CN116135638A - Self-adaptive anti-collision method and system for vehicle crossing and vehicle - Google Patents

Self-adaptive anti-collision method and system for vehicle crossing and vehicle Download PDF

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Publication number
CN116135638A
CN116135638A CN202111358356.9A CN202111358356A CN116135638A CN 116135638 A CN116135638 A CN 116135638A CN 202111358356 A CN202111358356 A CN 202111358356A CN 116135638 A CN116135638 A CN 116135638A
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China
Prior art keywords
vehicle
distance
speed
lane
lane change
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CN202111358356.9A
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Chinese (zh)
Inventor
陶宝泉
魏青
李振山
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Yutong Bus Co Ltd
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Yutong Bus Co Ltd
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Priority to CN202111358356.9A priority Critical patent/CN116135638A/en
Publication of CN116135638A publication Critical patent/CN116135638A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance

Abstract

The invention relates to a self-adaptive anti-collision method and system for vehicle crossing and a vehicle. According to the invention, the problems of poor running flexibility and great damage to a braking system of a vehicle due to emergency braking caused by single anti-collision mode in the prior art can be solved.

Description

Self-adaptive anti-collision method and system for vehicle crossing and vehicle
Technical Field
The invention belongs to the field of vehicle auxiliary driving, and particularly relates to a self-adaptive anti-collision method and system for vehicle crossing and a vehicle.
Background
In recent years, with the increasing quantity of vehicles in the market, traffic safety accidents are more and more, and particularly accidents related to road traffic weakness groups often cause serious injury.
Along with the development of vehicle intellectualization, in order to prevent collision of vehicles, vision and millimeter wave radars are adopted to detect, identify, track and the like static and dynamic objects, two sensor data, vehicle braking deceleration and the like are combined, collision time and safe distance between the vehicle and a front target are calculated, and collision early warning or vehicle active braking is carried out on a driver at the first time. Wherein the collision time and the safe distance are obtained by integrating parameters such as the distance from the target, the speed, the braking deceleration and the like.
Therefore, in the prior art, once a vehicle enters an emergency braking area, the vehicle is controlled only by an emergency braking mode until the vehicle is stopped, so that the aim of collision prevention is fulfilled, and the traffic safety can be improved, but the traffic efficiency and the flexibility of the vehicle are reduced. In addition, the emergency braking has great damage to the braking system of the vehicle, and the service life of the braking system of the vehicle is influenced.
Disclosure of Invention
The invention provides a self-adaptive anti-collision method and system for vehicle crossing and a vehicle, which are used for solving the problems of poor driving flexibility and larger damage of emergency braking to a braking system of the vehicle caused by single anti-collision mode in the prior art.
In order to solve the technical problems, the invention provides a self-adaptive anti-collision method aiming at vehicle crossing, which comprises the following steps:
1) Collecting vehicle state information of a host vehicle, a crossing vehicle and vehicles before and after a lane change, wherein the vehicle state information comprises distance information, speed information and acceleration information, and the lane change lane is a lane opposite to the running direction of the crossing vehicle;
2) If the vehicle is in the emergency braking area, emergency braking is carried out, whether the distance between the vehicle and the crossing vehicle is larger than the braking safety distance is judged, and if yes, the speed and the lane changing condition of the vehicle are judged; the braking safety distance is the minimum longitudinal distance between the head of the vehicle and the lateral body of the traversing vehicle when the vehicle starts to change lanes;
3) If the speed of the vehicle is smaller than or equal to the lane changing speed threshold and the lane changing condition is met, the steering wheel is controlled to steer, otherwise, emergency braking is continued.
The beneficial effects of the technical scheme are as follows: when the acquired vehicle state information is used for judging that the vehicle is in an emergency braking area and the vehicle distance between the vehicle and the transverse vehicle is larger than the minimum longitudinal distance, the emergency braking operation and the vehicle speed and the lane changing condition are judged, and the steering wheel is controlled to steer under the condition that the vehicle speed and the lane changing condition are simultaneously met, so that the vehicle can steer under the condition that the safety of the vehicle is ensured, the vehicle can steer under the emergency braking, the running risk is avoided only through a braking mode when the vehicle distance is smaller than the distance of the emergency braking area, the running flexibility and the running efficiency of the vehicle are improved, and the damage of the emergency braking to a vehicle braking system is reduced.
Further, in order to improve the safety of the vehicle during lane changing, the invention provides an adaptive anti-collision method for the vehicle crossing, which further comprises the following steps:
L ra＝ (v x -v ry )t a +a e t a 2 /2
wherein L is ra V is the minimum longitudinal distance x For the transverse speed of the vehicle, v ry To traverse the longitudinal movement speed of the vehicle, t a For turning time, a e The acceleration of the vehicle.
Further, in order to avoid collision with the operation of a driver, the invention provides an adaptive anti-collision method aiming at the crossing of a vehicle, which further comprises vehicle state information including steering wheel angle information, and in step 3), if the vehicle speed of the vehicle is less than or equal to a lane change vehicle speed threshold value and the lane change condition is met, the steering wheel is abandoned to be controlled for steering if the steering wheel angle information is detected to be changed.
Further, in order to better ensure the running safety of the vehicle, the invention provides a self-adaptive anti-collision method aiming at the vehicle crossing, which also comprises the steps of judging whether a lane changing condition is met when the vehicle is in a braking and steering area and does not reach an emergency braking area, and controlling a steering wheel to steer if the lane changing condition is met.
Further, in order to improve the safety of the vehicle during lane changing, the invention provides a self-adaptive anti-collision method aiming at the crossing of the vehicle, and the self-adaptive anti-collision method further comprises lane changing conditions including a lane changing front vehicle condition and a lane changing rear vehicle condition; the lane change front vehicle condition is that the vehicle distance between the vehicle and the lane change front vehicle is larger than the first vehicle distance; the condition of the vehicle after lane change is that if the speed of the vehicle is larger than the speed of the vehicle after lane change, the distance between the vehicle and the vehicle after lane change is larger than the safe distance; and if the speed of the vehicle is smaller than or equal to the speed of the vehicle behind the lane change lane, the distance between the vehicle and the vehicle behind the lane change lane is larger than the second distance.
Furthermore, in order to better ensure the running safety of the vehicle, the invention provides a self-adaptive anti-collision method aiming at the vehicle crossing, which also comprises the step of alarming when the vehicle is in an early warning area, wherein the early warning area is determined by the response time of a driver, the deceleration braking time and the emergency braking time.
Further, in order to ensure the running safety of the vehicle, the invention provides an adaptive anti-collision method for the vehicle to traverse, which further comprises the step of increasing the safety distance when determining the minimum longitudinal distance.
The invention also provides an adaptive anti-collision system for vehicle crossing, which comprises a memory and a processor, wherein the processor is used for executing instructions stored in the memory so as to realize the adaptive anti-collision method for vehicle crossing.
The invention also provides a vehicle, which comprises a vehicle body, and signal acquisition equipment and an auxiliary controller which are arranged on the vehicle body, wherein the signal acquisition equipment is connected with the auxiliary controller; the signal acquisition equipment comprises a vision sensor, a radar, a camera device, a speed sensor, an acceleration sensor and a steering wheel angle sensor, and is used for acquiring vehicle state information of the vehicle, a crossing vehicle and a front and rear vehicle of a lane change lane in real time, wherein the vehicle state information comprises distance information, speed information, acceleration information and steering wheel angle information; the auxiliary controller is used for realizing the self-adaptive anti-collision method aiming at vehicle crossing according to the vehicle state information acquired by the signal acquisition equipment.
Drawings
FIG. 1 is a block diagram of a vehicle context awareness system of the present invention;
FIG. 2 is a schematic diagram of the cross adaptive crash control of the vehicle of the present invention;
fig. 3 is a flow chart of an adaptive anti-collision method for vehicle traversal in a straight-ahead scenario of the present invention.
Detailed Description
The basic idea of the invention is as follows: when the acquired vehicle state information is used for judging that the vehicle is in an emergency braking area and the vehicle distance between the vehicle and the transverse vehicle is larger than the minimum longitudinal distance, the emergency braking operation and the vehicle speed and the lane changing condition are judged, and the steering wheel is controlled to steer under the condition that the vehicle speed and the lane changing condition are simultaneously met, so that the vehicle can steer still in emergency braking under the condition that the safety of the vehicle is ensured, the running flexibility and the passing efficiency of the vehicle are improved, and the damage of the emergency braking to a vehicle braking system is reduced.
In order to make the objects, technical schemes and technical effects of the present invention more apparent, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Adaptive anti-collision method embodiments for vehicle traversal:
FIG. 1 is a block diagram of a vehicle context awareness system of the present invention; FIG. 2 is a schematic diagram of the cross adaptive crash control of the vehicle of the present invention; fig. 3 is a flow chart of an adaptive anti-collision method for vehicle traversal in a straight-ahead scenario of the present invention.
Firstly, dividing the area between the host vehicle and the crossing vehicle in the transverse crossing scene. Specifically, the area between the vehicle and the crossing vehicle can be divided into an early warning area, a braking and steering area and a safe distance area, and the range of all the areas is dynamically changed and is related to the vehicle, the crossing vehicle, the speed and the acceleration; as shown in FIG. 2, the area between the host vehicle and the crossing vehicle can be divided into early warning areas (using the threshold TTC for warning critical time w Indicated), a brake steering region and a safe distance region (indicated by a safe distance L rs Represented), wherein the braking steer zone comprises an active deceleration steer zone (with active deceleration steer distance L) rab Indicated) and an emergency braking area (with an emergency braking distance L rb Indicated), emergency braking area (L rb ) Including a minimum steering zone (safety distance L with braking ra Indicated), typically a safe distance L s And selecting a range of 0.3m-1m, wherein the early warning area mainly prompts the collision risk of the vehicle and the crossing vehicle. The emergency braking area is the minimum distance for full-force braking of the vehicle, and the minimum steering area is the minimum longitudinal distance between the head of the vehicle and the lateral body of the traversing vehicle when the vehicle starts to change lanes.
When the vehicle enters different areas, the specific flow of the self-adaptive anti-collision method aiming at the vehicle crossing is as follows:
step one: and acquiring vehicle state information of the vehicle, the crossing vehicle and the front and rear vehicles of the lane change lane in real time.
In step one, as shown in fig. 3, the vehicle state information of the own vehicle is collected, and the vehicle state information of the crossing vehicle in front and the vehicles before and after the lane change is detected. The vehicle state information includes geographical position information, distance information, speed information, acceleration information, accelerator signal opening, brake pedal opening, and steering wheel angle information. The vehicle state information is the basis of steering, lane changing and braking control of the following own vehicle, and is acquired in real time by using signal acquisition equipment, wherein the lane changing lane is the lane opposite to the traveling direction of the crossing vehicle.
As shown in fig. 1, the signal acquisition device comprises a forward vision sensor, a forward millimeter wave radar, a 360-degree look-around camera, a vehicle periphery ultrasonic radar, a forward and backward angle millimeter wave angle radar, an environment information fusion module and a steering wheel angle sensor. Wherein the forward vision sensor is responsible for classification, identification, ranging and speed measurement of vehicles in front, non-motor vehicles and pedestrians; the forward millimeter wave radar is responsible for measuring the distance and speed of an obstacle; the 360-degree looking-around camera is responsible for collecting and splicing the images around the vehicle, so that the display and early warning of the obstacle around the vehicle are realized; the vehicle periphery is provided with 16 ultrasonic radars for detecting and early warning the near-distance obstacle around the vehicle; the forward and backward millimeter wave angle radar is used for acquiring information such as distance, speed, acceleration and the like of vehicles in front and rear long distances and adjacent lanes and providing data basis for steering and lane changing; the environment perception fusion module is responsible for carrying out multi-source fusion processing on forward vision, forward millimeter wave radar, vehicle body ultrasonic radar, front and rear angle millimeter waves and other data, so as to realize the advantage complementation and mutual verification of different types of sensors; the steering wheel angle sensor module is responsible for collecting the direction rotation angle, so that actual steering information of the vehicle is obtained, and steering closed-loop control is formed.
In the first step, based on the vehicle state information of the vehicle, the crossing vehicle and the front and rear vehicles of the adjacent lanes, the early warning time TTC and the active deceleration steering distance L are calculated rab Distance of emergency braking L rb Distance of safety L s And vehicle braking and steering safety parameters.
Step two: and selecting an anti-collision safety distance mode.
In the second step, since the safe traffic condition is that all vehicles on the road are in a dynamic balance process, when the distance and the speed between the vehicles are kept relatively consistent, even if the distance is relatively close, if the speed of the vehicle is the same as that of the front vehicle, collision cannot occur until the dynamic balance is broken. After the anti-collision strategy is started, the distance between the vehicle and the front vehicle needs to be adjusted in time, so that secondary collision accidents are prevented. Whereby the adaptive crash control strategy will derive two crash safe distance patterns.
In step two, an anti-collision safety distance mode is selected, wherein the anti-collision safety distance mode comprises a stable mode and a limit vehicle distance mode. The stable mode is that the vehicles are decelerated until the safety distance between the two vehicles is outside the early warning safety area, so that the vehicles have a sufficient safety distance to form a safer distance balance, and even if the running state of the front vehicle is changed drastically, the rear vehicle can deal with the situation in real time in a mild mode; the limit distance mode is a relatively high-speed driving method that keeps the distance between two vehicles outside the emergency braking area, and improves the vehicle driving efficiency while ensuring the safe distance, but can only cope with (emergency braking) in a relatively intense manner when the current vehicle state changes drastically.
Step three: and judging whether the vehicle is in an early warning area or not.
In step three, as shown in FIG. 3, when the TTC>TTC Lw When the vehicle does not enter the early warning area, the distance between the vehicle and the crossing vehicle is far, the vehicle does not have collision risk at the moment, and the vehicle is driven by drivingThe driver intends to continue traveling. Wherein TTC is the early warning time, TTC Lw Is an alarm critical time threshold. When the vehicle is in the early warning area, namely TTC is less than or equal to TTC Lw And L > L rab +L rb +L rs When the vehicle continues to run at the current speed, collision risk possibly exists, and at the moment, warning reminding is carried out in a mode of instrument collision early warning icons, sounds, steering wheel vibration and the like so as to enable the vehicle to change lanes or brake in advance, so that the vehicle can brake and slow down or change lanes in advance.
Specifically, the early warning area adopts a time parameter model based on TTC, and when the TTC is smaller than an alarm critical time threshold TTC set by the system Lw When the system will give a collision risk alarm. Alarm critical time threshold TTC Lw Consists of driver response time, deceleration braking time and emergency braking time. Alarm critical time threshold TTC Lw The method comprises the following steps:
TTC Lw ＝TTC t +[((v y+ v rx ) 2 +2a y L rab ) 1/2 ]/a y +[((v y+ v rx ) 2 +2a max L rb ) 1/2 -2v y ]/a max
wherein, L is known from the uniform acceleration linear motion speed and displacement formula rab ＝(v y+ v rx )T rab +a y T rab 2 /2；L rb ＝(v y+ v rx )T rb +a max T rb 2 /2. TTC in t For the driver reaction time, 1.5s, v are generally set y For the longitudinal speed of the vehicle v rx For a target lateral movement speed (i.e. transverse speed across the vehicle), a y For the longitudinal acceleration of the host vehicle, L rab For actively decelerating the steering distance, a max For the maximum deceleration of the host vehicle, L rb For emergency braking safety distance, T rab The braking time is the deceleration; t (T) rb Is the emergency braking time.
In step three, the time t for crossing the vehicle traversing the lane can also be calculated 1 By uniformly accelerating the linear movement displacementIt can be seen that L 1 +L re ＝v ry t 1 +a te t 1 2 2, so that the time t for crossing the lane of the vehicle 1 The method meets the following conditions:
t 1 ＝{[v ry 2 +2a te (L 1 +L re )] 1/2 -v ry }/a te
wherein v is ry For the target longitudinal movement speed, a te To traverse the deceleration of the vehicle L 1 Is the width of the lane where the host vehicle is located, L re To traverse the length of the vehicle in the traverse direction v ry Is the target longitudinal movement speed (i.e. the longitudinal speed across the vehicle). When t 1 ＞TTC t Alarm is not carried out, t 1 ≤TTC t And alarming.
Step four: if the vehicle enters the early warning area, continuously judging whether the vehicle enters the braking and steering area and does not reach the emergency braking area.
In step four, when the host vehicle is in the braking/steering region and does not reach the emergency braking region, i.e., when L rb +L rs ＜L≤L rab +L rb +L rs When the vehicle enters the active deceleration steering area, the conditions of the vehicle in the rear and side lanes are detected through the forward-backward angle millimeter wave radar and the 360-degree looking-around and ultrasonic radar at the moment so as to judge whether the lane changing condition is met, and if the lane changing condition is met, the steering wheel is controlled to steer (at the moment, the steering is a primary steering collision avoidance). The lane changing conditions comprise lane changing front vehicle conditions and lane changing rear vehicle conditions; the condition of changing the front vehicles is that the distance L between the vehicle and the front vehicle of the adjacent lane f Is larger than the first vehicle distance; the condition of the vehicle after lane change is that if the speed of the vehicle is greater than the speed of the vehicle behind the adjacent lane, the distance between the vehicle and the vehicle behind the adjacent lane is greater than the safe distance; if the speed of the host vehicle is less than or equal to the speed of the rear vehicle of the adjacent lane, the distance L between the host vehicle and the rear vehicle of the adjacent lane r Is greater than the second distance. Thus, the safety of the vehicle at the time of lane change can be improved. And if the lane change condition is not met, performing partial braking deceleration based on the selected anti-collision safety distance mode. In particular, according to the crash-proof safety distance mode, the host vehicle automatically performsThe distance between the two vehicles is adjusted to ensure that the two vehicles are at a safe distance, and secondary collision is prevented.
In step four, the first distance satisfies:
L f ≥(v y -v Lfy )t r +(a y -a Lfy )t r 2 /2+L e +L rs
t r ＝[(4v x 2 +8L 2 a x ) 1/2 -2v x ]/2a x
in which L f V is the distance between the host vehicle and the front vehicle of the lane change lane Lfy For changing the longitudinal speed of the front vehicle of the lane, a Lfy For changing the longitudinal acceleration of the front vehicle of the lane, t r For lane change time, L e For the length of the vehicle, L rs V is the safe distance x For the transverse speed of the vehicle, v y For the longitudinal speed of the host vehicle, L 2 For lane width of lane change, a x For the lateral acceleration of the vehicle, a y Is the longitudinal acceleration of the vehicle.
In step four, the second vehicle distance satisfies:
L r ≥(v Lby -v y )t r +(a Lby -a y )t r 2 /2+L rs
t r ＝[(4v x 2 +8L 2 a x ) 1/2 -2v x ]/2a x
in which L r V is the distance between the host vehicle and the lane change vehicle Lby For longitudinal speed of vehicle after lane change, v y For the longitudinal speed of the host vehicle, t r For the channel change time, a Lby For the longitudinal acceleration of the vehicle after lane change, a y For the longitudinal acceleration of the host vehicle, L rs Is a safe distance. Thus, the safety of the vehicle at the time of lane change can be improved more.
In the fourth step, when the lane change condition is satisfied, it is further required to determine whether the vehicle speed satisfies the condition, and if the vehicle speed satisfies the condition, the steering wheel is controlled to steer. The condition that the speed of the vehicle is satisfied is that the speed of the vehicle is less than or equal to 60km/h. If the speed does not meet the condition, partial braking deceleration is performed, and deceleration is stopped when the vehicle is driven away.
In step four, if the lane change condition is not satisfied, calculating the current lane crossing time t for the crossing vehicle to pass (i.e., cross) 1 Time t before the vehicle runs to the emergency braking area 2 If t 1 ＜t 2 The vehicle can run at the current speed without decelerating; if t 1 ≥t 2 Deceleration is performed until the target leaves the current lane.
In step four, the distance of the braking/steering region is the active deceleration/steering distance L rab Distance of emergency braking L rb The sum of the distances of the two areas. Distance of emergency braking L rb Is related to the vehicle speed, maximum deceleration and target crossing time. Distance of emergency braking L rb The method comprises the following steps: l (L) rb ＝(v y +v rx )t 1 -a max t 1 2 /2。
In step four, the desired active deceleration steering distance L rab Is decelerated at a maximum deceleration of 1/4, at t 1 Relative distance active deceleration steering distance L of running in time rab The method comprises the following steps:
L rab ＝v y t 1 -a rab t 1 2 /2
wherein a is rab For the intended braking deceleration of the vehicle, typically 1/4 of the maximum braking deceleration is chosen.
In practice, if the traversing vehicle is in the braking and steering region, L-L is known by the uniform acceleration linear motion displacement and velocity formula ra -L rs ＝(v y +v rx )T rab +a rae T rab 2 /2，-v rx ＝v y –a rae T rab The actual own vehicle deceleration is a rae The method comprises the following steps:
a rae ＝3(v y +v rx ) 2 +[2(L-L ra -L rs )-8(L-L ra )((v y +v rx ) 2 )] 1/2 /4(L-L ra -L rs )t rae ≤t 1
a rae ＝0t rae ＞t 1
wherein a is rae The actual braking deceleration of the vehicle is L is the distance between the vehicle and the crossing vehicle, t rae For decelerating the braking time. The speed of the vehicle is adaptively adjusted according to the conditions of the target distance, the speed and the acceleration, so that the optimal matching is achieved, and when t rae ≤t 1 At a deceleration a rae Decelerating when t rae ＞t 1 And when the vehicle runs at the current speed.
In the fourth step, before steering the steering wheel, it is also necessary to determine whether the driver has performed steering control by the steering wheel angle sensor, and if the driver has performed steering, the steering wheel is controlled according to the intention of the driver, and the steering wheel is not controlled to perform steering.
Step five: if the vehicle enters the emergency braking area, judging whether the vehicle enters the minimum steering area.
In step five, if the vehicle is in the emergency braking region, and the distance between the vehicle and the traversing vehicle is relatively short, a braking priority strategy is adopted first, full-force braking (i.e. emergency braking) is immediately performed, i.e. the vehicle is decelerated at a maximum deceleration, and whether the vehicle enters the minimum steering region is determined (i.e. determination L ra +L rs ＜L≤L rb +L rs Whether or not it meets the minimum steering region (i.e., meets L) ra +L rs ＜L≤L rb +L rs When the vehicle speed and the lane change condition of the vehicle are judged; if the speed of the vehicle is smaller than or equal to the lane changing speed threshold and the lane changing condition is met, the steering wheel is controlled to steer, otherwise, emergency braking is continued. In the emergency braking process, the speed of the vehicle is reduced, so that the emergency braking areas of the vehicle and the crossing vehicle are changed, and the corresponding t 2 Also changing, calculate t in real time 1 、t 2 When t 1 ＜t 2 And stopping decelerating and keeping the current speed to run. Therefore, the traffic safety problem caused by high-speed lane change can be prevented.
The lane change condition in this embodiment relates not only to the vehicle on the lane change lane but also to whether or not it is in a non-steering region (ground solid line, intersection, single lane, etc.).
In the fifth step, if the vehicle speed of the vehicle is lower, for example, the vehicle speed of the vehicle is less than a low vehicle speed threshold value, the emergency braking distance of the vehicle is less than the minimum steering distance, and if the vehicle speed of the vehicle is higher, for example, the vehicle speed of the vehicle is greater than or equal to the low vehicle speed threshold value, the emergency braking distance is greater than the minimum steering distance, and the low vehicle speed threshold value is, for example, 20km/h, then during the deceleration, when the vehicle speed of the vehicle is less than or equal to 20km/h, the vehicle in the emergency braking area only performs full-force braking and does not perform active steering; when the speed of the vehicle is more than or equal to 20km/h, the vehicle can firstly perform full-force braking, and in the braking process, if the road changing condition is met, the steering wheel can be controlled to steer (secondary steering collision avoidance). The secondary steering can effectively avoid collision injury, reduce the rear-end collision risk possibly caused by emergency braking, reduce the additional injury of personnel in the vehicle caused by the emergency braking, and improve the safety of the vehicle. If the minimum steering area is entered, the emergency braking is continued.
In the fifth step, if the vehicle speed of the vehicle is less than or equal to the lane change vehicle speed threshold and the lane change condition is satisfied, if a change in the steering wheel angle information is detected (i.e., the driver is found to have a driving intention), the control of the steering wheel is abandoned for steering. Thereby, collision with the driver operation can be avoided.
In step five, the minimum steering area refers to the minimum longitudinal distance L between the head of the vehicle and the lateral body of the traversing vehicle when the vehicle changes lanes from the beginning ra For a traversing vehicle, the host vehicle will turn to the lane opposite the target movement when the vehicle is moving laterally more than the lateral safety distance L rs After that, the vehicle is characterized by completing collision avoidance steering, and the minimum longitudinal distance L ra The method meets the following conditions:
L ra＝ (v x -v ry )t a +a e t a 2 /2
L rs＝ t a 2 (a e +a r )/2+(v x -v ry )t a
wherein t is a For turning time, a e For the acceleration of the host vehicle, a r For target acceleration (i.e. transverse vehicle acceleration), L ra Is the minimum longitudinal distance (i.e., braking safety distance); l (L) rs Is the minimum lateral safety distance (i.e., the distance from the safety distance zone). L (L) rs And greater than or equal to the length of the vehicle traversing the vehicle.
According to the self-adaptive anti-collision method aiming at vehicle crossing, under the scene of complex traffic conditions, multi-level all-round road traffic information such as types, distances, speeds and accelerations of vehicles such as a host vehicle, a front vehicle and the like is obtained through fusion of multi-element sensors arranged on the vehicles, after screening and fusing the target data, the anti-collision control methods such as hierarchical braking, active steering and the like are carried out according to the coupling relation of the pre-warning time TTC, the braking safety distance and the steering safety distance, the road traffic environment around the vehicles and the running state of the vehicles in front are combined, and the anti-collision strategy is selected in a self-adaptive mode. Under the condition of ensuring the safety of the vehicle, the vehicle can still steer in emergency braking, the running risk is avoided by only braking when the vehicle distance is smaller than the distance of an emergency braking area, the running flexibility and the passing efficiency of the vehicle are improved, the damage of the emergency braking to a braking system of the vehicle is reduced, the influence on the service life of the braking system of the vehicle is reduced, and the problems that the running flexibility is poor and the damage of the emergency braking to the braking system of the vehicle is larger due to the single anti-collision mode in the prior art are solved. Therefore, collision early warning, anti-collision control and the like of the vehicle can be more in line with the actual traffic scene, the optimal matching of road environment, vehicle control, running, braking and steering time is realized, the safety and comfort of vehicle driving are improved, multiple and multi-layer three-dimensional safety protection is provided for vehicle running and drivers, and the vehicle running safety is guaranteed to the maximum extent. The problems that the anti-collision control strategy of the vehicle is single, the false braking is frequent, the actual driving intention is not met and the like are solved, the optimal matching of the driving, braking and steering of the vehicle is realized, and the safety and the comfort of the driving of the vehicle are improved.
In this embodiment, the minimum steering area and the safe distance area are two areas, and if the vehicle enters the emergency braking area and does not enter the minimum steering area yet, the vehicle distance between the vehicle and the traversing vehicle is greater than the sum of the minimum longitudinal distance and the safe distance and less than the sum of the emergency braking distance and the safe distance. In other embodiments, a safe distance is added to the minimum steering area, and if the vehicle enters the emergency braking area and does not enter the minimum steering area, the distance between the vehicle and the crossing vehicle is greater than the minimum longitudinal distance and less than the emergency braking distance.
Adaptive collision avoidance system embodiments for vehicle traversal:
the present embodiment discloses an adaptive collision avoidance system for vehicle traversal. The adaptive anti-collision system for vehicle crossing based on the embodiment can solve the problems that in the prior art, the single anti-collision mode causes poor driving flexibility and the emergency braking damages a braking system of a vehicle.
In this embodiment, an adaptive collision avoidance system for vehicle traversal includes a processor and a memory. The processor is configured to execute instructions stored in the memory to implement the adaptive collision avoidance method for vehicle traversal in a method embodiment of the invention. The adaptive anti-collision method for vehicle crossing has been described in detail in the above method embodiments, and for those skilled in the art, corresponding computer instructions may be generated according to the adaptive anti-collision method for vehicle crossing to obtain an adaptive anti-collision system for vehicle crossing, which will not be described herein. The memory is for storing computer instructions generated from an adaptive collision avoidance for vehicle traversal.
In this embodiment, the processor may be a microprocessor MCU, a programmable logic device FPGA, or other processing device. The memory may be various memories (e.g., RAM, ROM, etc.) that store information using electrical energy, various memories (e.g., hard disk, floppy disk, magnetic tape, magnetic core memory, bubble memory, usb disk, etc.) that store information using magnetic energy, various memories (e.g., CD, DVD, etc.) that store information using optical energy. Of course, the memory may also be other ways of memory (e.g., quantum memory, graphene memory, etc.).
Vehicle embodiment:
the embodiment also provides a vehicle, which can comprise a vehicle body, and a signal acquisition device and an auxiliary controller which are arranged on the vehicle body. The signal acquisition equipment is connected with the auxiliary controller.
The signal acquisition equipment comprises a vision sensor, a radar, a camera device, a speed sensor, an acceleration sensor and a steering wheel angle sensor. For example, the signal acquisition devices include forward vision sensors, forward millimeter wave radar, forward-backward millimeter wave angular radar, ultrasonic radar, steering wheel angle, and the like. The signal acquisition equipment is used for acquiring vehicle state information of the vehicle, the crossing vehicle and the front and rear vehicles of the lane change lane in real time. The vehicle state information includes distance information, speed information, acceleration information, and steering wheel angle information. The signal acquisition device has been described in detail in the above method embodiments, and will not be described here again.
The auxiliary controller is used for realizing the self-adaptive anti-collision method aiming at vehicle crossing in the method embodiment of the invention according to the vehicle state information acquired by the signal acquisition equipment. The adaptive anti-collision method for vehicle crossing has been described in detail in the above method embodiments, and will not be described here again.
Based on the vehicle of this embodiment, can solve among the prior art anticollision mode singleness and lead to the flexibility of driving poor and emergency braking harm great problem to the braking system of vehicle. The vehicles in this embodiment include, but are not limited to, transportation vehicles such as cars, coaches, vans, and the like.

Claims (9)

1. An adaptive anti-collision method for vehicle traversal, comprising:
1) Collecting vehicle state information of a host vehicle, a crossing vehicle and vehicles before and after a lane change, wherein the vehicle state information comprises distance information, speed information and acceleration information, and the lane change lane is a lane opposite to the running direction of the crossing vehicle;
2) If the vehicle is in the emergency braking area, emergency braking is carried out, whether the distance between the vehicle and the crossing vehicle is larger than the braking safety distance is judged, and if yes, the speed and the lane changing condition of the vehicle are judged; the braking safety distance is the minimum longitudinal distance between the head of the vehicle and the lateral body of the traversing vehicle when the vehicle starts to change lanes;
3) If the speed of the vehicle is smaller than or equal to the lane changing speed threshold and the lane changing condition is met, the steering wheel is controlled to steer, otherwise, emergency braking is continued.
2. The adaptive collision avoidance method for vehicle traversal of claim 1, wherein the minimum longitudinal distance satisfies:
L ra＝ (v x -v ry )t a +a e t a 2 /2
wherein L is ra V is the minimum longitudinal distance x For the transverse speed of the vehicle, v ry To traverse the longitudinal movement speed of the vehicle, t a For turning time, a e The acceleration of the vehicle.
3. The adaptive anti-collision method for vehicle crossing according to claim 1, wherein the vehicle state information includes steering wheel angle information, and in step 3), if the vehicle speed of the host vehicle is less than or equal to a lane change vehicle speed threshold and a lane change condition is satisfied, if a change in the steering wheel angle information is detected, the steering wheel is abandoned from being controlled to turn.
4. The adaptive anti-collision method for vehicle crossing according to claim 1, wherein when the vehicle is in a braking steering area and does not reach an emergency braking area, it is determined whether a lane change condition is satisfied, and if the lane change condition is satisfied, the steering wheel is controlled to steer.
5. The adaptive anti-collision method for vehicle traversal of claim 4,
the lane changing conditions comprise lane changing front vehicle conditions and lane changing rear vehicle conditions; the lane change front vehicle condition is that the vehicle distance between the vehicle and the lane change front vehicle is larger than the first vehicle distance; the condition of the vehicle after lane change is that if the speed of the vehicle is larger than the speed of the vehicle after lane change, the distance between the vehicle and the vehicle after lane change is larger than the safe distance; and if the speed of the vehicle is smaller than or equal to the speed of the vehicle behind the lane change lane, the distance between the vehicle and the vehicle behind the lane change lane is larger than the second distance.
6. The adaptive anti-collision method for vehicle traversal of claim 1, wherein the alert is performed when the host vehicle is in an early warning zone, the early warning zone being determined by a driver reaction time, a deceleration braking time, an emergency braking time.
7. An adaptive anti-collision method for vehicle traversal according to claim 1, wherein an increase in the safe distance is also required when determining the minimum longitudinal distance.
8. An adaptive collision avoidance system for vehicle traversal, comprising:
a memory and a processor for executing instructions stored in the memory to implement the adaptive collision avoidance method for vehicle traversal of any of claims 1-7.
9. A vehicle, characterized by comprising:
the vehicle body, and the signal acquisition equipment and the auxiliary controller which are arranged on the vehicle body are connected with each other;
the signal acquisition equipment comprises a vision sensor, a radar, a camera device, a speed sensor, an acceleration sensor and a steering wheel angle sensor, and is used for acquiring vehicle state information of the vehicle, a crossing vehicle and a front and rear vehicle of a lane change lane in real time, wherein the vehicle state information comprises distance information, speed information, acceleration information and steering wheel angle information;
the auxiliary controller is used for realizing the self-adaptive anti-collision method for vehicle crossing according to the vehicle state information acquired by the signal acquisition device.
CN202111358356.9A 2021-11-16 2021-11-16 Self-adaptive anti-collision method and system for vehicle crossing and vehicle Pending CN116135638A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117382593A (en) * 2023-12-08 2024-01-12 之江实验室 Vehicle emergency braking method and system based on laser point cloud filtering

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117382593A (en) * 2023-12-08 2024-01-12 之江实验室 Vehicle emergency braking method and system based on laser point cloud filtering
CN117382593B (en) * 2023-12-08 2024-04-05 之江实验室 Vehicle emergency braking method and system based on laser point cloud filtering

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