to actively accelerate and emergently change the lane to avoid transverse collision; if the lane change condition is not met, controlling the vehicle to actively decelerate to avoid transverse collision;
when the speed of the vehicle is judged not to reach the threshold value, deceleration is carried out at a certain deceleration so as to avoid transverse collision;
and judging whether the driver intervenes manually or not, and automatically adjusting the driving state of the vehicle according to the manual intervention degree of the driver.
2. The driving assist method for avoiding a side collision according to claim 1, characterized in that:
under the first-level danger level, the collision time is greater than a first time threshold value, and specific information is not sent to a driver at the moment;
under the secondary danger level, the collision time is between a first time threshold and a second time threshold, and specific information is sent to a driver as an alarm;
and under the third-level danger level, the collision time is smaller than a second time threshold, and the driving state of the vehicle is automatically adjusted according to the traffic condition.
3. The driving assist method for avoiding a side collision according to claim 1, characterized in that:
after the driving state of the vehicle is automatically adjusted according to the traffic condition, the transverse and longitudinal control of the vehicle is carried out, so that the subsequent collision risk is avoided.
4. The driving assist method for avoiding a side collision according to claim 2, characterized in that:
and under the secondary danger level, stopping automatically adjusting the driving state of the vehicle if the driver manually intervenes and meets the condition of avoiding the side collision.
5. The driving assist method for avoiding a side collision according to claim 2, characterized in that:
and under the secondary danger level, if the driver does not perform manual intervention, further judging the danger level.
6. A driver assistance system for avoiding a side collision, comprising:
a sensor arranged on the vehicle, wherein the sensor monitors transverse motion parameters of nearby lateral vehicles in the driving process;
the side collision prevention module calculates a danger level according to the transverse motion parameters measured by the sensor and sends information corresponding to the danger level to the driver according to the calculated danger level, wherein the danger level is determined based on collision time;
according to the collision time from long to short, the danger grades comprise a primary danger grade, a secondary danger grade and a tertiary danger grade;
under tertiary danger level, prevent that the module from bumping by side automatically regulated the driving state of vehicle according to traffic conditions, include:
when the speed of the vehicle reaches a threshold value and an acceleration condition is met, accelerating the vehicle at a certain acceleration to avoid transverse collision;
when the speed of the vehicle reaches the threshold value but does not meet the acceleration condition, if the lane change condition is met, the vehicle is controlled to actively accelerate and emergently change the lane to avoid transverse collision; if the lane change condition is not met, controlling the vehicle to actively decelerate to avoid transverse collision;
when the speed of the vehicle is judged not to reach the threshold value, deceleration is carried out at a certain deceleration so as to avoid transverse collision;
and the controller feeds the driving parameters back to the side collision prevention module, so that the side collision prevention module judges whether the driver intervenes manually or not, and adjusts the driving state of the vehicle through the controller according to the manual intervention degree of the driver.
7. The side-impact avoidance assisted steering system of claim 6, wherein:
under the first-level danger level, the collision time is greater than a first time threshold value, and at the moment, the side collision prevention module does not send specific information to a driver;
under the secondary danger level, the collision time is between a first time threshold and a second time threshold, and at the moment, the side collision prevention module sends specific information to the driver as an alarm;
and under the third-level danger level, the collision time is smaller than a second time threshold, and the side collision prevention module automatically adjusts the driving state of the vehicle according to the traffic condition.
8. The side-impact avoidance assisted steering system of claim 7, wherein:
the controller feeds back driving parameters of manual intervention of a driver to the side collision prevention module, and the side collision prevention module stops automatically adjusting the driving state of the vehicle.
9. The side-impact avoidance assisted steering system of claim 7, wherein:
and if the side collision prevention module does not receive the driving parameters fed back by the controller and manually intervened by the driver, calculating the danger level again.
10. A driving assistance device for avoiding a side impact, characterized in that it carries out the method according to any one of claims 1 to 5.
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