CN115027427B - Vehicle anti-collision method and device and electronic equipment - Google Patents
Vehicle anti-collision method and device and electronic equipment Download PDFInfo
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- CN115027427B CN115027427B CN202210715253.1A CN202210715253A CN115027427B CN 115027427 B CN115027427 B CN 115027427B CN 202210715253 A CN202210715253 A CN 202210715253A CN 115027427 B CN115027427 B CN 115027427B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/021—Determination of steering angle
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Abstract
The invention discloses a vehicle anti-collision method, which mainly comprises the following steps: acquiring longitude and latitude coordinates of a GPS main antenna of the vehicle and course angle information of the vehicle in real time, and calculating to obtain the running state of the vehicle; acquiring steering wheel angle value data of a vehicle in real time, and checking the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value; calculating vehicle braking triggering distances corresponding to the ultrasonic radars on the vehicle according to the running state of the vehicle and the steering wheel angle value; acquiring the actual distance between the ultrasonic radar and the obstacle in real time through the ultrasonic radar; and comparing the vehicle braking triggering distance with the actual distance, and sending a corresponding braking instruction when the actual distance is less than the vehicle braking triggering distance. The vehicle collision problem caused by misjudgment easily occurring when the obstacle detection is carried out based on the ultrasonic radar in the existing motor vehicle driving training process can be solved through the invention.
Description
Technical Field
The invention relates to a vehicle anti-collision method, a vehicle anti-collision device and electronic equipment, and belongs to the technical field of vehicle collision safety.
Background
Along with the continuous improvement of living standard of people, convenient traffic trip has become a big demand of people, and the safety of trip is more important. The driving skills of motor vehicles are more and more concerned by people, tens of thousands of students take part in the training of driving professional skills every year, and the driving licenses are examined after the driving skill examination of the motor vehicles; the traffic accident of a driver in the driving process of driving a vehicle can be avoided as much as possible through the driving skill examination, the accident can not only cause certain influence on the vehicle, but also bring very serious threat to the safety and economy of people.
In the field of driving training, a robot coaching training mode gradually replaces a traditional mode of coaching with a belt, so that the training cost is greatly reduced. Robot coaches in the market at present solve the problem of collision of short-distance obstacles around a vehicle in training based on ultrasonic radar, but ultrasonic waves can only acquire distance information of the obstacles and cannot determine the direction of the obstacles, so that the detection of the short-distance obstacles based on the ultrasonic waves is prone to misjudgment. At present, the misjudgment problem caused by inaccurate positioning is mainly solved by increasing the number of ultrasonic radars. However, the method has higher cost and higher requirement on vehicle refitting, and greatly increases the difficulty and cost of field implementation.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a vehicle anti-collision method which can dynamically adjust the vehicle braking triggering distance corresponding to ultrasonic radars arranged at different positions on a vehicle so as to solve the problem of vehicle collision caused by the fact that misjudgment is easy to occur when the ultrasonic radars are used for detecting obstacles in the existing motor vehicle driving training process. Furthermore, the invention also discloses a corresponding vehicle anti-collision device and electronic equipment.
In order to achieve the purpose, the technical scheme adopted by the invention comprises the following steps:
the first scheme is as follows: a vehicle anti-collision method mainly comprises the following steps:
acquiring longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle in real time through a vehicle-mounted GPS double antenna arranged on the vehicle; according to the longitude and latitude coordinates and the course angle calculating to obtain the running state of the vehicle; the driving states comprise static state, forward movement and backward movement;
acquiring steering wheel angle value data of a vehicle in real time, and checking the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value;
calculating vehicle braking triggering distances corresponding to the ultrasonic radars on the vehicle according to the running state of the vehicle and the turning angle value of the steering wheel;
acquiring the actual distance between the ultrasonic radar and the obstacle in real time through the ultrasonic radar;
and comparing the vehicle braking triggering distance corresponding to the ultrasonic radar which detects the obstacle with the actual distance, and sending a corresponding braking instruction when the actual distance is less than the vehicle braking triggering distance.
Optionally, the calculating according to the longitude and latitude coordinates and the heading angle to obtain the driving state of the vehicle specifically includes:
calculating the change distance of the front frame and the rear frame of the GPS by the formula (1) as follows:
wherein d is the distance between two frames before and after (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The vehicle main antenna coordinate is the next frame;
when the change distance of the front frame and the rear frame is smaller than a first preset value, the vehicle is in a static state; when the change distance of the front frame and the rear frame is greater than or equal to a first preset value, the vehicle is in a non-static state;
if the vehicle is in a non-static state, the course angles of the GPS front and rear frames are calculated by the formula (2) as follows:
where angle is the heading angle of the GPS frame before and after (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
and (3) making a difference between the course angles of the frames before and after the GPS and the course angle acquired at the current moment, and considering that the vehicles are in the same direction and in a forward state when the absolute value of the difference is within the range of 0-60 degrees, otherwise, the vehicles are in a backward state
Optionally, the method further includes: and if the change distance value of the front frame and the back frame is larger than a second preset value, filtering and deleting.
Optionally, the first preset value is 0.03 m, and the second preset value is 0.8 m.
Optionally, the obtaining steering wheel angle data of the vehicle in real time specifically includes:
the method comprises the following steps of acquiring a steering wheel angle value of a vehicle in real time through a vehicle-mounted steering wheel angle sensor, wherein the range of the steering wheel angle value is as follows:
-540<f<540；
wherein f represents a steering wheel angle value of the vehicle; f >0 indicates that the steering wheel is turning to the right, and f <0 indicates that the steering wheel is turning to the left.
Optionally, the validity of the steering wheel angle value is checked according to the corresponding relationship between the change rate of the course angle and the steering wheel angle, which is specifically as follows:
when the vehicle is in a motion state, calculating the change rate of the course angle according to the real-time acquired vehicle course angle, namely the change value of the course angle per second, and when the frequency of the GPS is 5Hz, calculating the formula as follows:
l＝l 5 -l 1
in the formula I 1 Is the course angle of the first frame of GPS,/ 5 The course angle of the fifth frame of the GPS is taken, and l is the change rate of the current course angle; and so on;
the correspondence is as follows:
f =0 corresponds to l =0 to 1
f =360 corresponds to l =4 to 6
f =540 corresponds to l =9 to 11
If the corresponding relation is met, the steering wheel angle value is considered to be an effective value.
Optionally, the vehicle braking triggering distance corresponding to each ultrasonic radar on the vehicle is calculated according to the driving state of the vehicle and the steering wheel angle value, which is specifically as follows:
the ultrasonic radar comprises at least one of a vehicle left ultrasonic radar, a vehicle right ultrasonic radar and a vehicle forward ultrasonic radar;
acquiring vehicle speed data in real time, and calculating the vehicle foundation brake triggering distance of each ultrasonic radar according to the vehicle speed, wherein the calculation is as follows:
D s ＝max(0.5v,D 0 )
in the formula, D s Based on the triggering distance, v is the vehicle speed, D 0 Triggering a distance for a minimum basis;
for the ultrasonic radars in different installation positions, the corresponding vehicle braking triggering distances are respectively calculated as follows:
vehicle left side ultrasonic radar:
d l ＝D s /2*(1-f/900)
vehicle right side ultrasonic radar:
d r ＝D s /2*(1+f/900)
vehicle forward ultrasonic radar:
in the formula (d) l Indicating the vehicle braking trigger distance, d, corresponding to the left-hand ultrasonic radar r Indicating the vehicle braking trigger distance, d, corresponding to the right-hand ultrasonic radar f And the vehicle braking triggering distance corresponding to the ultrasonic radar right ahead is shown.
Optionally, the method further includes preprocessing an actual distance between the ultrasonic radar and the obstacle, that is: and comparing actual distance values acquired by the continuous three-frame ultrasonic radar, and if the front frame and the rear frame do not detect the obstacle and the intermediate frame has a returned distance value, considering the actual distance value as a gross error and rejecting the gross error.
Scheme II: disclosed is a vehicle collision preventing device, which mainly comprises:
a data acquisition module configured to: the method comprises the steps that longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle are obtained in real time through a vehicle-mounted GPS double antenna installed on the vehicle, steering wheel turning angle value data of the vehicle are obtained in real time through a sensor, the actual distance between an ultrasonic radar and an obstacle is obtained in real time through the ultrasonic radar installed on the vehicle, and vehicle speed data are obtained in real time through a vehicle OBD interface;
a vehicle running state analysis module configured to: calculating to obtain the driving state of the vehicle according to the longitude and latitude coordinates and the course angle; the driving states comprise static state, forward movement and backward movement;
a steering wheel angle data validity determination module configured to: checking the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value;
a vehicle braking trigger distance calculation module configured to: calculating vehicle braking triggering distances corresponding to the ultrasonic radars on the vehicle according to the running state of the vehicle and the steering wheel angle value;
a comparison module configured to: and comparing the vehicle braking triggering distance corresponding to the ultrasonic radar which detects the obstacle with the actual distance, and sending a corresponding braking instruction when the actual distance is smaller than the vehicle braking triggering distance.
And a third scheme is as follows: disclosed is an electronic device mainly comprising a processor, a memory, and a computer program stored on the memory and executable on the processor, wherein the processor, when executing the computer program, implements the vehicle collision avoidance method according to one or any of the alternatives thereof.
The method can dynamically adjust the vehicle braking triggering distance corresponding to the ultrasonic radar arranged at different positions on the vehicle. On the premise of not increasing the number of the ultrasonic radars, the problem of misjudgment of the ultrasonic near-field obstacles is solved through algorithm optimization, so that the on-site installation and deployment cost is greatly saved, the cost is reduced, and the efficiency is improved.
Drawings
Fig. 1 is a flowchart of a vehicle collision avoidance method according to embodiment 1.
Detailed Description
In order to facilitate understanding of those skilled in the art, the present invention will be further described with reference to the following examples and drawings, which are not intended to limit the present invention.
Embodiment 1 discloses a vehicle collision prevention method, which mainly includes the following steps:
step 1): the method comprises the steps of acquiring longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle in real time through a vehicle-mounted double GPS antenna, and calculating the acquired vehicle position information and the acquired vehicle course angle information to obtain the motion state of the vehicle, wherein the motion state of the vehicle comprises the following steps: static, forward and backward.
It should be noted that, vehicle-mounted GPS dual antennas and vehicle-mounted terminals capable of communicating with the vehicle-mounted GPS dual antennas and the cloud server are installed on each vehicle in the driving training field. The differential positioning technology can be realized through the vehicle-mounted GPS double antenna, the vehicle course angle (namely the course azimuth angle) is obtained, the vehicle-mounted GPS double antenna usually comprises a main antenna and an auxiliary antenna, and the longitude and latitude information of the main antenna is usually selected when the position information is obtained. The vehicle-mounted GPS double-antenna collects the position information and the course angle information of the vehicle in real time and transmits the information to the vehicle-mounted terminal. The vehicle-mounted terminal is mainly used for data acquisition, data processing, data uploading and downloading. The vehicle-mounted terminal of the vehicle calculates the motion state of the vehicle based on the acquired vehicle position information and the acquired course angle, and can completely or selectively upload the vehicle position information, the course angle, the motion state and other information of the vehicle to the cloud server according to actual requirements for downloading and using by other vehicle-mounted terminals. The cloud server mainly plays a role in data transfer, and collects data uploaded by each vehicle-mounted terminal and provides the vehicle-mounted terminals to download related data.
The manner of calculating the vehicle motion state is specifically as follows:
11 The distance value of two frames of data before and after the vehicle GPS is calculated, and the change distance of the two frames before and after the vehicle GPS is calculated through the Pythagorean theorem, wherein the specific algorithm is as follows:
wherein d is the distance between two frames before and after (x) 1 ,y 2 ) For the current frame vehicle GPS main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle GPS main antenna coordinates;
12 And) deleting the data with the change distance value of more than 80cm in the current and the last two frames. Generally, the distance between the front frame and the rear frame is more than 80cm, which is considered as gross error caused by GPS frame skipping, and the gross error is filtered and deleted to avoid the judgment of the vehicle state; when the change distance value of the current frame and the last frame is less than 3cm, judging that the vehicle is in a static state; and when the change distance value of the current frame and the next frame is between 3cm and 80cm (including end point values), the vehicle is considered to be in a forward or backward state. Here, 0.8 m and 0.03 m are empirical values, and in other embodiments, may be adjusted according to actual conditions.
13 When the vehicle is judged to be in the non-static state, the vehicle can be further judged to be in a forward state or a backward state, and the course angle of the GPS front and back frames of the vehicle is calculated, wherein the formula is as follows:
where angle is the heading angle of the front and rear frames of the vehicle, (x) 1 ,y 2 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
14 Respectively obtaining the course angle of the front frame and the rear frame of the GPS main antenna and the course angle of the current moment, calculating the difference value of the two course angles, and then judging the direction. The absolute value of the difference is within the range of 0-60 (inclusive), the vehicle is in a forward state, otherwise the vehicle is in a reverse state.
Step 2) obtaining the steering wheel angle data of the vehicle in real time, and checking the validity of the steering wheel angle value of the vehicle according to the corresponding relation between the change rate of the vehicle course angle and the steering wheel angle value of the vehicle, wherein the method specifically comprises the following steps:
21 The steering wheel angle value in the vehicle OBD (On-Board Diagnostic) interface data is obtained in real time, and the data can be collected through a vehicle-mounted steering wheel angle sensor. The range of steering wheel angle values takes the following values:
-540<f<540
f >0, indicating that the steering wheel turns to the right;
f <0, indicating that the steering wheel turns to the left;
in the formula, f represents a steering wheel angle value of the vehicle.
22 When the vehicle is in a moving state (forward or backward), calculating the change rate of the heading angle according to the heading angle value of the vehicle, namely the change value of the heading angle of the vehicle per second, wherein the frequency of the GPS is 5Hz, and the specific calculation is as follows:
l＝l 5 -l 1
in the formula I 1 Is GPS 1Course angle of a frame,/ 5 And l is the change rate of the current course angle.
Note that the frequency of the GPS antenna is typically 5HZ, i.e., five frames are calculated in one second. The fifth frame is an empirical value and can well reflect the change of the heading of the vehicle. And l is the variation of five frames, namely the variation of 1 second, namely the course angle change rate. The steering wheel angle and the rate of change of the heading angle are also generally consistent when the vehicle is in motion, either in a reverse or forward mode. Therefore, the authentication method is also the same.
23 According to the correspondence between the change rate of the heading angle and the steering wheel angle value of the vehicle, the validity of the steering wheel angle value is analyzed, and the specific correspondence is as follows:
f =0 corresponds to l =0 to 1
f =360 corresponds to l =4 to 6
f =540 corresponds to l =9 to 11
When the vehicle moves, detecting whether the steering wheel angle value is consistent with the course angle change rate in real time; if the steering wheel angle value is consistent with the effective value, the steering wheel angle value is the effective value. Otherwise, if the value is considered as invalid.
The reference value setting is also an empirical value, and can be adjusted according to the specific scene requirements. For example, when l specifically selects 0, 5, and 10 as the judgment criteria, respectively, the conditions corresponding to no, one, and full turn of the steering wheel are taken as the judgment criteria, for example, f =360, l =5 represents that the steering wheel is 360, that is, when the steering wheel is turned one turn to the right, the value of the heading angle change rate l is about 5.
3) According to the running state of the vehicle and the turning angle value of the steering wheel of the vehicle, the vehicle braking triggering distance of the ultrasonic radar at each position of the vehicle is calculated, namely the minimum distance for triggering the vehicle to brake when the ultrasonic radar detects an obstacle.
Generally, a driving test vehicle is provided with ultrasonic radars on the left side, the right side and the forward direction of the vehicle. And respectively calculating the braking triggering distance of the vehicle for the ultrasonic radar at each position according to the installation position of the ultrasonic radar. The specific calculation mode of the vehicle braking triggering distance is as follows:
the method comprises the steps of acquiring vehicle speed data in the OBD interface data of the vehicle in real time, calculating the vehicle braking basic trigger distance of the ultrasonic radar according to the vehicle speed, wherein the minimum basic trigger distance is 1.5 m, and specifically calculating as follows:
D s ＝max(0.5v,1.5)
in the formula, D s Based on the trigger distance, v is the vehicle speed (in km/h);
the minimum basic touch distance can be adjusted according to actual conditions. Based on the obtained basic trigger distance, for the ultrasonic radars in different installation positions, the vehicle braking trigger distance can be respectively calculated according to the angle of the steering wheel, and the specific calculation is as follows:
vehicle left side ultrasonic radar: d l ＝D s /2*(1-f/900)
Vehicle right side ultrasonic radar: d is a radical of r ＝D s /2*(1+f/900)
Vehicle forward ultrasonic radar:
in the formula (d) l Indicating the vehicle braking trigger distance, d, corresponding to the left-hand ultrasonic radar r Indicating the vehicle braking trigger distance, d, corresponding to the right-hand ultrasonic radar f And the vehicle braking triggering distance corresponding to the ultrasonic radar right ahead is shown.
For example: when the vehicle speed is 2km/h, the basic trigger distance of the ultrasonic radar is 1.5 meters. When the left-hand direction is 450 degrees (i.e. f = -450), the brake trigger distance of the left ultrasonic wave is calculated to be 1.125 meters, the right ultrasonic wave trigger distance is optimized to be 0.375 meters, and the forward ultrasonic wave distance is optimized to be 0.75 meters. When the vehicle is in the left-hand direction, the detection distance of the ultrasonic wave on the left side of the vehicle is strengthened, and the detection distances of the front side and the right side are weakened.
4) When the ultrasonic radar detects the obstacle, the actual distance between the ultrasonic radar and the obstacle is acquired in real time through the ultrasonic radar.
For an ultrasonic radar capable of detecting an obstacle, a detection distance is returned, and the distance is an actual distance between the ultrasonic radar and the obstacle.
Further, step 4) may further include: and preprocessing actual distance data between the ultrasonic radar and the obstacle, which is acquired in real time, to eliminate the influence of gross errors. Specifically, the actual distance between the ultrasonic radar and the obstacle obtained by the continuous three-frame ultrasonic radar can be compared, if the obstacle is not detected in the front frame and the rear frame, and the actual distance value returned by the obstacle exists in the intermediate frame, the actual distance value is considered to be gross error, and the gross error is eliminated, so that the ultrasonic data without the gross error can be obtained, and the misjudgment rate is reduced.
It should be noted that, in other embodiments, the step 4) may be performed simultaneously with the above steps, and there is no strict order.
5) And making a corresponding braking decision according to the actual distance between the ultrasonic radar and the obstacle obtained in the step 4) and the vehicle braking triggering distance corresponding to the ultrasonic radar obtained in the step 3).
When an obstacle appears, at least one ultrasonic radar usually detects the obstacle, and for the ultrasonic radar which detects the obstacle, the actual distance between the ultrasonic radar and the obstacle obtained in the step 4) is compared with the corresponding vehicle braking triggering distance obtained in the step 3), and when the actual distance between the vehicle and the obstacle is smaller than the vehicle braking triggering distance, a braking instruction, such as a braking action, is triggered.
Based on the same invention concept, embodiment 2 discloses a vehicle anti-collision device, which mainly comprises a data acquisition module, a vehicle running state analysis module, a steering wheel corner data validity judgment module, a vehicle braking trigger distance calculation module and a comparison module. Wherein: the data acquisition module can acquire longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle in real time through a vehicle-mounted GPS double antenna installed on the vehicle, acquire steering wheel turning angle value data of the vehicle in real time through a sensor, acquire actual distance between an ultrasonic radar and an obstacle in real time through the ultrasonic radar installed on the vehicle, and acquire vehicle speed data in real time through a vehicle OBD interface. The vehicle running state analysis module can calculate the running state of the vehicle according to the longitude and latitude coordinates and the course angle; the driving states comprise static state, forward movement and backward movement. The steering wheel angle data validity judging module can check the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value. And the vehicle braking triggering distance calculation module can calculate the vehicle braking triggering distance corresponding to each ultrasonic radar on the vehicle according to the running state of the vehicle and the steering wheel rotating angle value. And the comparison module can compare the vehicle braking triggering distance of the ultrasonic radar with the actual distance, and sends out a corresponding braking instruction when the actual distance is less than the vehicle braking triggering distance. The above modules can be specifically implemented by the method described in the corresponding steps in embodiment 1, and details are not described here. Of course, the present invention is not limited thereto as long as the corresponding functions can be realized.
Based on the same inventive concept, embodiment 3 discloses an electronic device, which at least includes a processor and a memory, wherein the processor is mainly used to call a computer program in the memory, and when the processor executes the computer program, each step in the method provided in embodiment 1 is implemented, which is not described in detail again.
While embodiments of the present invention have been described above, the present invention is not limited to the specific embodiments and applications described above, which are intended to be illustrative, instructive, and not limiting. Those skilled in the art, having the benefit of this disclosure, may effect numerous modifications thereto without departing from the scope of the invention as defined by the appended claims.
Claims (8)
1. A method for preventing collision of a vehicle, comprising the steps of:
acquiring longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle in real time through a vehicle-mounted GPS double antenna mounted on the vehicle; calculating to obtain the driving state of the vehicle according to the longitude and latitude coordinates and the course angle; the driving states comprise static state, forward movement and backward movement;
acquiring steering wheel angle value data of a vehicle in real time, and checking the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value;
calculating vehicle braking triggering distances corresponding to the ultrasonic radars on the vehicle according to the running state and the steering wheel angle value;
acquiring the actual distance between the ultrasonic radar and the obstacle in real time through the ultrasonic radar;
comparing the vehicle braking triggering distance corresponding to the ultrasonic radar which detects the obstacle with the actual distance, and sending a corresponding braking instruction when the actual distance is smaller than the vehicle braking triggering distance;
calculating the driving state of the vehicle according to the longitude and latitude coordinates and the heading angle, and specifically comprising the following steps:
calculating the change distance of two frames before and after GPS by formula (1) as follows:
wherein d is the distance between two frames before and after (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
when the change distance of the front frame and the rear frame is smaller than a first preset value, the vehicle is in a static state; when the change distance of the front frame and the rear frame is greater than or equal to a first preset value, the vehicle is in a non-static state;
if the vehicle is in a non-static state, the course angles of the GPS front and rear frames are calculated by the formula (2) as follows:
where angle is the heading angle of the GPS frame before and after (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
the course angles of the frames before and after the GPS are differentiated from the course angle acquired at the current moment, and if the absolute value of the difference is within the range of 0-60 degrees, the frames are considered to be in the same direction and are in a forward state, otherwise, the vehicle is in a backward state;
further comprising: and if the change distance value of the front frame and the back frame is larger than a second preset value, filtering and deleting.
2. A method for preventing collision of a vehicle as claimed in claim 1, wherein the first predetermined value is 0.03 m, and the second predetermined value is 0.8 m.
3. The vehicle collision avoidance method according to claim 1, wherein the obtaining of the steering wheel angle value data of the vehicle in real time specifically includes:
the method comprises the following steps of acquiring a steering wheel angle value of a vehicle in real time through a vehicle-mounted steering wheel angle sensor, wherein the range of the steering wheel angle value is as follows:
-540<f<540；
wherein f represents a steering wheel angle value of the vehicle; f >0 indicates that the steering wheel is turning to the right, and f <0 indicates that the steering wheel is turning to the left.
4. The method for preventing collision of a vehicle as claimed in claim 3, wherein the validity of the steering wheel angle value is checked based on a correspondence between a rate of change of the heading angle and the steering wheel angle, as follows:
when the vehicle is in a motion state, calculating the change rate of the course angle according to the real-time acquired vehicle course angle, namely the change value of the course angle per second, and when the frequency of the GPS is 5Hz, calculating the formula as follows:
l＝l 5 -l 1
in the formula I 1 Is the course angle of the first frame of GPS,/ 5 The heading angle of the fifth frame of the GPS, and l is the change rate of the current heading angle;
and so on;
the correspondence is as follows:
f =0 corresponds to l =0 to 1
f =360 corresponds to l =4 to 6
f =540 for l = 9-11
And if the corresponding relation is met, the steering wheel angle value is considered to be an effective value.
5. The method for preventing collision of a vehicle according to claim 1, wherein the vehicle braking triggering distance corresponding to each ultrasonic radar on the vehicle is calculated according to the driving state of the vehicle and the steering wheel angle value, specifically as follows:
the ultrasonic radar comprises at least one of a vehicle left ultrasonic radar, a vehicle right ultrasonic radar and a vehicle forward ultrasonic radar;
acquiring vehicle speed data in real time, and calculating the vehicle foundation brake triggering distance of each ultrasonic radar according to the vehicle speed, wherein the calculation is as follows:
D s ＝max(0.5v,D 0 )
in the formula, D s Based on the triggering distance, v is the vehicle speed, D 0 Triggering a distance for a minimum basis;
for the ultrasonic radars in different installation positions, the corresponding vehicle braking triggering distances are respectively calculated as follows:
vehicle left side ultrasonic radar:
d l ＝D s /2*(1-f/900)
vehicle right side ultrasonic radar:
d r ＝D s /2*(1+f/900)
vehicle forward ultrasonic radar:
in the formula (d) l Represents the braking triggering distance of the vehicle corresponding to the ultrasonic radar on the left side, d r Indicating the vehicle braking trigger distance, d, corresponding to the right-hand ultrasonic radar f And the vehicle braking triggering distance corresponding to the ultrasonic radar right ahead is shown.
6. A method for collision avoidance for a vehicle as claimed in claim 1, further comprising preprocessing the actual distance of the ultrasonic radar from the obstacle by: and comparing actual distance values acquired by the continuous three-frame ultrasonic radar, and if the front frame and the rear frame do not detect the obstacle and the intermediate frame has a returned distance value, considering the actual distance value as a gross error and rejecting the gross error.
7. A vehicle collision prevention device, comprising:
a data acquisition module configured to: the method comprises the steps that longitude and latitude coordinates of a vehicle GPS main antenna and course angle information of a vehicle are obtained in real time through a vehicle-mounted GPS double antenna installed on the vehicle, steering wheel angle value data of the vehicle are obtained in real time through a sensor, the actual distance between an ultrasonic radar and an obstacle is obtained in real time through the ultrasonic radar installed on the vehicle, and vehicle speed data are obtained in real time through a vehicle OBD interface;
a vehicle running state analysis module configured to: calculating to obtain the driving state of the vehicle according to the longitude and latitude coordinates and the course angle; the driving states comprise static state, forward movement and backward movement;
a steering wheel angle data validity determination module configured to: checking the validity of the steering wheel angle value according to the corresponding relation between the change rate of the course angle and the steering wheel angle value;
a vehicle braking trigger distance calculation module configured to: calculating vehicle braking triggering distances corresponding to the ultrasonic radars on the vehicle according to the running state of the vehicle and the turning angle value of the steering wheel;
a comparison module configured to: comparing the vehicle braking triggering distance corresponding to the ultrasonic radar which detects the obstacle with the actual distance, and sending a corresponding braking instruction when the actual distance is smaller than the vehicle braking triggering distance;
the method for calculating the driving state of the vehicle according to the longitude and latitude coordinates and the heading angle specifically comprises the following steps:
calculating the change distance of two frames before and after GPS by formula (1) as follows:
wherein d is the distance between two frames before and after (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
when the change distance of the front frame and the rear frame is smaller than a first preset value, the vehicle is in a static state; when the change distance of the front frame and the rear frame is greater than or equal to a first preset value, the vehicle is in a non-static state;
if the vehicle is in a non-static state, the course angles of the GPS front and rear frames are calculated by the formula (2) as follows:
where angle is the heading angle of the GPS frame (x) 1 ,y 1 ) For the current frame vehicle main antenna coordinates, (x) 2 ,y 2 ) The next frame of vehicle main antenna coordinates;
the course angles of the frames before and after the GPS are differentiated from the course angle acquired at the current moment, and if the absolute value of the difference is within the range of 0-60 degrees, the frames are considered to be in the same direction and are in a forward state, otherwise, the vehicle is in a backward state;
and if the change distance value of the front frame and the back frame is larger than a second preset value, filtering and deleting.
8. An electronic device comprising a processor, a memory, and a computer program stored on the memory and executable on the processor, wherein the processor, when executing the computer program, implements the vehicle collision avoidance method according to any one of claims 1 to 6.
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