CN116394892A - Method, device, equipment and storage medium for transverse braking of vehicle - Google Patents
Method, device, equipment and storage medium for transverse braking of vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
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Abstract
The invention provides a method, a device, equipment and a storage medium for transverse braking of a vehicle, wherein the method comprises the following steps: acquiring a running prediction track of the vehicle in the running process and a running prediction track of a moving object in front of the vehicle; when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range, determining the moving object as a target obstacle; tracking a target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with a dangerous collision area; the dangerous collision area is a preset area along the running prediction track direction of the vehicle; and determining a braking strategy of the vehicle based on the collision time and a preset collision time threshold. The invention can improve the accuracy of transverse braking and effectively avoid transverse collision of the vehicle in the running process.
Description
Technical Field
The present invention relates to the field of automotive safety technologies, and in particular, to a method, an apparatus, a device, and a storage medium for transverse braking of a vehicle.
Background
As the amount of vehicle maintenance increases, traffic conditions become more and more complex and variable, and the requirements of complex road conditions and vehicle conditions on driving safety are also higher and higher.
When the vehicle is out of the vehicle, due to the existence of a visual field blind area, collision with a transverse obstacle is extremely easy to occur due to untimely judgment. When the crossroad starts or runs at a low speed, the road condition is complex, and the obstacles can be suddenly rushed out at any time, so that traffic accidents are easy to occur due to the fact that the vehicle is not in time braked or dodged.
At present, the transverse braking function of the vehicle only supports the short-term transverse braking function in the starting process of the vehicle, only a very few scenes can be covered, the transverse braking function is poor in experience, the running direction of the vehicle and the possibility of collision are judged only through the vehicle information obtained by the sensor, and the conditions of missed braking and false braking are very easy to occur, so that the running safety is influenced.
Disclosure of Invention
The embodiment of the invention provides a transverse braking method, device and equipment of a vehicle and a storage medium, which are used for solving the problem of poor accuracy of the conventional transverse braking.
In a first aspect, an embodiment of the present invention provides a lateral braking method for a vehicle, including:
acquiring a running prediction track of the vehicle in the running process and a running prediction track of a moving object in front of the vehicle;
when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range, determining the moving object as a target obstacle;
tracking a target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with a dangerous collision area; the dangerous collision area is a preset area along the running prediction track direction of the vehicle;
and determining a braking strategy of the vehicle based on the collision time and a preset collision time threshold.
In one possible implementation, when the predicted travel track of the target obstacle intersects with the dangerous collision area, determining the collision time of the target obstacle and the host vehicle includes:
when the running predicted track of the target obstacle and the dangerous collision area have intersection, determining a collision point based on the running predicted track of the vehicle and the running predicted track of the target obstacle;
the time when the host vehicle reaches the collision point is determined as the collision time.
In one possible implementation, the dangerous collision area is determined based on a boundary line determined based on a distance greater than or equal to the vehicle width of the host vehicle; the dangerous collision area is an area between two boundary lines along the traveling prediction track direction of the vehicle.
In one possible implementation, determining the collision point based on the travel prediction trajectory of the host vehicle and the travel prediction trajectory of the target obstacle includes:
setting two intersection points of two boundary lines of a running prediction track of a target obstacle and a dangerous collision area as a first intersection point and a second intersection point, and setting an intersection point of the running prediction track of the target obstacle and a running prediction track of the vehicle as a first suspected collision point;
setting projections of the first intersection point and the second intersection point on a running prediction track of the vehicle as a second suspected collision point and a third suspected collision point;
and when the target obstacle moves to the first suspected collision point and the vehicle does not pass through the second suspected collision point and the third suspected collision point completely, determining the suspected collision point closest to the vehicle from the second suspected collision point and the third suspected collision point as the collision point.
In one possible implementation, determining the braking strategy of the host vehicle based on the collision time and the preset collision time threshold includes:
if the collision time is smaller than or equal to the first preset collision time threshold value and larger than the second preset collision time threshold value, controlling the vehicle to send a braking early warning signal;
and if the collision time is smaller than a second preset collision time threshold value and the driver of the vehicle is not detected to actively brake, controlling the vehicle to send an automatic braking signal.
In one possible implementation, when the running speed of the host vehicle satisfies 1km/h to 25km/h and the steering wheel rotation angle satisfies 0 ° to 60 °, the step of acquiring the running prediction trajectory of the host vehicle during running and the running prediction trajectory of the moving object in front of the host vehicle is performed.
In one possible implementation manner, the vehicle is provided with a radar device, wherein the radar device is at least one of an ultrasonic radar, a laser radar or a millimeter wave radar and is used for acquiring motion information of a moving object in front of the vehicle.
In one possible implementation, the preset angle satisfies 45 ° -135 °.
In a second aspect, an embodiment of the present invention provides a transverse braking device for a vehicle, including:
the track acquisition module is used for acquiring a running predicted track of the vehicle in the running process and a running predicted track of a moving object in front of the vehicle;
the obstacle determining module is used for determining the moving object as a target obstacle when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range;
the collision determination module is used for tracking the target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with a dangerous collision area; the dangerous collision area is a preset area along the running prediction track direction of the vehicle;
and the strategy making module is used for determining the braking strategy of the vehicle based on the collision time and a preset collision time threshold value.
In one possible implementation manner, the collision determining module is configured to determine a collision point based on the predicted travel track of the host vehicle and the predicted travel track of the target obstacle when the predicted travel track of the target obstacle intersects with the dangerous collision area;
the time when the host vehicle reaches the collision point is determined as the collision time.
In one possible implementation, the dangerous collision area is determined based on a boundary line determined based on a distance greater than or equal to the vehicle width of the host vehicle; the dangerous collision area is an area between two boundary lines along the traveling prediction track direction of the vehicle.
In one possible implementation manner, a collision determination module is configured to set two intersection points of two boundary lines of a travel prediction track of a target obstacle and a dangerous collision area as a first intersection point and a second intersection point, and set an intersection point of the travel prediction track of the target obstacle and a travel prediction track of the host vehicle as a first suspected collision point;
setting projections of the first intersection point and the second intersection point on a running prediction track of the vehicle as a second suspected collision point and a third suspected collision point;
and when the target obstacle moves to the first suspected collision point and the vehicle does not pass through the second suspected collision point and the third suspected collision point completely, determining the suspected collision point closest to the vehicle from the second suspected collision point and the third suspected collision point as the collision point.
In one possible implementation manner, the policy making module is configured to control the host vehicle to send a brake early warning signal if the collision time is less than a first preset collision time threshold and greater than a second preset collision time threshold;
and if the collision time is smaller than or equal to a second preset collision time threshold value and the driver of the vehicle is not detected to actively brake, controlling the vehicle to send an automatic braking signal.
In one possible implementation, when the running speed of the host vehicle satisfies 1km/h to 25km/h and the steering wheel rotation angle satisfies 0 ° to 60 °, the step of acquiring the running prediction trajectory of the host vehicle during running and the running prediction trajectory of the moving object in front of the host vehicle is performed.
In one possible implementation, the preset angle satisfies 45 ° -135 °.
In a third aspect, an embodiment of the present invention provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the method according to the first aspect or any one of the possible implementations of the first aspect, when the computer program is executed by the processor.
In a fourth aspect, embodiments of the present invention provide a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the method as described above in the first aspect or any one of the possible implementations of the first aspect.
The embodiment of the invention provides a transverse braking method, a device, equipment and a storage medium of a vehicle, wherein a running predicted track of the vehicle and a running predicted track of a moving object in front of the vehicle are firstly obtained, and then when a track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range, the moving object is determined to be a target obstacle. Then, the target obstacle is tracked in real time, the running predicted track of the target obstacle is obtained, and when the running predicted track of the target obstacle intersects with the dangerous collision area, the collision time of the target obstacle and the vehicle is determined. And finally, determining the braking strategy of the vehicle based on the collision time and a preset collision time threshold.
According to the invention, the motion trail of the vehicle and the motion trail of the motion object in front of the vehicle are predicted in real time, and the motion trail is provided with time information, so that the running trends of the vehicle and the motion object can be judged more accurately, and the running trend is more close to the actual running condition of the vehicle. Through limiting the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object, the target obstacle can be screened out from the moving object, and the target obstacle is tracked in real time, so that continuous monitoring of irrelevant moving objects outside the track included angle can be reduced, and the accuracy of transverse braking of the vehicle is greatly improved. When the intersection of the travel prediction trajectory of the target obstacle with the dangerous collision area is detected, a corresponding braking strategy is determined for the collision time. Therefore, the accuracy of transverse braking can be improved, and transverse collision of the vehicle in the running process can be effectively avoided.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an implementation of a method for lateral braking of a vehicle provided by an embodiment of the present invention;
fig. 2 is a schematic view of a scenario in which the longitudinal velocity component direction of a moving object provided by the embodiment of the present invention is the same as or opposite to the running direction of the vehicle when the vehicle is traveling straight;
FIG. 3 is a schematic diagram of a track included angle between a longitudinal velocity component direction of a moving object and a predicted track of the vehicle when the vehicle has a certain steering angle;
fig. 4 is a schematic diagram of determining a collision point based on a predicted travel track of a host vehicle and a predicted travel track of a target obstacle according to an embodiment of the present invention;
fig. 5 is a schematic structural view of a transverse braking device of a vehicle according to an embodiment of the present invention;
fig. 6 is a schematic diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the following description will be made by way of specific embodiments with reference to the accompanying drawings.
With the gradual increase of vehicles and the improvement of the complexity of road conditions, the driving safety is required to be higher and higher. When the vehicle is out of the parking space, a driver is very easy to judge that the collision with the traversing vehicle is caused due to the existence of a visual field blind area. In the process of starting or normal low-speed traveling at the crossroad, vehicles or pedestrians can rush out at any time due to complex road conditions, and drivers are easy to avoid flashing or brake not to timely cause traffic accidents.
In order to solve the problems in the prior art, the embodiment of the invention provides a transverse braking method, a device, equipment and a storage medium of a vehicle. The following first describes a lateral braking method of a vehicle according to an embodiment of the present invention.
Referring to fig. 1, a flowchart of an implementation of a lateral braking method of a vehicle according to an embodiment of the present invention is shown, and details are as follows:
step S110, a running prediction track of the vehicle in the running process and a running prediction track of a moving object in front of the vehicle are obtained.
In some embodiments, when the host vehicle exits from a parking space, starts at a congested road section, starts at an intersection or runs at a normal low speed, a lateral collision is very easy to occur due to a complex road condition. Therefore, in order to improve the transverse braking capability of the vehicle, the transverse braking method provided by the invention can be used for braking at the running speed of the vehicle of 1km/h-25km/h and the steering wheel rotation angle of 0-60 degrees, so that the transverse braking capability of the vehicle can be improved, and the running safety of the vehicle can be improved. When the transverse braking method provided by the invention is adopted, in order to effectively avoid the problem that the deviation of the running predicted track of the vehicle increases when the speed of the vehicle increases, the accuracy of braking judgment is improved, the rotation angle of the steering wheel is gradually reduced along with the increase of the speed of the vehicle, and the reduction of the accuracy of transverse braking caused by the predicted track deviation can be avoided.
In the embodiment, the vehicle runs approximately straight when the steering wheel turns 0-15 degrees, and has obvious steering movement trend when the steering wheel turns 15-60 degrees. The steering wheel angle is 0-60 degrees, so that the vehicle can be triggered to brake by the transverse braking method provided by the invention in the steering running process.
The transverse braking method provided by the invention is applicable under the conditions that the vehicle speed is 1km/h-25km/h and the steering wheel angle is 0-60 degrees, is applicable to road condition congestion, vehicle following environment and certain steering angle of the vehicle, can be triggered, expands the scene of transverse braking coverage and improves the safety of the vehicle in the driving process.
In some embodiments, in order to monitor the motion information of a moving object in front of the host vehicle in real time, a radar device may be provided on the host vehicle. The radar device can be any one or more of an ultrasonic radar, a laser radar or a millimeter wave radar, and the radar device installed on the vehicle can be determined according to the actual use situation.
In the embodiment, the millimeter wave radar has strong capability of penetrating fog, smoke and dust, is not easily affected by severe environments, can detect moving objects all day long, and can accurately detect the moving objects in the driving environment. In addition, the millimeter wave radar can also distinguish and identify very small targets and can identify a plurality of targets at the same time, so that the millimeter wave radar can be adopted in the vehicle to acquire the motion information of a moving object in front of the vehicle.
The radar device installed on the vehicle can acquire the motion information of the moving object in front of the vehicle, the motion information comprises but is not limited to transverse and longitudinal positions, transverse and longitudinal speeds, acceleration, life cycle and the like, and the running prediction track of the moving object can be predicted through the acquired motion information.
The moving object may be a pedestrian, a two-wheeled vehicle, a three-wheeled vehicle, an automobile, a passenger vehicle, a large vehicle, an animal, or the like, and the moving object is not limited thereto, and the radar device may collect the movement information of the moving object as long as the moving object moves in front of the radar device.
In some embodiments, the predicted track of travel of the host vehicle may be determined based on information such as the vehicle speed, yaw rate, and steering angle of the host vehicle. The running prediction track of the moving object can be obtained by adopting a constant speed model and Kalman filtering based on the transverse and longitudinal positions, the transverse and longitudinal speeds and the acceleration of the moving object.
Kalman filtering is an algorithm for optimally estimating the state of a system by using a linear system state equation and through system input and output observation data. Kalman filtering may model the process noise through Gaussian distribution to the uncertainty or noise of the current vehicle state and its physical model. Combining the prediction and update steps into one cycle, the mean and covariance matrices of the vehicle state for each future time step can be obtained, thereby predicting the trajectory.
In this embodiment, the predictive equation may be first established:
wherein A is a state transition matrix,
for the posterior state estimate at time k, < +.>
The posterior state estimate at time k-1 is the filtered result.
Then, a priori covariance matrix of the error is calculated:
wherein, the liquid crystal display device comprises a liquid crystal display device,
for a priori estimated covariance at time k, P k-1 Covariance is estimated for the posterior at time k-1, and Q is the covariance matrix of the process noise.
Then, solve for the Kalman gain:
wherein K is k For the filter gain matrix, H is the state variable to measurement conversion matrix and R is the measurement noise covariance.
Next, the estimated value is updated:
wherein, the liquid crystal display device comprises a liquid crystal display device,
is the updated posterior state estimate.
Finally, the error covariance is updated:
wherein P is k Covariance is estimated for the posterior at time k.
And continuously updating the iteration according to the position and the speed of the moving object obtained by initial measurement, so as to predict the running prediction track of the moving object.
The travel track of the vehicle is predicted, and the travel track of the moving object in front of the vehicle is predicted, so that the travel prediction track contains time information, the safety of the whole period is more favorably judged, and the accuracy of collision prediction is improved.
And step 120, determining the moving object as a target obstacle when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range.
When a lot of moving objects exist in the front area of the vehicle, the moving objects do not have the danger of collision with the vehicle, and the moving objects which do not have the collision risk with the vehicle can be tracked in real time without needing to track, so that the moving objects which do not have the collision risk and have the collision risk can be separated by setting the track included angle between the running prediction track of the vehicle and the running prediction track of the moving objects, and the radar device is more beneficial to focusing on the real-time tracking of the target obstacle.
In some embodiments, the predetermined angle satisfies 45 ° -135 °. When the track included angle between the running predicted track of the moving object and the running predicted track of the vehicle is detected to be 45-135 degrees, the moving object in the track included angle is determined to be a target obstacle, and the moving object outside the track included angle range is not tracked continuously, so that the calculated amount can be reduced, the work load of a radar is reduced, the radar can be used for mainly monitoring the movement of the target obstacle, the situation that the vehicle is braked by mistake and is not braked by mistake due to insufficient detection performance is effectively reduced, and the accuracy of transverse braking is improved. The predicted included angle is 45-135 degrees, which not only covers the scene that the longitudinal speed component direction of the moving object is the same as the running direction of the vehicle, but also covers the scene that the longitudinal speed component direction of the moving object is opposite to the running direction of the vehicle.
As shown in fig. 2, when the track included angle between the running predicted track of the host vehicle and the running predicted track of the moving object is 45 ° -90 °, the scenario that the longitudinal speed component direction of the moving object is the same as the running direction of the host vehicle may be covered. When the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is 90-135 degrees, the scene that the longitudinal speed component direction of the moving object is opposite to the running direction of the vehicle can be covered.
In addition, there may be frequent turning because the vehicle may not always be completely in a straight state during traveling. When the vehicle has a certain steering angle of 0-60 degrees, the running predicted track of the vehicle runs along an arc, and the schematic diagram of the included angle between the running predicted track and the track of the moving object is shown in figure 3. When the vehicle has a certain steering angle in the running process, the target obstacle can be locked when the track included angle ranges from 45 degrees to 135 degrees, and the target obstacle can be tracked in real time.
Step S130, tracking the target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with the dangerous collision area.
The dangerous collision area is a preset area along the traveling predicted trajectory direction of the host vehicle.
According to the travel prediction track of the host vehicle, the area along the direction of the travel prediction track in front of the host vehicle can be divided into a dangerous collision area and a safe passing area.
In some embodiments, the boundary line may be determined at a distance greater than or equal to the vehicle width of the host vehicle, the front region between the boundary lines may be defined as a dangerous collision region, and the region other than the boundary lines may be defined as a safe passage region. By setting the distance between the two boundary lines and then predicting the track direction based on the traveling of the host vehicle, the dangerous collision area and the safe passing area can be determined.
The possibility of collision of the host vehicle with the target obstacle is high if the target obstacle is located in a dangerous collision area, and low if the target obstacle is located in a safe passage area.
In some embodiments, after the target obstacle is determined, the target obstacle needs to be tracked in real time in both the dangerous collision area and the safe passing area, and the predicted travel track of the target obstacle is determined.
When the running prediction track of the target obstacle intersects with the dangerous collision area, that is, the target obstacle is predicted to enter the dangerous collision area, the target obstacle is locked into the dangerous obstacle, the collision points of the dangerous obstacle and the vehicle are required to be determined according to the running prediction track of the vehicle and the dangerous obstacle, and then the time when the vehicle reaches the collision points is determined as the collision time.
In this embodiment, as shown in fig. 4, the step of determining the collision point from the travel prediction trajectory of the host vehicle and the travel prediction trajectory of the target obstacle using the distance of the host vehicle width as the distance of the dangerous collision region is as follows:
step S1301 sets two intersection points of two boundary lines of the travel prediction trajectory of the target obstacle and the dangerous collision area as a first intersection point and a second intersection point, and sets an intersection point of the travel prediction trajectory of the target obstacle and the travel prediction trajectory of the host vehicle as a first suspected collision point.
As shown in FIG. 4, two boundary lines of the dangerous collision area are L respectively 1 And L 2 The two intersection points of the two boundary lines of the running prediction track of the target obstacle and the dangerous collision area are A and B respectively, and the intersection point of the running prediction track of the target obstacle and the running prediction track of the vehicle is set as a first suspected collision point C.
Step S1302, setting projections of the first intersection point and the second intersection point on the running prediction trajectory of the host vehicle as a second suspected collision point and a third suspected collision point.
In fig. 4, projections of two intersection points a and B of two boundary lines of the traveling predicted trajectory of the target obstacle and the dangerous collision area on the traveling predicted trajectory of the host vehicle are a second suspected collision point a 'and a third suspected collision point B'.
In step S1303, when the target obstacle moves to the first suspected collision point and the host vehicle does not pass through the second suspected collision point and the third suspected collision point, the suspected collision point closest to the host vehicle from among the second suspected collision point and the third suspected collision point is determined as the collision point.
Still referring to fig. 4, when it is predicted that the target obstacle moves to the first suspected collision point C, the host vehicle cannot completely pass through the second suspected collision point a 'and the third suspected collision point B', and the risk of collision between the target obstacle and the host vehicle is further determined, so that the collision point needs to be determined. And determining the suspected collision point closest to the vehicle from the second suspected collision point A 'and the third suspected collision point B' as collision points according to the movement direction of the target obstacle.
After the collision point is determined, the collision time can be determined according to the time when the vehicle reaches the collision point.
And step 140, determining a braking strategy of the vehicle based on the collision time and a preset collision time threshold.
In some embodiments, different braking strategies may be determined based on a comparison of the time of collision and a preset time of collision threshold.
If the collision time is smaller than the first preset collision time threshold value and larger than the second preset collision time threshold value, the vehicle is very close to the target obstacle, but still has one end distance, and collision with the target obstacle can be avoided through avoidance measures such as speed reduction. At the moment, the vehicle can be controlled to send out a braking early warning signal. The early warning signal can be an early warning sound or an early warning light to remind the driver of the risk of transverse collision, but the vehicle is not controlled to take any avoidance measures, and the driver makes corresponding avoidance measures according to the early warning signal.
The first preset collision time threshold may be 3s, the second preset collision time threshold may be 1.5s, the preset collision time threshold is not limited herein, and the user may set according to an application scenario, and perform corresponding parameter adjustment according to the actual response braking time of the vehicle and the actual braking effect of the vehicle.
And if the collision time is smaller than or equal to a second preset collision time threshold value and the driver of the vehicle is not detected to actively brake, controlling the vehicle to send an automatic braking signal. When the detected collision time is smaller than the second preset collision time threshold value, the situation that if the driver of the vehicle does not take active braking, collision occurs is indicated, so that when the driver of the vehicle is not detected to take active braking, the vehicle is controlled to send out an automatic braking signal, the vehicle is automatically braked, and the braking system controls the corresponding braking module to rapidly slow down until the vehicle is stationary, so that transverse collision is avoided.
According to the transverse braking method provided by the invention, firstly, the running predicted track of the vehicle and the running predicted track of the moving object in front of the vehicle are obtained, and then, when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within the preset included angle range, the moving object is determined to be a target obstacle, and the track included angle is 45-135 degrees. Then, the area in front of the host vehicle is divided into a dangerous collision area and a safe passing area. Secondly, tracking the target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with the dangerous collision area. And finally, determining the braking strategy of the vehicle based on the collision time and a preset collision time threshold.
According to the invention, the motion trail of the vehicle and the motion trail of the motion object in front of the vehicle are predicted in real time, and the motion trail is provided with time information, so that the running trends of the vehicle and the motion object can be judged more accurately, and the running trend is more close to the actual running condition of the vehicle. Through limiting the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object, the target obstacle can be screened out from the moving object, and the target obstacle is tracked in real time, so that continuous monitoring of irrelevant moving objects outside the track included angle can be reduced, and the accuracy of transverse braking of the vehicle is greatly improved. The predicted included angle is 45-135 degrees, which not only covers the scene that the longitudinal speed component direction of the moving object is the same as the running direction of the vehicle, but also covers the scene that the longitudinal speed component direction of the moving object is opposite to the running direction of the vehicle. When the intersection of the travel prediction trajectory of the target obstacle with the dangerous collision area is detected, a corresponding braking strategy is determined for the collision time. Therefore, the accuracy of transverse braking can be improved, transverse collision of the vehicle in the running process is effectively avoided, and the accuracy of transverse braking is improved.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
Based on the transverse braking method of the vehicle provided by the embodiment, correspondingly, the invention further provides a specific implementation mode of the transverse braking device of the vehicle, which is applied to the transverse braking method of the vehicle. Please refer to the following examples.
As shown in fig. 5, there is provided a lateral braking device 500 of a vehicle, the device including:
the track acquisition module 510 is configured to acquire a predicted track of the vehicle during traveling and a predicted track of a moving object in front of the vehicle;
the obstacle determining module 520 is configured to determine the moving object as a target obstacle when a track included angle between the running predicted track of the host vehicle and the running predicted track of the moving object is within a preset included angle range; wherein the preset included angle is 45-135 degrees;
the collision determination module 530 is configured to track the target obstacle in real time and obtain a travel prediction track of the target obstacle, and determine a collision time of the target obstacle and the host vehicle when an intersection exists between the travel prediction track of the target obstacle and the dangerous collision area; the dangerous collision area is a preset area along the running prediction track direction of the vehicle;
the policy making module 540 is configured to determine a braking policy of the host vehicle based on the collision time and a preset collision time threshold.
In one possible implementation, the determining collision module 530 is configured to determine a collision point based on the predicted travel track of the host vehicle and the predicted travel track of the target obstacle when there is an intersection between the predicted travel track of the target obstacle and the dangerous collision area;
the time when the host vehicle reaches the collision point is determined as the collision time.
In one possible implementation, the dangerous collision area is determined based on a boundary line determined based on a distance greater than or equal to the vehicle width of the host vehicle; the dangerous collision area is an area between two boundary lines along the traveling prediction track direction of the vehicle.
In one possible implementation manner, the determining collision module 530 is configured to set two intersection points of two boundary lines of the traveling prediction trajectory of the target obstacle and the dangerous collision area as a first intersection point and a second intersection point, and set an intersection point of the traveling prediction trajectory of the target obstacle and the traveling prediction trajectory of the host vehicle as a first suspected collision point;
setting projections of the first intersection point and the second intersection point on a running prediction track of the vehicle as a second suspected collision point and a third suspected collision point;
and when the target obstacle moves to the first suspected collision point and the vehicle does not pass through the second suspected collision point and the third suspected collision point completely, determining the suspected collision point closest to the vehicle from the second suspected collision point and the third suspected collision point as the collision point.
In one possible implementation manner, the policy making module 540 is configured to control the host vehicle to send a brake early warning signal if the collision time is less than a first preset collision time threshold and greater than a second preset collision time threshold;
and if the collision time is smaller than or equal to a second preset collision time threshold value and the driver of the vehicle is not detected to actively brake, controlling the vehicle to send an automatic braking signal.
In one possible implementation, the track obtaining module 510 is configured to obtain a predicted track of the host vehicle during driving and a predicted track of a moving object in front of the host vehicle when the driving speed of the host vehicle satisfies 1km/h-25km/h and the steering wheel angle satisfies 0 ° to 60 °.
In one possible implementation manner, the vehicle is provided with a radar device, wherein the radar device is at least one of an ultrasonic radar, a laser radar or a millimeter wave radar and is used for acquiring motion information of a moving object in front of the vehicle.
In one possible implementation, the preset angle satisfies 45 ° -135 °.
Fig. 6 is a schematic diagram of an electronic device according to an embodiment of the present invention. As shown in fig. 6, the electronic device 6 of this embodiment includes: a processor 60, a memory 61 and a computer program 62 stored in said memory 61 and executable on said processor 60. The processor 60, when executing the computer program 62, implements the steps of the transverse braking method embodiments of the respective vehicles described above, such as steps 110 to 140 shown in fig. 1. Alternatively, the processor 60, when executing the computer program 62, performs the functions of the modules in the apparatus embodiments described above, such as the functions of the modules 510-540 shown in fig. 5.
Illustratively, the computer program 62 may be partitioned into one or more modules that are stored in the memory 61 and executed by the processor 60 to complete the present invention. The one or more modules may be a series of computer program instruction segments capable of performing the specified functions, which instruction segments describe the execution of the computer program 62 in the electronic device 6. For example, the computer program 62 may be partitioned into modules 510-540 shown in FIG. 5.
The electronic device 6 may include, but is not limited to, a processor 60, a memory 61. It will be appreciated by those skilled in the art that fig. 6 is merely an example of the electronic device 6 and is not meant to be limiting as the electronic device 6 may include more or fewer components than shown, or may combine certain components, or different components, e.g., the electronic device may further include an input-output device, a network access device, a bus, etc.
The processor 60 may be a central processing unit (Central Processing Unit, CPU), other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), field-programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 61 may be an internal storage unit of the electronic device 6, such as a hard disk or a memory of the electronic device 6. The memory 61 may be an external storage device of the electronic device 6, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the electronic device 6. Further, the memory 61 may also include both an internal storage unit and an external storage device of the electronic device 6. The memory 61 is used for storing the computer program and other programs and data required by the electronic device. The memory 61 may also be used for temporarily storing data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/electronic device and method may be implemented in other manners. For example, the apparatus/electronic device embodiments described above are merely illustrative, e.g., the division of the modules or units is merely a logical function division, and there may be additional divisions in actual implementation, e.g., multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present invention may also be implemented by implementing all or part of the flow of the method of the above embodiment, or by instructing the relevant hardware by a computer program, where the computer program may be stored in a computer readable storage medium, and the computer program may be implemented by implementing the steps of the transverse braking method embodiment of each vehicle when executed by a processor. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
Claims (10)
1. A method of laterally braking a vehicle, comprising:
acquiring a running prediction track of the vehicle in the running process and a running prediction track of a moving object in front of the vehicle;
when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range, determining the moving object as a target obstacle;
tracking the target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with a dangerous collision area; the dangerous collision area is a preset area along the running predicted track direction of the vehicle;
and determining a braking strategy of the vehicle based on the collision time and a preset collision time threshold.
2. The lateral braking method according to claim 1, wherein the determining the collision time of the target obstacle and the host vehicle when the predicted travel trajectory of the target obstacle intersects with the dangerous collision area includes:
when the running predicted track of the target obstacle and the dangerous collision area have intersection, determining a collision point based on the running predicted track of the vehicle and the running predicted track of the target obstacle;
and determining the time of the vehicle reaching the collision point as the collision time.
3. The lateral braking method according to claim 2, wherein the dangerous collision area is determined based on a boundary line determined based on a distance greater than or equal to the vehicle width of the host vehicle; the dangerous collision area is an area between two boundary lines along the running prediction track direction of the vehicle.
4. The lateral braking method according to claim 3, wherein the determining the collision point based on the travel predicted trajectory of the host vehicle and the travel predicted trajectory of the target obstacle includes:
setting two intersection points of the running prediction track of the target obstacle and boundary lines on two sides of the dangerous collision area as a first intersection point and a second intersection point, and setting an intersection point of the running prediction track of the target obstacle and the running prediction track of the vehicle as a first suspected collision point;
setting projections of the first intersection point and the second intersection point on a running prediction track of the vehicle as a second suspected collision point and a third suspected collision point;
and when the target obstacle moves to the first suspected collision point and the vehicle does not pass through the second suspected collision point and the third suspected collision point completely, determining the suspected collision point closest to the vehicle from the second suspected collision point and the third suspected collision point as the collision point.
5. The lateral braking method of claim 1, wherein the determining a braking strategy of the host vehicle based on the collision time and a preset collision time threshold comprises:
if the collision time is smaller than the first preset collision time threshold value and larger than the second preset collision time threshold value, controlling the vehicle to send a braking early warning signal;
and if the collision time is smaller than or equal to the second preset collision time threshold value and the driver of the vehicle is not detected to actively brake, controlling the vehicle to send an automatic braking signal.
6. The lateral braking method according to any one of claims 1 to 5, wherein the step of acquiring a travel prediction trajectory of the host vehicle during traveling and a travel prediction trajectory of a moving object in front of the host vehicle is performed when the travel speed of the host vehicle satisfies 1km/h to 25km/h and the steering wheel angle satisfies 0 ° to 60 °.
7. A transverse braking method according to any one of claims 1 to 5, characterized in that the preset angle fulfils 45 ° -135 °.
8. A transverse brake device for a vehicle, comprising:
the track acquisition module is used for acquiring a running predicted track of the vehicle in the running process and a running predicted track of a moving object in front of the vehicle;
the obstacle determining module is used for determining the moving object as a target obstacle when the track included angle between the running predicted track of the vehicle and the running predicted track of the moving object is within a preset included angle range;
the collision determination module is used for tracking the target obstacle in real time and acquiring a running prediction track of the target obstacle, and determining the collision time of the target obstacle and the vehicle when the running prediction track of the target obstacle intersects with a dangerous collision area; the dangerous collision area is a preset area along the running predicted track direction of the vehicle;
and the strategy making module is used for determining the braking strategy of the vehicle based on the collision time and a preset collision time threshold value.
9. An electronic device comprising a memory for storing a computer program and a processor for invoking and running the computer program stored in the memory to perform the method of any of claims 1 to 7.
10. A computer readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the method according to any one of claims 1 to 7.
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| CN202310354475.XA CN116394892A (en) | 2023-04-04 | 2023-04-04 | Method, device, equipment and storage medium for transverse braking of vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117742351A (en) * | 2024-02-19 | 2024-03-22 | 深圳竹芒科技有限公司 | Control method of self-mobile device, and readable storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117742351A (en) * | 2024-02-19 | 2024-03-22 | 深圳竹芒科技有限公司 | Control method of self-mobile device, and readable storage medium |
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