CN115123130A - Multi-scene automobile active-passive safety self-adaptive control system and method - Google Patents
Multi-scene automobile active-passive safety self-adaptive control system and method Download PDFInfo
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- CN115123130A CN115123130A CN202210577597.0A CN202210577597A CN115123130A CN 115123130 A CN115123130 A CN 115123130A CN 202210577597 A CN202210577597 A CN 202210577597A CN 115123130 A CN115123130 A CN 115123130A
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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
- 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
- B60R21/0132—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 vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
Abstract
The invention discloses a multi-scene automobile owner passive safety self-adaptive control system and a multi-scene automobile owner passive safety self-adaptive control method. According to the invention, different collision safety response levels and associated different collision event states are identified through the real-time driving parameters, and the real-time driving parameters based on the cabin safety environment are actively adjusted by combining the safety driving parameters of the standard collision working condition, so that the vehicle reaches the collision form meeting the standard collision working condition, and the active and passive safety of the vehicle are improved.
Description
Technical Field
The invention relates to the technical field of automobile safety, in particular to a multi-scene automobile owner passive safety self-adaptive control system and method.
Background
At present, all passive safety protection laws and mechanisms test schemes are based on standard collision states (with specific dummy, sitting position, design position of vehicle parts and the like), and are combined with big data statistics and probability analysis to test and verify a specific state environment, so that the safety under the standard collision state is ensured. Laws and regulations and industry and institutions of various countries, such as GB, ECE, ITW, NCAP, CIASI, IIHS and the like, establish typical collision working conditions and dummy models based on probability statistics and crowd analysis, and further evaluate the overall safety of a collision vehicle.
In a practical use scene, it is difficult to keep the driving environment, the driver state, the age and sitting posture of the occupant, the position and state of each vehicle component, and the like of the vehicle consistent with the standard collision state, and passive safety products such as an airbag and a seat belt cannot play the role of protecting the occupant as well as the standard collision state. Therefore, the whole vehicle has great potential safety hazards in the driving state of people, the positions and the states of cabin parts, atypical people different from a typical dummy model, atypical accident conditions different from typical collision conditions, pedestrian crowded road driving environments and the like which are not considered.
Moreover, unpredictability of an unknown scene is a difficulty in safety protection of the whole vehicle including unmanned driving, and the problem of safety protection in an unmanned driving state cannot be solved.
The existing active and passive safety integrated control scheme and logic are based on a control mode, and the effectiveness and stability of actual control are difficult to guarantee. In addition, the adjustment based on active safety can be matched with a passive safety product to standardize the collision protection state of the passenger, and the standard design state is ensured. In terms of active safety, the method mainly combines ADAS and various sensors of a vehicle body to carry out active control system prejudgment and regulation, and is similar to AEB, ESP and the like. Specifically, the vehicle state and driving environment are generally actively adjusted, for example, actively changing lanes, decelerating, or the like, or the ignition timing of an airbag or a seat belt is changed, so as to improve the safety protection effect during collision. However, the problem that the actual collision is not matched with the standard collision is not solved, that is, the safety problem of the automobile running in the actual driving environment is not solved.
In addition, in the prior art, the safety is improved by avoiding known and specific obstacles, and the safety problem in an unidentified scene is not solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, and aims to perform collision safety response grading on a plurality of use scenes corresponding to different values of a plurality of driving parameters deviating from the standard collision working condition and correspond to different collision event states, so that active and passive safety self-adaptive control is performed according to the different collision event states, and the safety of the whole vehicle is improved.
In order to achieve the above object, in a first aspect, the present invention provides a multi-scenario vehicle active and passive safety adaptive control system, which includes a real-time driving parameter monitoring unit, a collision safety response level identification unit, a human intervention reminding unit, a standard driving parameter storage unit, a driving parameter comparison unit, and a driving parameter active adjustment unit; wherein:
the real-time driving parameter monitoring unit is used for acquiring a plurality of real-time driving parameters related to safe driving of the automobile;
the standard driving parameter storage unit stores safe driving parameters of standard collision working conditions;
the collision safety response grade identification unit is used for receiving the real-time driving parameters acquired by the real-time driving parameter monitoring unit, obtaining parameters for setting a plurality of collision safety response grades according to the received real-time driving parameters, and making a layered decision according to different collision safety response grades, wherein when the collision safety response grade reaches a first set value, the automobile is in a safety event state; when the collision safety response level reaches a second set value, triggering the human intervention reminding unit to send an intervention signal to remind a driver and passengers to adjust the real-time driving parameters to a standard value, so that the automobile enters the safety event state; when the collision safety response level reaches a third set value, the driving parameter comparison unit is triggered to compare the real-time driving parameter with the safety driving parameter of the standard collision working condition, if the real-time driving parameter is different from the safety driving parameter of the standard collision working condition, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safety driving parameter of the standard collision working condition, and the automobile enters the standard collision event state.
Further, the collision safety response level identification unit is used for obtaining the relative distance Delta S between the vehicle and the front vehicle through integration according to the relative speed Delta V between the vehicle and the front vehicle,
the relative time Δ t when the relative distance Δ S is equal to the actual vehicle distance is defined as an expected collision time t1-t0, and a plurality of collision safety response levels are set according to the length of the expected collision time.
Further, the plurality of collision safety response levels comprise at least normal, pre-warning, and danger; when the collision safety response level is an early warning level, the collision safety response level identification unit triggers the human intervention reminding unit to send an intervention signal so as to remind a driver and passengers to adjust driving parameters in time; and when the collision safety response level is a danger level, the collision safety response level recognition unit triggers the driving parameter comparison unit to compare the real-time driving parameter with the safe driving parameter under the standard collision working condition, if the real-time driving parameter is consistent with the safe driving parameter under the standard collision working condition, the current situation is maintained, otherwise, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safe driving parameter under the standard collision working condition.
Further, the system is in a normal grade when the expected collision time is larger than or equal to 4s, in an early warning grade when the expected collision time is between 2s and 4s, and in a danger grade when the expected collision time is smaller than or equal to 2 s.
Further, the safety event state needs to meet the requirements of non-fatigue driving of a driver, double-hand holding of a steering wheel and 360-degree environment monitoring.
Further, the safe driving parameters of the standard collision condition at least comprise collision speed, collision angle, seat posture, steering wheel position and state of an occupant.
Further, the chair posture comprises the front and back positions of the seat, the up and down positions of the seat, the angle of the backrest and the height of the headrest.
Further, the real-time driving parameters include states of passive safety components, and the passive safety components at least include a steering wheel, a column, a seat, an airbag and a safety belt.
Further, the real-time driving parameter monitoring unit comprises an ADAS and various sensors of a vehicle body.
Furthermore, the driving parameter active adjusting unit comprises an intelligent safety airbag control module, an active safety belt control module, a seat posture control module and a steering wheel position control module; the safety airbag control module is used for adjusting ignition time, the active safety belt control module is used for adjusting the binding tightness of a safety belt, the seat posture control module is used for adjusting the position and the angle of a seat and the height of a headrest, and the steering wheel position control module is used for adjusting the angle of a steering wheel and the distance between the steering wheel and a driver.
In a second aspect, the present invention provides a multi-scenario vehicle active and passive safety adaptive control method, which adopts any one of the technical solutions of the first aspect, and comprises the following steps: s100: monitoring driving parameters in real time; s110: judging whether the automobile is in a safety event state or not according to the real-time driving parameters, if so, continuing to step S120, and if not, jumping to step S130; s120: the active and passive control units of the automobile are all in a dormant state, and the driving parameters of the automobile are kept unchanged; s130: determining the collision safety response grade according to the real-time driving parameters, if the collision safety response grade reaches the early warning grade, continuing to step S140, and if the collision safety response grade does not reach the early warning grade, returning to step S120; s140: enabling the human intervention reminding unit to send an intervention signal to remind a driver and passengers to adjust the real-time driving parameters; s150: judging whether the real-time driving parameters are adjusted to standard values, if so, returning to the step S110, otherwise, continuing to the step S160; s160: judging whether the collision safety response level reaches a danger level, if so, continuing to step S170, otherwise, returning to step S130; s170: judging whether the automobile is in a standard collision event state, if so, continuing to step S180, otherwise, jumping to step S190; s180: the passive safety parts of the automobile maintain the existing driving parameters unchanged; s190: and adjusting the driving parameters of the passive safety parts of the automobile to the parameter values of the standard collision event state.
Further, the collision safety response level is determined as follows: obtaining the relative distance Delta S between the vehicle and the front vehicle through integration according to the relative speed Delta V between the vehicle and the front vehicle,
and defining the relative time delta t of the relative distance delta S equal to the actual vehicle distance as expected collision time, setting a plurality of collision safety response levels according to the length of the expected collision time, wherein when the expected collision time reaches a first preset value, the corresponding collision safety response level is normal, when the expected collision time reaches a second preset value, the corresponding collision safety response level is early warning, and when the expected collision time reaches a third preset value, the corresponding collision safety response level is dangerous.
Further, the system is in a normal grade when the expected collision time is larger than or equal to 4s, in an early warning grade when the expected collision time is between 2s and 4s, and in a danger grade when the expected collision time is smaller than or equal to 2 s.
Compared with the prior art, the invention has the beneficial effects that:
different collision safety response levels and associated different collision event states are identified through the real-time driving parameters, and the real-time driving parameters based on the safe cabin environment are actively adjusted by combining the safe driving parameters of the standard collision working condition, so that the vehicle reaches the collision form meeting the standard collision working condition, and the active and passive safety of the vehicle is improved.
Drawings
FIG. 1 is a schematic block diagram of one embodiment of a system of the present invention;
FIG. 2 is a flow chart of one embodiment of the method of the present invention;
FIG. 3 is a schematic illustration of the collision safety response classification and identification principle in accordance with an embodiment of the system/method of the present invention;
FIG. 4 is a schematic diagram of an actual driving environment in an embodiment of the system/method of the present invention;
fig. 5 is a schematic diagram illustrating passive security factor adjustment in an embodiment of the system/method of the present invention.
Detailed Description
Other advantages and capabilities of the present invention will be readily apparent to those skilled in the art from the present disclosure by describing the embodiments of the present invention by specific examples with reference to the accompanying drawings. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention.
It should be noted that all the directional terms as referred to herein, such as upper, lower, left, right, front, middle, rear, bottom, top, inner, outer, etc., refer to the directions as shown in the drawings. This is for convenience of description and is not to be taken as limiting the invention in any way.
As shown in fig. 1, an embodiment of the multi-scenario vehicle owner passive safety adaptive control system of the present invention includes a real-time driving parameter monitoring unit, a collision safety response level identification unit, a human intervention reminding unit, a standard driving parameter storage unit, a driving parameter comparison unit, and a driving parameter active adjustment unit; wherein:
the real-time driving parameter monitoring unit is used for acquiring a plurality of real-time driving parameters related to safe driving of the automobile;
the standard driving parameter storage unit stores safe driving parameters of standard collision working conditions;
the collision safety response level identification unit is used for obtaining parameters for setting a plurality of collision safety response levels according to part of the parameters provided by the driving parameter monitoring unit, and making a layered decision according to different collision safety response levels, and when the collision safety response level reaches a first set value, the automobile is in a safety event state; when the collision safety response level reaches a second set value, triggering the human intervention reminding unit to send an intervention signal to remind a driver and passengers to adjust the real-time driving parameters to a standard value, so that the automobile enters the safety event state; when the collision safety response level reaches a third set value, the driving parameter comparison unit is triggered to compare the real-time driving parameter with the safety driving parameter of the standard collision working condition, if the real-time driving parameter is different from the safety driving parameter of the standard collision working condition, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safety driving parameter of the standard collision working condition, and the automobile enters the standard collision event state.
In this embodiment, when the vehicle is in a dangerous class, the driving parameter comparison unit is triggered to compare the real-time driving parameters with the safe driving parameters under the standard collision condition, if the real-time driving parameters and the safe driving parameters under the standard collision condition are not consistent, and if the real-time driving parameters and the safe driving parameters under the standard collision condition are not consistent, the driving parameter active adjustment unit is started to adjust the real-time driving parameters to be consistent with the safe driving parameters under the standard collision condition, mainly the driving parameters of various passive safety factors in the cabin, such as sitting posture, seat posture, steering wheel position, ignition time of the airbag and binding tightness of the safety belt, so that the driving parameters of the passive safety factors are actively adjusted to be consistent with the safe driving parameters under the standard collision condition in the following table 1, that is, each safety factor in the vehicle cabin before collision is consistent with the design requirements, therefore, the life safety of drivers and passengers can be ensured when actual collision occurs, because the safe driving parameters of the standard collision working conditions in the table 1 meet the requirements of regulations and are subjected to safety certification through the collision test of an authority mechanism. It should be noted that the data in table 1 are only exemplary, the types of actual parameters may be added or deleted, and the values of the parameters may be adjusted, depending on the specific collision criteria.
Table 1: safe driving parameters for standard crash conditions (Standard crash incident)
In one embodiment, the collision safety response level identification unit is used for obtaining the relative distance deltaS between the host vehicle and the front vehicle through integration according to the relative speed deltaV between the host vehicle and the front vehicle,
and defining a relative time delta t, which is t1-t0 when the relative distance delta S is equal to the actual vehicle distance, as an expected collision time, and setting a plurality of collision safety response levels according to the length of the expected collision time. In this embodiment, as shown in fig. 4, the automobile 1 is a vehicle base on which a multi-scene active-passive integrated product is mounted, and after the key is started, the active-passive integrated device 7 is activated to interact with an ADAS (Advanced Driving Assistance System) and an in-vehicle data bus in real time. The ADAS can detect occupant status and information in the vehicle, such as identifying the occupant as a minor male. The device 7 will combine the data collected by real time sensors, radar, camera, etc. collected and processed by ADAS to obtain the measured relative velocity 6, relative angular velocities 4, 5 and actual vehicle distance 7'. By integral formula
And calculating the relative distance in the relative time, and when the actual vehicle distance 7' is equal to the relative distance delta S calculated by the formula, the two vehicles collide, and the calculated delta t is t1-t0, which is the judgment basis of the collision safety response grade shown in fig. 3. By adopting an integral calculation mode, the relative displacement can be calculated more effectively and accurately through the relative speed, and the grade division precision is improved.
As shown in fig. 4, the actual overlap amount is denoted by Y, and the current angle of the vehicle body can be determined to be a (the angle in the axial direction of the two vehicles) by a sensor system provided in the vehicle body, including an IMU and the like. Since most width dimensions of passenger cars have no essential difference under the constraint of regulations, we assume that all width dimensions are W, and calculate the collision radian L formed by two car axial directions as pi SA/180(S is two car distance), and the actual overlap amount used for judgment
Y is W/2- (radian of collision in two axle directions-half width of front car), that is, it is
Y＝W/2-(L-W/2)＝W-L。
The above is a static calculation, and Δ S and Δ a in L also need to be calculated by integration during real-time driving.
In one embodiment, as shown in fig. 3, the collision safety response levels at least include normal, early warning and danger, and when the collision safety response level is the early warning level, the human intervention reminding unit is triggered to send an intervention signal to remind a driver and passengers to adjust driving parameters in time; and when the driving parameter is in a dangerous level, triggering the driving parameter comparison unit to compare the real-time driving parameter with the safe driving parameter under the standard collision working condition, if the real-time driving parameter is consistent with the safe driving parameter under the standard collision working condition, maintaining the current situation, otherwise, starting the driving parameter active adjustment unit to adjust the real-time driving parameter to be consistent with the safe driving parameter under the standard collision working condition. In the embodiment, different collision safety response levels and associated different collision event states are identified through the real-time driving parameters, and the real-time driving parameters based on the safe cabin environment are actively adjusted by combining the safe driving parameters of the standard collision working condition, so that the vehicle reaches the collision form meeting the standard collision working condition, and the active and passive safety of the vehicle is improved.
In one embodiment, as shown in FIG. 3, the collision time is a normal level when the expected collision time is greater than or equal to 4s, a warning level when the expected collision time is between 2s and 4s, and a danger level when the expected collision time is less than or equal to 2 s. In the present embodiment, the expected collision time corresponding to each rank is adjustable according to driving habits such as the vehicle speed, and the faster the vehicle speed, the shorter the expected collision time. The expected collision time of the highest-level danger level is set within 2s, so that the driving safety can be greatly improved.
In one embodiment, the safety event state is required to satisfy driver non-fatigue driving, double-hand-held steering wheel and 360 ° environment monitoring. In the embodiment, under the condition that the collision safety response level is normal, the condition related to the driver and the condition of the monitoring range are added, so that the absolute safety of the vehicle is ensured.
In one embodiment, the safe driving parameters for the standard crash conditions include at least crash speed, crash angle, seat attitude, steering wheel position, and occupant status. In the present embodiment, these parameters are the key factors for determining the life safety of the driver and the passengers in the collision accident, and generally, the safety can be basically ensured as long as the parameters can be maintained in a safe state before the collision.
In one embodiment, the chair position includes the fore and aft position of the seat, the up and down position of the seat, the angle of the backrest, and the height of the headrest. In this embodiment, the seat is a passive safety component that directly bears the driver and the passengers, and various driving parameters around the seat must be kept in a safe state before collision, otherwise, great potential safety hazards exist.
In one embodiment, the real-time driving parameters include a state of passive safety components including at least a steering wheel, a column, a seat, an airbag, and a seat belt. In the embodiment, the steering wheel is directly contacted with the driver and is required to be in a safe position before the collision, on one hand, the strong impact force generated by the explosion of the airbag is considered, on the other hand, the driver is stressed by the steering wheel under the condition of the collision accident without triggering the ejection of the airbag, and the two aspects are comprehensively considered, namely, the distance between the steering wheel and the driver is kept in a safe range. The ignition moment of the safety air bag needs to be highly related to the collision moment, and the binding tightness of the safety belt needs to be related to the collision impact force. The posture of the seat needs to be maintained in a safe state. The tubular column is the structure that is used for transmitting the steering wheel torsional force below the steering wheel, and electronic tubular column can stretch out and draw back and folding rotation by the electrical control.
In one embodiment, the real-time driving parameter monitoring unit includes an ADAS and various sensors of the vehicle body. In this embodiment, the ADAS places the entire car message on the bus inside the car, under a set scene, identifies the safety state of the cabin by combining the measured data of various sensors, logically determines the relevant event state, and adjusts the posture of the seat, the position of the steering wheel, and the like, so as to meet the standard collision event state, and thus, the passenger protection is always in the safest state.
In one embodiment, the driving parameter active adjustment unit comprises a smart airbag control module, an active seat belt control module, a seat attitude control module, and a steering wheel position control module; the safety airbag control module is used for adjusting ignition time, the active safety belt control module is used for adjusting the binding tightness of a safety belt, the seat posture control module is used for adjusting the position and the angle of a seat and the height of a headrest, and the steering wheel position control module is used for adjusting the angle of a steering wheel and the distance between the steering wheel and a driver. In the embodiment, each module can actively adjust the posture, the position and the like of the related passive safety parts, so that the passive safety parts are changed into the active safety parts, and the active safety and the passive safety of the whole vehicle are comprehensively improved.
As shown in fig. 2, an embodiment of the multi-scenario vehicle active-passive safety adaptive control method according to the present invention, which is implemented by using the multi-scenario vehicle active-passive safety adaptive control system described in any embodiment of the multi-scenario vehicle active-passive safety adaptive control system, includes the following steps: s100, monitoring driving parameters in real time; s110, judging whether the automobile is in a safety event state or not according to the real-time driving parameters, if so, continuing to the step S120, and if not, jumping to the step S130; s120, enabling the active and passive control units of the automobile to be in a dormant state, and keeping the driving parameters of the automobile unchanged; s130, determining the collision safety response grade according to the real-time driving parameters, if the collision safety response grade reaches the early warning grade, continuing to step S140, and if the collision safety response grade does not reach the early warning grade, returning to step S120; s140, enabling the human intervention reminding unit to send an intervention signal to remind a driver and passengers to adjust the real-time driving parameters; s150, judging whether the real-time driving parameters are adjusted to standard values, if so, returning to the step S110, otherwise, continuing to the step S160; s160, judging whether the collision safety response level reaches a danger level, if so, continuing to the step S170, and if not, returning to the step S130; s170, judging whether the automobile is in a standard collision event state, if so, continuing to step S180, and if not, jumping to step S190; s180, keeping the existing driving parameters of the passive safety parts of the automobile unchanged; and S190, adjusting the driving parameters of the passive safety parts of the automobile to the parameter values of the standard collision event state.
In this embodiment, when the vehicle is in a dangerous class, the driving parameter comparison unit is triggered to compare the real-time driving parameter with the safe driving parameter under the standard collision condition, if the real-time driving parameter and the safe driving parameter under the standard collision condition are not consistent, and if the real-time driving parameter and the safe driving parameter under the standard collision condition are not consistent, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safe driving parameter under the standard collision condition, mainly the driving parameters of various passive safety factors in the cabin, such as sitting posture, seat posture, steering wheel position, ignition time of the airbag and binding tightness of the safety belt, so that the driving parameters of the passive safety factors are actively adjusted to be consistent with the safe driving parameter under the standard collision condition in table 1, that is, each safety factor in the vehicle cabin before collision is consistent with the design requirement, and thus the life safety of the driver and the passenger can be ensured when the actual collision occurs, because the safe driving parameters of the standard collision condition in the table 1 are in accordance with the requirements of the regulations and are subjected to safety certification through the collision test of the authority.
As shown in fig. 5, during driving, the ADAS system recognizes the personnel status of the passenger 2, first matches the data integrated in the active and passive ACUs, determines which class of dummy the personnel is in accordance with, and completes the parameter marking. After the power-on is started, the active and passive ACUs can detect the state data (such as seats, safety belts, steering wheels and the like) of all the related current parts on the bus and mark all driving parameters of the current driver in the state. Under normal driving conditions, a driver may have various driving habits, sitting postures, and the like, including the seat back lying down, the seat being too back or too front, and the like. If the active and passive ACUs are combined with the ADAS system, the safety state is detected all the time, and if the danger levels of the two vehicles in the current environment are detected to be normal, the active and passive ACUs do not intervene, although the current driving state does not meet the standard driving requirement or the requirement of collision safety is not met. However, if the calculation is in the "early warning" level, the active seat belt 5 or the steering wheel 1 will remind the driver to meet the driving requirement through vibration. If the driver intervenes and the detection condition is changed to be normal through adjustment, namely the state is converted into a safety event state, the active ACU and the passive ACU are silent, and the state of the whole vehicle is monitored all the time. If the driver does not intervene, the collision safety response level is changed into danger, the active and passive ACUs can compare the marked passive safety parameters and personnel parameters with self-integrated data, if the standard collision event state shown in the table 1, namely the standard-calibrated collision state is met, no feedback adjustment is made, and the operation is carried out through the original airbag collision ignition logic. If all the marking parameters do not meet the standard collision event state shown in the table 1, the active and passive ACUs carry out standardized adjustment on the states of all parts including a steering wheel, a safety belt, a seat and a headrest. The current collision form meets the condition of front offset collision in the table 1 through the calculation of combining the active and passive ACUs with the ADAS, at the moment, the active and passive ACUs respond to the event state meeting the collision standard on the basis of judgment, the seat position is adjusted to the middle (design position) within 2s, the headrest is adjusted to the highest position, the steering wheel is restored to the design position, and a passenger is restrained to the standard sitting position tightly attached to the seat through an active safety belt so as to meet the data parameter of the front offset collision calibrated in the early test.
In one embodiment, the collision safety response level is determined as follows: obtaining the relative distance Delta S between the vehicle and the front vehicle through integration according to the relative speed Delta V between the vehicle and the front vehicle,
defining the relative time delta t of the relative distance delta S equal to the actual vehicle distance as expected collision time, setting a plurality of collision safety response levels according to the length of the expected collision time, wherein when the expected collision time reaches a first preset value, the corresponding collision safety response level is normal, when the expected collision time reaches a second preset value, the corresponding collision safety response level is early warning, and when the expected collision time reaches a third preset value, the corresponding collision safety response level is dangerous. In this example, see the figure4, the automobile 1 is a vehicle base carrying a multi-scene active and passive integrated product, and after the key is started, the active and passive integrated device 7 is activated to interact with an ADAS (Advanced Driving Assistance System) and an in-vehicle data bus in real time. The ADAS can detect occupant status and information in the vehicle, such as identifying the occupant as a minor male. The device 7 will combine the data collected by real-time sensors, radars, cameras, etc. collected and processed by the ADAS to obtain the actually measured relative velocity 6, relative angular velocities 4, 5 and actual vehicle distance 7'. By integral formula
And calculating the relative distance in the relative time, and when the actual vehicle distance 7' is equal to the relative distance delta S calculated by the formula, the two vehicles collide, and the calculated delta t is t1-t0, which is the judgment basis of the collision safety response grade shown in fig. 3. By adopting an integral calculation mode, the relative displacement can be calculated more effectively and accurately through the relative speed, and the grade division precision is improved. Different collision safety response levels and associated different collision event states are identified through the real-time driving parameters, and the real-time driving parameters based on the safe cabin environment are actively adjusted by combining the safe driving parameters of the standard collision working condition, so that the vehicle reaches the collision form meeting the standard collision working condition, and the active and passive safety of the vehicle is improved.
In one embodiment, as shown in FIG. 3, the collision time is a normal level when the expected collision time is greater than or equal to 4s, a warning level when the expected collision time is between 2s and 4s, and a danger level when the expected collision time is less than or equal to 2 s. In the present embodiment, the expected collision time corresponding to each rank is adjustable according to driving habits such as the vehicle speed, and the faster the vehicle speed, the shorter the expected collision time. The expected collision time of the highest-level risk level is set to be within 2s, and the driving safety can be greatly improved.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and should not be taken as limiting the scope of the present invention, which is intended to cover any modifications, equivalents, improvements, etc. within the spirit and scope of the present invention.
Claims (13)
1. A multi-scene automobile active and passive safety self-adaptive control system is characterized by comprising a real-time driving parameter monitoring unit, a collision safety response grade identification unit, a human intervention reminding unit, a standard driving parameter storage unit, a driving parameter comparison unit and a driving parameter active adjustment unit; wherein:
the real-time driving parameter monitoring unit is used for acquiring a plurality of real-time driving parameters related to safe driving of the automobile;
the standard driving parameter storage unit stores safe driving parameters of standard collision working conditions;
the collision safety response grade identification unit is used for receiving the real-time driving parameters acquired by the real-time driving parameter monitoring unit, obtaining parameters for setting a plurality of collision safety response grades according to the received real-time driving parameters, and making a layered decision according to different collision safety response grades, wherein when the collision safety response grade reaches a first set value, the automobile is in a safety event state; when the collision safety response level reaches a second set value, triggering the human intervention reminding unit to send an intervention signal to remind a driver and passengers to adjust the real-time driving parameters to a standard value, so that the automobile enters the safety event state; when the collision safety response level reaches a third set value, the driving parameter comparison unit is triggered to compare the real-time driving parameter with the safety driving parameter of the standard collision working condition, if the real-time driving parameter is different from the safety driving parameter of the standard collision working condition, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safety driving parameter of the standard collision working condition, and the automobile enters the standard collision event state.
2. The adaptive multi-scenario automotive active and passive safety control system according to claim 1, wherein the collision safety response level identification unit is configured to:
obtaining the relative distance between the vehicle and the front vehicle through integration according to the relative speed delta V of the vehicle and the front vehicle(ii) a distance of Δ S, wherein,
and
and defining a relative time delta t, which is t1-t0 when the relative distance delta S is equal to the actual vehicle distance, as an expected collision time, and setting a plurality of collision safety response levels according to the length of the expected collision time.
3. The multi-scenario automotive active-passive safety adaptive control system according to claim 2, wherein the plurality of collision safety response levels includes at least normal, pre-warning, and danger;
when the collision safety response level is an early warning level, the collision safety response level identification unit triggers the human intervention reminding unit to send an intervention signal so as to remind drivers and passengers to adjust driving parameters in time;
and when the collision safety response level is a danger level, the collision safety response level recognition unit triggers the driving parameter comparison unit to compare the real-time driving parameter with the safe driving parameter under the standard collision working condition, if the real-time driving parameter is consistent with the safe driving parameter under the standard collision working condition, the current situation is maintained, otherwise, the driving parameter active adjustment unit is started to adjust the real-time driving parameter to be consistent with the safe driving parameter under the standard collision working condition.
4. The adaptive control system for multi-scenario vehicle owner passive safety according to claim 3, wherein the adaptive control system is at a normal level when the expected collision time is greater than or equal to 4s, at an early warning level when the expected collision time is between 2s-4s, and at a danger level when the expected collision time is less than or equal to 2 s.
5. The adaptive multi-scenario vehicle owner passive safety control system according to claim 1, wherein the safety event status is required to satisfy driver non-fatigue driving, double-hand-held steering wheel and 360 ° environment monitoring.
6. The multi-scenario automotive active-passive safety adaptive control system according to claim 1, wherein the safe driving parameters for the standard crash conditions comprise at least crash speed, crash angle, seat attitude, steering wheel position and occupant status.
7. The multi-scenario automotive active-passive safety adaptive control system of claim 6, wherein the seat pose comprises a seat fore-aft position, a seat up-down position, a seat angle, a backrest angle, and a headrest height.
8. The multi-scenario automotive active and passive safety adaptive control system according to claim 1, wherein the real-time driving parameters include states of passive safety components, the passive safety components including at least steering wheel, tubular column, seat, airbag and safety belt.
9. The adaptive multi-scenario automotive active and passive safety control system according to claim 1, wherein the real-time driving parameter monitoring unit comprises ADAS and various body sensors.
10. The multi-scenario automobile owner passive safety adaptive control system according to claim 1, wherein the driving parameter active adjustment unit comprises an intelligent airbag control module, an active safety belt control module, a seat attitude control module and a steering wheel position control module; the safety airbag control module is used for adjusting ignition time, the active safety belt control module is used for adjusting the binding tightness of a safety belt, the seat posture control module is used for adjusting the position and the angle of a seat and the height of a headrest, and the steering wheel position control module is used for adjusting the angle of a steering wheel and the distance between the steering wheel and a driver.
11. A multi-scenario vehicle active and passive safety adaptive control method, characterized in that, the multi-scenario vehicle active and passive safety adaptive control system of any one of claims 1 to 10 is adopted, comprising the following steps:
s100: monitoring driving parameters in real time;
s110: judging whether the automobile is in a safety event state or not according to the real-time driving parameters, if so, continuing to step S120, and if not, jumping to step S130;
s120: the active and passive control units of the automobile are all in a dormant state, and the driving parameters of the automobile are kept unchanged;
s130: determining the collision safety response grade according to the real-time driving parameters, if the collision safety response grade reaches the early warning grade, continuing to step S140, and if the collision safety response grade does not reach the early warning grade, returning to step S120;
s140: enabling a human intervention reminding unit to send an intervention signal to remind a driver and passengers of adjusting the real-time driving parameters;
s150: judging whether the real-time driving parameters are adjusted to standard values, if so, returning to the step S110, otherwise, continuing to the step S160;
s160: judging whether the collision safety response level reaches a danger level, if so, continuing to step S170, otherwise, returning to step S130;
s170: judging whether the automobile is in a standard collision event state, if so, continuing to step S180, otherwise, jumping to step S190;
s180: the passive safety parts of the automobile are kept unchanged in the existing driving parameters;
s190: and adjusting the driving parameters of the passive safety parts of the automobile to the parameter values of the standard collision event state.
12. The adaptive control method for multi-scenario automotive owner passive safety according to claim 11, wherein the collision safety response level is determined as follows: obtaining the relative distance Delta S between the vehicle and the front vehicle through integration according to the relative speed Delta V between the vehicle and the front vehicle,
defining a relative time at t1-t0 when the relative distance Δ S is equal to the actual vehicle distance as an expected collision time according to whichSetting a plurality of collision safety response levels according to the expected collision time, wherein when the expected collision time reaches a first preset value, the corresponding collision safety response level is normal, when the expected collision time reaches a second preset value, the corresponding collision safety response level is early warning, and when the expected collision time reaches a third preset value, the corresponding collision safety response level is dangerous.
13. The multi-scenario automobile owner passive safety adaptive control method according to claim 12, wherein the normal level is set when the expected collision time is greater than or equal to 4s, the early warning level is set when the expected collision time is between 2s-4s, and the danger level is set when the expected collision time is less than or equal to 2 s.
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