CN114834382A - Vehicle collision safety protection system and method - Google Patents
Vehicle collision safety protection system and method Download PDFInfo
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- CN114834382A CN114834382A CN202210430342.1A CN202210430342A CN114834382A CN 114834382 A CN114834382 A CN 114834382A CN 202210430342 A CN202210430342 A CN 202210430342A CN 114834382 A CN114834382 A CN 114834382A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0136—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to actual contact with an obstacle, e.g. to vehicle deformation, bumper displacement or bumper velocity relative to the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
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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
- 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
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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
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
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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
- B60W2050/146—Display means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention discloses a vehicle collision safety protection system and a vehicle collision safety protection method. By utilizing the system and the method, the collision occurrence probability and the direction can be judged more accurately; the identification blind area in the process of acquiring collision parameters by the contact sensor is avoided, and the accident that the passive safety system cannot act due to serious vehicle collision is reduced; the chassis of the vehicle can be adjusted through the chassis control module when collision occurs, the collision posture of the vehicle body is changed, and the capability of transmitting collision to a driver is reduced; by fusing the main vehicle track and the moving barrier track, the rapidity, the accuracy and the robustness of the likelihood intersection point calculation are improved; through the estimation of the intersection probability, the calculation amount of the moving obstacle is optimized; the measures for different levels of collision are refined, and the acceleration comfort and the safety are compatible.
Description
Technical Field
The invention belongs to the technical field of auxiliary driving, and particularly relates to a vehicle collision safety protection system and method.
Background
Along with the evolution of intelligent automobile technology, the equipment rate of intelligent products on automobiles is also continuously increased, and the convenience, reliability and safety of automobile driving are improved while the intelligent level of the automobiles is improved. The airbag module plays an important role in driving safety as a main passive safety system of a vehicle, detects and confirms a collision event by means of a high-precision acceleration sensor and sensitive contact judging elements around a vehicle body, and ignites a corresponding loop according to collision orientation and energy level. However, because the arrangement of the sensors has a blind area and is influenced by the structure of the vehicle body, the airbag restraint device cannot be ignited under the collision in certain special directions, and the danger is brought to the life safety of drivers and passengers. In addition, the airbag module belongs to a passive safety system, and cannot pre-judge collision trend and make emergency response, so that the loss of a vehicle owner caused by a collision event cannot be avoided or reduced.
Disclosure of Invention
Based on the gradual increase of the assembly rate of the ADAS system on the whole vehicle, the mass use of the millimeter wave radar and the high-definition camera also lays a solid foundation for the establishment of the fusion safety protection system. Therefore, the vehicle collision safety protection system and method are designed based on the vehicle collision safety protection system, functions and performance of the existing driving assistance system are enriched, safety performance of the existing air bag control module is improved, and using safety capability of the vehicle is enhanced.
The vehicle collision safety protection method for realizing one purpose of the invention comprises the following steps:
s1, calculating the likelihood intersection point of the main vehicle and the target object according to the main vehicle running track function curve and the target object motion track function curve;
the method for acquiring the main vehicle running track function curve and the target object movement track function curve comprises the following steps:
according to the coordinates of the target object acquired by the vehicle sensor, a motion trail function curve of the target object under a relative coordinate system is formed through fitting calculation, and the motion trail function curve of the target object is subjected to coordinate conversion to form a motion trail function curve y under a vehicle body coordinate system t ；
Confirming the effectiveness of the motion trail of the target object collected in the above steps according to the target object type information collected by a vehicle sensor, wherein the target object type information includes but is not limited to a motor vehicle target, a pedestrian target, a two-wheel vehicle target and a large target animal, and the effectiveness is that the motion trail of the target object is effective when the threat to the driving safety of the vehicle is judged according to the motion trail of the target object; the prior art can judge the effectiveness, for example, if the track type is pedestrian, the algorithm judges as effective track, or if the track type is bird, the algorithm judges as ineffective track.
According to the real-time acquired running information and body size parameters of the main vehicle, a main vehicle running track function curve y under a vehicle body coordinate system is generated through fitting calculation h The driving information of the host vehicle comprises but is not limited to vehicle speed, steering angle and yaw angle;
mirroring preset vehicle body area information to a running track of a main vehicle; and performing time domain signal synchronization on the main vehicle running track function curve and the target object motion track function curve to ensure that the fitted track line is obtained based on a time error range, so as to avoid the problem that the coordinate precision obtained when the intersection area of the target track and the main vehicle track is calculated is too low, and errors are generated in the subsequent calculation of the collision probability. The preset vehicle body area information is stored in a nonvolatile memory area (FLASH area), the vehicle body area information includes, but is not limited to, front and rear fender, front fender, a pillar, B pillar area, and C pillar 10 areas, and as shown in fig. 7, the divided vehicle body areas are mirrored on the driving track.
Further, the calculation method for calculating the likelihood intersection point of the host vehicle and the target object according to the travel track function curve of the host vehicle and the motion track function curve of the target object comprises the following steps:
respectively fitting a main vehicle running track function curve and a target object motion track function curve according to the coordinates of the main vehicle and the target object in a plurality of acquisition cycles, obtaining an intersection area formed by the intersection points of the main vehicle running track and the target object motion track through an interpolation approximation algorithm, and calculating the likelihood intersection points of the main vehicle track and the target object track through a convergence fitting algorithm.
S2, calculating the probability P that the main vehicle and the target meet at the likelihood junction point according to the calculated likelihood junction point;
and when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the host vehicle collides with the target object according to the relative azimuth angle delta alpha of the host vehicle and the target object.
The relative azimuth information delta alpha is calculated by a sensor, wherein the sensor comprises but is not limited to a millimeter wave radar; the sensor will find the azimuth angle delta alpha of the target object relative to the host vehicle according to the array antenna. And calculating the collision area of the vehicle according to the azimuth angle information delta alpha. In order to improve the calculation capability, the sensor end coordinates the measured azimuth angle, and the obtained relative azimuth angle delta alpha is the geometric center relative to the XY plane of the vehicle body.
S3, obtaining a collision energy level index according to the time difference TTC of the arrival of the host vehicle and the target object at the likelihood intersection point, the relative acceleration delta a of the host vehicle and the target object and the collision area of the vehicle body, wherein the collision energy level index is used for representing the possibility of collision and the degree of harm brought by the collision;
the smaller the value of the collision level index is, the greater the possibility of collision and the greater the risk of collision may be, and the larger the value is, the greater the possibility of collision and the greater the risk of collision may be. The larger the value of the collision level index is assumed to represent the greater the possibility of collision occurrence and the greater the risk of collision; when TTCs are the same, the larger the relative acceleration is, the higher the collision energy level index is; when the addition relative speeds are the same, the smaller the TTC is, the higher the collision energy level index is; the collision energy level indicators may be different for different collision zones. Such as: based on the results of the C-NACAP crash test, 25% of front crash under 40KPH is more dangerous to the driver than 50% of rear crash; since the damage due to the forward side collision at 40KPH is greater than the damage due to the forward collision at 25%, the setting of the collision energy level index corresponding to the collision in each vehicle body region differs depending on the magnitude of the damage, in the same TTC and relative acceleration.
And S4, issuing different signal instructions to the main vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustments on the vehicle so that the state of the vehicle can protect the safety of the vehicle and drivers and passengers to the maximum extent.
Further, when the possibility of collision occurrence and the hazard shown by the collision level index are the greatest, the airbag at the position of the vehicle body collision region is ignited.
The vehicle collision safety protection system for realizing the second aim of the invention comprises a central processing module, a safety auxiliary module, an air bag control module, a man-machine interaction module, a driving control module and a chassis control module;
the central processing module is used for judging the probability of collision and the collision area of the vehicle body according to the parameters of the motion track and the power performance of the vehicle body collected by the driving control module, and changing the vehicle mode when the collision is about to occur; the chassis of the vehicle can be adjusted through the chassis control module when collision occurs so as to change the collision posture of the vehicle body;
the safety auxiliary module is used for acquiring the motion trail of obstacles around the vehicle;
the airbag control module is used for detonating airbag restraint devices from different directions according to the collision energy level index obtained from the central processing module and the vehicle body collision area;
the air bag control module can specifically detonate air bag restraint devices from different directions according to the acquired information of the collision directions, and effectively covers a collision detection judgment blind area generated due to limited arrangement positions of the sensors; the explosion sequence of the vehicle airbag restraint device is optimized, the driving safety accidents caused by the fact that the collision energy level is large and the airbag restraint device is not exploded are effectively avoided, and the safety protection level of the airbag control module is greatly improved.
The man-machine interaction module is used for transmitting the barrier information obtained from the central processing module to the central control screen unit and the combined instrument unit in real time to warn a driver of possible collision danger;
the driving control module is used for planning and controlling the vehicle posture according to the collision energy level index and the vehicle body collision area so as to avoid and/or deal with collision actions and reduce the damage of collision to drivers and passengers as much as possible;
the chassis control module is used for starting a chassis adjusting program according to the collision energy level index obtained from the central processing module, the vehicle body collision area and the vehicle body posture information obtained from the driving control module so as to optimize the gravity center posture of the vehicle body during collision.
The chassis adjusting program belongs to a proprietary control decision in the field of chassis adjustment, and the external performance comprises dynamic adjustment of the heights of 4 suspensions, so that the timely adjustment of the posture of a vehicle body is realized, and the destructive power of the vehicle caused by collision is reduced to the maximum extent. For example, if the collision happens on the right side, the height of the right suspension is reduced, and secondary damage to people caused by the fact that the vehicle rolls over is avoided.
Furthermore, the auxiliary airbag control module is used for igniting, so that the safety accident of a driver caused by the fact that the airbag restraint device does not work under a special working condition is avoided, and the detonation performance of the airbag control module is improved.
Furthermore, the safety auxiliary module comprises an image unit and a radar unit which are connected around the vehicle body in a distributed manner;
the image unit is used for identifying information which influences driving safety barriers around the main vehicle body and transmitting the acquired information to the central processing module; the information affecting driving safety barriers includes, but is not limited to, motor vehicles, bicycles, pedestrians, livestock, guard rails, trees, falling rocks, roadblocks, isolation zones;
the image unit can improve the accuracy and effectiveness of the central processing module on the identification of the obstacle influencing the driving safety.
The radar unit is used for acquiring information between safety barriers influencing driving around a main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information influencing the safety barriers influencing driving; the information affecting the driving safety barrier and the host vehicle includes a relative acceleration, a velocity, an azimuth angle, and a distance.
Furthermore, the image unit comprises a look-around camera, the radar unit comprises a millimeter wave radar, and the central processing module performs fusion calculation on the moving obstacle information around the vehicle body by the image unit and the radar unit to obtain an effective moving obstacle track around the vehicle body, a collision occurrence likelihood point, relative acceleration, TTC (time to live) and azimuth angle information of the main vehicle and the moving obstacle. The effective moving obstacle track can threaten the driving safety of the vehicle according to the motion track judgment of the moving obstacle.
The scheme combines the radar and the all-round-looking camera to jointly judge the moving obstacles around the vehicle body, so that the obtained information of the surrounding environment of the vehicle is more accurate, and the motion parameters of the obstacles near the vehicle are more accurate
Furthermore, the central processing module also comprises a fault detection module which is used for transmitting the fault generated by the safety auxiliary module to a driver and a passenger through the man-machine module and simultaneously storing fault information.
Has the advantages that:
(1) according to the invention, by arranging the safety auxiliary module, the night high-definition VP camera is adopted to effectively identify the state information of the surrounding environment of the vehicle and calculate the relative acceleration, speed, azimuth angle, distance and other information of the millimeter wave radar to the obstacles near the vehicle body, so that the information of the surrounding environment of the vehicle is more accurate, the motion parameters of the obstacles near the vehicle are more accurate, the vehicle can be effectively prevented from being scratched and rubbed in the using process, the collision energy level can be predicted, the vehicle collision response mechanism can be executed earlier, the airbag detonation logic is optimized, and the safety performance of the vehicle is improved;
(2) by setting the detonation logic of the airbag module, the judgment information of the central processing module on the vehicle environment is merged on the basis of meeting the traditional ignition logic, so that the identification blind area of the contact sensor in the process of acquiring collision parameters can be avoided, and the accident that the passive safety system cannot act due to serious vehicle collision is reduced;
(3) the central processing module is arranged to collect parameters from the aspect of vehicle body motion track and power performance from the aspect of driving control module, so that the collision occurrence probability and direction can be judged more accurately, the vehicle mode is changed when collision is about to occur, the collision avoidance operation of a driver is responded more aggressively, the vehicle chassis can be adjusted through the chassis control module when collision occurs, the vehicle body collision posture is changed, the capability of collision transmission to the driver is reduced, and collision damage is reduced;
(4) through setting up central processing module demand about the human-computer interaction module, can be when collision risk produces, through the earlier consciousness that arouses the driver initiative and avoid the collision of "sound + vision + sense of touch" mode to reduce collision risk level, when can not avoiding the collision to take place, also can trigger driver and crew's emergent consciousness of dodging in advance, reduce the impact that the collision produced to personnel's personal safety.
(5) The central processing module synthesizes and processes the main vehicle track and the target object track, so that the rapidity, the accuracy and the robustness of the likelihood intersection point calculation are improved; by estimating the intersection probability, the calculated amount of the target object is optimized, and the calculation power of the central processing module is released; through the division of the collision area and the determination of the collision energy level index, the measures for different collision forms are refined, the acceleration comfort and the safety are effectively compatible, and the intelligent driving experience is improved.
Drawings
FIG. 1 is a schematic overall schematic framework diagram of an embodiment of the present invention;
FIG. 2 is a schematic diagram of a human-computer interaction module principle framework according to an embodiment of the present invention;
FIG. 3 is a schematic block diagram of a security assistance module in accordance with an embodiment of the present invention;
FIG. 4 is a schematic view of a cockpit sensory unit frame according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of the calculation of the longitudinal length of the intersection in the method of the present invention;
FIG. 6 is a schematic view of the vehicle body area division according to the present invention;
FIG. 7 is a schematic view of the junction of the curve of the trajectory of the host vehicle and the target object;
FIG. 8 is a schematic processing diagram of a point set in a junction area of a curve of motion trails of a main vehicle and a target object.
Detailed Description
The following detailed description is provided for the purpose of explaining the claimed embodiments of the present invention so that those skilled in the art can understand the claims. The scope of the invention is not limited to the following specific implementation configurations. It is within the purview of one skilled in the art to effect the invention in variations of the embodiments described below including what is claimed herein and other embodiments.
One embodiment of the method of the present invention is described below with reference to FIGS. 5-8. The method comprises the following steps:
s1, calculating the likelihood intersection point of the main vehicle and the target object according to the main vehicle running track function curve and the target object motion track function curve;
s101, acquiring a main vehicle running track function curve and a target object movement track function curve; the method comprises the following steps:
forming a motion trail function curve of the target object under a relative coordinate system according to the coordinates of the target object acquired by the vehicle sensor, and carrying out coordinate conversion on the motion trail function curve of the target object to form a motion trail function curve y under a vehicle body coordinate system t (ii) a Function curve y of motion trajectory of the target object t The three-order trajectory equation can be obtained by fitting the acquired data points by a least square method:
y t ＝k 0 +k 1 x+k 2 x 2 +k 3 x 3
confirming the effectiveness of the motion trail of the target object collected in the above steps according to the target object type information collected by a vehicle sensor, wherein the target object type information includes but is not limited to a motor vehicle target, a pedestrian target, a two-wheel vehicle target and a large target animal, and the effectiveness is that the motion trail of the target object is effective when the threat to the driving safety of the vehicle is judged according to the motion trail of the target object; validation of validity may be accomplished using existing techniques.
Generating a main vehicle running track function curve y under a vehicle body coordinate system according to the real-time acquired running information and the vehicle body dimension parameters of the main vehicle h The driving information of the host vehicle comprises but is not limited to vehicle speed, steering angle and yaw angle; the main vehicle running track function curve y h The three-order trajectory equation can be obtained by fitting the acquired data points by a least square method:
y h ＝m 0 +m 1 x+m 2 x 2 +m 3 x 3
mirroring preset vehicle body area information to a running track of a main vehicle; and performing time domain signal synchronization on the main vehicle running track function curve and the target object motion track function curve to ensure that the fitted track line is obtained based on a time error range, so as to avoid the problem that the coordinate precision obtained when the intersection area of the target track and the main vehicle track is calculated is too low, and errors are generated in the subsequent calculation of the collision probability. The preset vehicle body area information is stored in a nonvolatile memory area (FLASH area), the vehicle body area information includes, but is not limited to, front and rear fender, front fender, a pillar, B pillar area, and C pillar 10 areas, and as shown in fig. 5, the divided vehicle body areas are mirrored on the driving track.
S102, calculating a likelihood junction point of the main vehicle and the target object according to the main vehicle running track function curve and the target object motion track function curve; the calculation method is as follows:
combined target motion trajectory curve y t And a curve y of the driving track of the main vehicle h Equation calculation to obtain coordinate information (x) of junction j ,y j ) As shown in fig. 7, the meterThe calculation method includes, but is not limited to, solving an approximate solution by using an interpolation approximation method:
as shown in fig. 8, which is a schematic processing diagram of a curve intersection region point set, by setting a convergence condition of the curve intersection point set, an intersection point calculated by a curve in 3S is fitted into an intersection point under the convergence condition, and the convergence condition set in this embodiment is a convergence circle with a diameter equal to 0.1m, where the diameter may be adjusted according to an actual effect.
S2, calculating the probability P of the main vehicle and the target meeting at the likelihood junction point according to the calculated likelihood junction point, wherein the calculation method of the probability P comprises the following steps:
P＝T r /ΔT
wherein: t is r The calculation method of the time for the host vehicle to cross over the host vehicle at the current speed comprises the following steps:
L h the length dimension of the main vehicle body;
V h : the travel speed of the host vehicle;
Δ T: time T from target and host to likelihood intersection t 、T h The calculation method of (a) includes:
ΔT＝|T h -T t |
(x j ，y j ): coordinate information of the likelihood junction;
(x t ，y t ): coordinate information of the target object;
(x h ，y h ): coordinate information of the host vehicle;
V h 、V t : the running speeds of the main vehicle and the target vehicle are sequentially and respectively;
T h 、T t : sequentially and respectively calculating the time required by the main vehicle and the target vehicle when the main vehicle and the target vehicle drive to the likelihood junction point according to the current speed;
when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the host vehicle collides with the target object according to the relative azimuth angle delta alpha of the host vehicle and the target object; the method comprises the following steps:
as shown in fig. 6, a main vehicle width B is defined; setting the collision junction point as (x) j ，y j ) Before the intersection, the relative azimuth angle is delta alpha; the calculation method of the longitudinal length Lz of the intersection is as follows:
the longitudinal length of the junction, i.e., the length of the junction region in the longitudinal direction (Y-axis) of the vehicle body; the front, the back, the left and the right of the geometric center of the XY plane of the vehicle when the collision occurs can be obtained through the relative azimuth angle delta alpha, the intersection longitudinal length can be calculated through 1/2 Btan delta alpha, and the corresponding vehicle body area when the collision occurs, namely the vehicle body collision area, is calculated according to the intersection longitudinal length; the body region is defined according to a body structure.
S3, obtaining a collision energy level index according to the time difference TTC of the arrival of the host vehicle and the target object at the likelihood intersection point, the relative acceleration delta a of the host vehicle and the target object and the collision area of the vehicle body, wherein the collision energy level index is used for representing the possibility of collision and the degree of harm brought by the collision;
further, the calculation of the collision energy level indicator includes:
obtaining different collision capacity indexes according to the TTC value, the relative acceleration delta a and the collision area;
TABLE 1 matrix example of Collision energy level indicators with junctions occurring in the Protect zone
The following table 1 shows a collision energy level index matrix table when a collision occurs in the front bumper region, in which the collision energy level indexes are divided into 5 levels, which are sequentially expressed from small to large: collision is possible, collision is greatly possible, the collision energy level is light, and the collision energy level are 5 levels greater; in the table, Δ a >0 belongs to acceleration collision and no braking tendency; delta a < -0.5 belongs to large deceleration collision, and the braking trend is obvious; -0.5< Δ a <0 is for deceleration collisions with less braking tendency; the present embodiment is merely an example, and can be adjusted according to the different collision regions of the vehicle body;
and S4, issuing different signal instructions to the main vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustments on the vehicle so that the state of the vehicle can protect the safety of the vehicle and drivers and passengers to the maximum extent.
The central controller sends collision energy level signals to the whole vehicle CAN network according to the calculated collision energy level indexes, and each module receives the collision energy level and then sends signal instructions under the corresponding collision energy level, wherein the signal instructions are used for carrying out different adjustments on the vehicle so that the vehicle state CAN protect the safety of the vehicle and drivers and passengers to the maximum extent; the modules include, but are not limited to, a safety auxiliary module, an airbag control module, a human-computer interaction module, a service brake module, a service control module and a chassis control module; including but not limited to chassis adjustment, operation of restraint devices including tensioning action to pre-tension the seat belt, service braking, airbag deployment.
TABLE 2 example matrix of vehicle response at different collision energy levels
As shown in table 2, the matrix is an example of vehicle response at different collision energy levels, and in this embodiment, the higher the collision energy level index is, the greater the probability of collision and the risk of collision, and the greater the hazard to the driver and the passenger.
The chassis adjustment includes active adjustment of vehicle suspension height and switching of vehicle power take off modes. The output of the respective suspension height control signals is used for the combined adjustment of 4 active suspensions of the vehicle; for example, when the left side is collided, the left front suspension and the right rear suspension are reduced, and the rollover in the collision test process is avoided; the output of the corresponding vehicle power mode signal is used for rapid switching of the vehicle power output mode.
The restraint means includes the tensioning action of the pretensioned seat belt and the activation of the associated safety device.
The airbag explosion comprises an airbag, an airbag explosion in a general sense, and further comprises an explosion of a safety belt limiter and a safety hood.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
One embodiment of the system of the present invention is described below in conjunction with fig. 1-4.
The system comprises a central processing module, a safety auxiliary module, an air bag control module and a driving control module;
the central processing module is used for calculating the probability of collision and the collision area of a vehicle body according to the running tracks of the main vehicle and the target object and dynamic performance parameters, wherein the dynamic performance parameters comprise the time difference TTC of the main vehicle and the target object reaching the likelihood intersection point, the relative acceleration of the main vehicle and the target object and the relative azimuth angle of the main vehicle and the target object;
the central processing module can be positioned in a vehicle driving domain controller and can also be a parking domain controller; the central processing module performs fusion operation on the information of the image unit and the radar unit to obtain effective moving obstacle track around the vehicle body, collision occurrence likelihood points, relative acceleration of the main vehicle and the moving obstacle, time difference TTC between the main vehicle and a target object and arrival likelihood intersection point and azimuth angle information, and then transmits the information to the air bag control module; the central processing module is also used for judging the motion trail and the collision risk level of moving targets around the vehicle, assisting the airbag module to perform ignition work, improving the detonation performance of the airbag control module and avoiding the occurrence of safety events endangering drivers caused by the fact that an airbag restraining device does not work under special working conditions; the vehicle collision risk level information is transmitted to the central control screen unit, the combination instrument unit and the cabin sensing unit to warn a driver, shorten the danger processing reaction time of the driver and improve the safety protection performance of the vehicle; the system is also used for judging the possibility that a moving barrier nearby the vehicle collides with the vehicle, the possible direction of the unavoidable collision and the energy level generated by the collision by acquiring information such as the vehicle speed, the vehicle mode, the steering wheel, the accelerator and the like in the driving control module and combining the motion parameters of the barriers around the vehicle acquired in the safety auxiliary module; meanwhile, the control instruction of the central control module can be executed to modify the power output parameters, so that the vehicle is helped to be separated from danger as far as possible.
The safety auxiliary module is used for acquiring the motion trail parameters of obstacles around the vehicle;
as shown in fig. 3, the safety auxiliary module includes an image unit and a radar unit, both of which are connected around the vehicle body in a distributed manner;
the image unit is used for identifying the category information of moving obstacles around the main vehicle body and transmitting the acquired information to the central processing module;
the radar unit is used for acquiring information between a moving obstacle around a main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information of the moving obstacle; the information between the moving obstacle and the host vehicle includes relative acceleration, velocity, azimuth, and distance.
The image unit may be a night high-definition VP camera, but is not limited thereto; the radar unit may be a millimeter wave radar, but is not limited thereto.
The night high-definition VP camera is adopted to effectively identify the state information of the surrounding environment of the vehicle and integrate the calculation of the millimeter wave radar on the information of the relative acceleration, the speed, the azimuth angle, the distance and the like of the obstacles near the vehicle body, so that the information of the surrounding environment of the vehicle is more accurate, the motion parameters of the obstacles near the vehicle are more accurate, the vehicle can be effectively prevented from being scratched and rubbed in the using process, the collision energy level can be pre-judged, the collision mechanism of the vehicle can be executed earlier, the airbag detonation logic is optimized, and the safety performance of the vehicle is improved;
the airbag control module is used for detonating airbag restraint devices from different directions according to the collision energy level index obtained from the central processing module and the vehicle body collision area; the device comprises an air bag control ECU, an air bag, an air curtain, a pre-tensioning device and a hood protection device.
The driving control module is used for planning and controlling the vehicle posture according to the collision energy level index and the vehicle body collision area so as to avoid and/or deal with collision actions, and the damage of collision to drivers and passengers is reduced as much as possible. The driving control module may be located in an engine control unit of the vehicle;
in another embodiment, the system further comprises an auxiliary airbag module which is used for carrying out ignition work, so that the occurrence of safety events endangering drivers caused by the fact that the airbag restraint device does not work under special working conditions is avoided, and the detonation performance of the airbag control module is improved. The supplementary airbag module is located at an airbag control unit of the vehicle.
In another embodiment, the vehicle further comprises a chassis control module, which is used for starting a chassis adjusting program according to the collision energy level index obtained from the central processing module, the vehicle body collision area and the vehicle body posture information obtained from the driving control module so as to optimize the gravity center posture of the vehicle body during collision, reduce the influence on the vehicle body during collision of moving obstacles, reduce the probability of vehicle body rolling and weaken the energy transferred to drivers and passengers. The chassis control module may be located in a suspension control unit of the vehicle.
In another embodiment, the intelligent safety cabin further comprises a human-computer interaction module, as shown in fig. 4, the human-computer interaction module comprises a central control screen unit, a combination instrument unit and a cabin sensing unit, and the cabin sensing unit comprises an active safety belt, a sensing steering wheel, a sensing seat and a sensing atmosphere lamp.
The man-machine interaction module can transmit the information of moving obstacles in the central processing module to the central control screen unit and the combined instrument unit in real time, and is used for warning the collision danger possibly occurring to a driver in an image and sound mode, meanwhile, the cabin sensing unit can transmit collision risk information to the driver in a touch mode through advanced sensing media such as an active safety belt, a sensing steering wheel, a sensing seat, a sensing atmosphere lamp and the like, so that the awareness of the driver for active collision avoidance is awakened earlier, the response time of the driver to the collision crisis processing is shortened, and the collision risk and the safety threat brought to passengers by collision are reduced.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (10)
1. A vehicle collision safety protection method is characterized by comprising the following steps:
s1, calculating the likelihood intersection point of the main vehicle and the target object according to the main vehicle running track function curve and the target object motion track function curve;
s2, calculating the probability P that the main vehicle and the target meet at the likelihood junction point according to the calculated likelihood junction point; when the probability P is larger than a set threshold value, acquiring a vehicle body collision area when the host vehicle collides with the target object according to the relative azimuth angle delta alpha of the host vehicle and the target object;
s3, obtaining a collision energy level index according to the time difference TTC of the arrival of the host vehicle and the target object at the likelihood intersection point, the relative acceleration delta a of the host vehicle and the target object and the collision area of the vehicle body, wherein the collision energy level index is used for representing the possibility of collision and the degree of harm brought by the collision;
and S4, issuing different signal instructions to the main vehicle according to different collision energy level indexes, wherein the signal instructions are used for carrying out different adjustments on the vehicle so that the state of the vehicle can protect the safety of the vehicle and drivers and passengers to the maximum extent.
2. The vehicle collision safeguard method according to claim 1, characterized in that the calculation method of the likelihood intersection point of the host vehicle and the target object in step S1 includes: respectively fitting a main vehicle running track function curve and a target object motion track function curve according to the coordinates of the main vehicle and the target object in a plurality of acquisition cycles, obtaining an intersection area formed by the intersection points of the main vehicle running track and the target object motion track through an interpolation approximation algorithm, and calculating the likelihood intersection points of the main vehicle track and the target object track through a convergence fitting algorithm.
3. The vehicle collision safeguard method according to claim 1, characterized in that in step S2, the calculation method of the probability P that the host vehicle and the target object meet at the likelihood intersection includes:
P＝T r /ΔT
wherein:
T r the time for the main vehicle to cross the main vehicle at the current speed is long;
Δ T: the difference in the shortest time for the target and the host vehicle to reach the point of likelihood intersection.
4. The vehicle collision safeguard method according to claim 1, characterized in that the calculation method of acquiring the vehicle body area corresponding to the occurrence of the collision from the relative azimuth angle Δ α of the host vehicle and the target object in step S2 includes:
wherein, B represents the width of the main vehicle; lz represents the length of the intersection area of the host vehicle and the target object in the longitudinal direction of the vehicle body, i.e., the vehicle traveling direction;
and obtaining a corresponding vehicle body area when the collision occurs according to the length of the intersection area of the main vehicle and the target along the longitudinal direction of the vehicle body and the relative azimuth angle delta alpha of the main vehicle and the target.
5. The vehicle collision safeguard method according to claim 1, characterized in that in step S4, when the possibility of collision and the hazard indicated by the collision level indicator are the greatest, the airbag at the position of the vehicle body collision region is detonated.
6. The vehicle collision safety protection system based on the method of claim 1, characterized by comprising a central processing module, a safety auxiliary module, an air bag control module and a driving control module;
the central processing module is used for calculating the probability of collision and the collision area of a vehicle body according to the running tracks of the main vehicle and the target object and dynamic performance parameters, wherein the dynamic performance parameters comprise the time difference TTC of the main vehicle and the target object reaching the likelihood intersection point, the relative acceleration of the main vehicle and the target object and the relative azimuth angle of the main vehicle and the target object;
the safety auxiliary module is used for acquiring the motion trail parameters of obstacles around the vehicle;
the airbag control module is used for detonating airbag restraint devices from different directions according to the collision energy level index obtained from the central processing module and the vehicle body collision area;
the driving control module is used for controlling the vehicle posture according to the collision energy level index and the vehicle body collision area plan so as to avoid and/or deal with collision actions.
7. The vehicle crash safety system according to claim 6, further comprising an auxiliary airbag module for performing an ignition operation of the airbag, preventing occurrence of a safety hazard to a driver caused by non-operation of the airbag restraint device under a special condition, and improving a detonation performance of the airbag control module.
8. The vehicle crash safety system according to claim 6, further comprising a chassis control module for initiating a chassis adjustment routine to optimize the attitude of the center of gravity of the vehicle body at the time of the crash based on the crash level indicator obtained from the central processing module, the vehicle body crash zone, and the vehicle body attitude information obtained from the vehicle travel control module.
9. The vehicle collision safety protection system according to claim 6, wherein the safety auxiliary module comprises an image unit and a radar unit, both of which are connected around the vehicle body in a distributed manner;
the image unit is used for identifying the category information of the obstacles influencing driving safety around the main vehicle body and transmitting the acquired information to the central processing module;
the radar unit is used for acquiring information between safety barriers influencing driving around a main vehicle body and the main vehicle, and transmitting the acquired information to the central processing module for the central processing module to synthesize track information influencing the safety barriers influencing driving; the information affecting the driving safety barrier and the host vehicle includes a relative acceleration, a velocity, an azimuth angle, and a distance.
10. The vehicle collision safety protection system according to claim 9, wherein the image unit comprises a look-around camera, the radar unit comprises a millimeter wave radar, and the central processing module performs fusion calculation on the information of the driving safety obstacles around the vehicle body by the image unit and the radar unit to obtain effective obstacle tracks around the vehicle body, collision occurrence likelihood points, relative acceleration of the host vehicle and the obstacles, time difference TTC between arrival of the host vehicle and the target at the likelihood intersection point, and azimuth angle information.
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