CN116620270A - Auxiliary driving technique for vehicle - Google Patents

Auxiliary driving technique for vehicle Download PDF

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Publication number
CN116620270A
CN116620270A CN202310451088.8A CN202310451088A CN116620270A CN 116620270 A CN116620270 A CN 116620270A CN 202310451088 A CN202310451088 A CN 202310451088A CN 116620270 A CN116620270 A CN 116620270A
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CN
China
Prior art keywords
vehicle
distance
position information
preset
following
Prior art date
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Pending
Application number
CN202310451088.8A
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Chinese (zh)
Inventor
许恩永
何水龙
杨磊光
朱纪洪
林长波
朱斌
展新
冯海波
袁夏明
王善超
陈志刚
冯高山
许家毅
李超
郑伟光
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Tsinghua University
Guilin University of Electronic Technology
Dongfeng Liuzhou Motor Co Ltd
Original Assignee
Tsinghua University
Guilin University of Electronic Technology
Dongfeng Liuzhou Motor Co Ltd
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Application filed by Tsinghua University, Guilin University of Electronic Technology, Dongfeng Liuzhou Motor Co Ltd filed Critical Tsinghua University
Priority to CN202310451088.8A priority Critical patent/CN116620270A/en
Publication of CN116620270A publication Critical patent/CN116620270A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • 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
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/402—Type
    • B60W2554/4023—Type large-size vehicles, e.g. trucks
    • 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
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention discloses a vehicle auxiliary driving technology. Acquiring first position information of a vehicle and second position information of surrounding vehicles through a sensor installed at a preset position of a vehicle body; determining a linear distance between the vehicle and surrounding vehicles according to the first position information and the second position information; judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance; in the event of a collision risk, the vehicle is controlled to decelerate. The invention determines the straight line distance between the vehicle and the surrounding vehicle according to the first position information of the vehicle and the second position information of the surrounding vehicle; judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance; if so, controlling the vehicle to decelerate. Compared with the existing mode of carrying out vehicle auxiliary driving by detecting whether an obstacle exists in a preset distance in front of the vehicle, the mode can more comprehensively detect collision risks of the vehicle and surrounding vehicles, and improves vehicle auxiliary driving efficiency.

Description

Auxiliary driving technique for vehicle
Technical Field
The invention relates to the technical field of vehicle control, in particular to a vehicle auxiliary driving technology.
Background
The existing traffic assisting travel system is a functional integration of a cruise system and a lane keeping system for maintaining a self vehicle at a fixed vehicle speed or a fixed distance from a following preceding vehicle. Or whether the collision risk exists is detected by detecting whether an obstacle exists in a preset range in front of the vehicle, and the auxiliary driving of the vehicle is completed in a corresponding reaction mode.
The foregoing is provided merely for the purpose of facilitating understanding of the technical solutions of the present invention and is not intended to represent an admission that the foregoing is prior art.
Disclosure of Invention
The invention mainly aims to provide a vehicle auxiliary driving technology, and aims to solve the technical problem that collision risks of vehicles and surrounding vehicles cannot be accurately identified in the prior art.
To achieve the above object, the present invention provides a vehicle auxiliary driving technique, the method comprising the steps of:
acquiring first position information of a vehicle and second position information of surrounding vehicles by a sensor installed at a preset position of a vehicle body;
determining a linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information;
judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance;
controlling the vehicle to decelerate when there is a risk of collision.
Optionally, the step of determining a linear distance between the vehicle and the surrounding vehicle according to the first position information and the second position information includes:
determining each vertex coordinate of the vehicle according to the first position information and a preset rectangular coordinate system;
determining target vertex coordinates of the surrounding vehicles in the preset rectangular coordinate system according to the second position information;
and determining the linear distance between the vehicle and the surrounding vehicles according to the target vertex coordinates and the vertex coordinates.
Optionally, after the step of determining the linear distance between the vehicle and the surrounding vehicle according to the first position information and the second position information, the method further includes:
acquiring the linear distance between the vehicle and the surrounding vehicles in real time;
estimating the linear distance according to a preset Kalman filtering recursion algorithm to obtain an estimated value of the minimum distance;
and taking the estimated value as a linear distance between the vehicle and the surrounding vehicles.
Optionally, before the step of determining whether the vehicle has a collision risk according to the straight line distance and the preset safety distance, the method further includes:
acquiring the current speed of the vehicle;
calculating a preset safety distance according to the current vehicle speed, the braking reaction time, the preset braking coefficient, the standard length of the vehicle and the safety distance by the following formula:
wherein r is 0 For characterising a preset safety distance, v 2 For characterising the current vehicle speed, t 0 For characterizing the braking reaction time, c for characterizing a preset braking coefficient, d 2 For characterising the standard length of the vehicle, d 1 For characterizing the safe distance.
Optionally, before the step of determining whether the vehicle has a collision risk according to the straight line distance and the preset safety distance, the method further includes:
when the vehicle has longitudinal following, acquiring a target following interval;
acquiring the actual following distance between the vehicle and a vehicle in front;
when the actual following distance is larger than the upper limit value of the target following interval, the following factor is regulated so that the actual following distance reaches the range of the target following interval;
and when the actual following distance is smaller than the lower limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval.
Optionally, before the step of determining whether the vehicle has a collision risk according to the straight line distance and the preset safety distance, the method further includes:
acquiring a road image acquired by a camera installed at a preset position of a vehicle body;
carrying out lane line identification on the road image to obtain an identification result;
and transversely controlling the vehicle according to the identification result.
Optionally, the step of performing lateral control of the vehicle according to the identification result includes:
judging whether the lane line is lost or not according to the identification result;
when the lane line is lost, acquiring third position information of a front vehicle;
and generating a direction adjustment instruction according to the third position information, and adjusting the direction of the vehicle according to the direction adjustment instruction so as to follow the front vehicle to run.
In addition, in order to achieve the above object, the present invention also provides a vehicle auxiliary traveling device including:
an acquisition module for acquiring first position information of a vehicle and second position information of surrounding vehicles by a sensor installed at a preset position of a vehicle body;
the calculation module is used for determining the linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information;
the judging module is used for judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance;
and the control module is used for controlling the vehicle to decelerate when collision risk exists.
In addition, in order to achieve the above object, the present invention also proposes a vehicle auxiliary traveling apparatus comprising: a memory, a processor, and a vehicle-assisted travel program stored on the memory and executable on the processor, the vehicle-assisted travel program configured to implement the steps of the vehicle-assisted travel technique as described above.
In addition, in order to achieve the above object, the present invention also proposes a storage medium having stored thereon a vehicle-assisted traveling program which, when executed by a processor, implements the steps of the vehicle-assisted traveling technique as described above.
The method comprises the steps of acquiring first position information of a vehicle and second position information of surrounding vehicles through a sensor arranged at a preset position of a vehicle body; determining a linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information; judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance; controlling the vehicle to decelerate when there is a risk of collision. Since the invention determines the straight line distance between the vehicle and the surrounding vehicle according to the first position information of the vehicle and the second position information of the surrounding vehicle; judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance; in the event of a collision risk, the vehicle is controlled to decelerate. Compared with the existing mode of carrying out vehicle auxiliary driving by detecting whether an obstacle exists in a preset distance in front of the vehicle, the mode can more comprehensively detect collision risks of the vehicle and surrounding vehicles, and improves vehicle auxiliary driving efficiency.
Drawings
Fig. 1 is a schematic structural view of a vehicle auxiliary traveling device of a hardware operation environment according to an embodiment of the present invention;
FIG. 2 is a flow chart of a first embodiment of the vehicle assisted driving technique according to the present invention;
FIG. 3 is a schematic view of a vehicle position according to a first embodiment of the vehicle assisted driving technique of the present invention;
FIG. 4 is a schematic view of the position of a surrounding vehicle according to a first embodiment of the vehicle assisted driving technique of the present invention;
FIG. 5 is a schematic view of the position of a surrounding vehicle according to a first embodiment of the vehicle assisted driving technique of the present invention;
FIG. 6 is a flow chart of a second embodiment of the vehicle assisted driving technique according to the present invention;
FIG. 7 is a flow chart of a third embodiment of the vehicle assisted driving technique according to the present invention;
fig. 8 is a block diagram showing the construction of a first embodiment of the vehicle-assisted traveling apparatus of the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Referring to fig. 1, fig. 1 is a schematic diagram of a vehicle auxiliary driving apparatus in a hardware running environment according to an embodiment of the present invention.
As shown in fig. 1, the vehicle auxiliary traveling apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a Wireless interface (e.g., a Wireless-Fidelity (WI-FI) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) or a stable nonvolatile Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the structure shown in fig. 1 does not constitute a limitation of the vehicle auxiliary running apparatus, and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components.
As shown in fig. 1, an operating system, a network communication module, a user interface module, and a vehicle-assisted travel program may be included in the memory 1005 as one type of storage medium.
In the vehicle auxiliary traveling apparatus shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the vehicle auxiliary driving apparatus of the present invention may be provided in the vehicle auxiliary driving apparatus, which invokes the vehicle auxiliary driving program stored in the memory 1005 through the processor 1001 and executes the vehicle auxiliary driving technique provided by the embodiment of the present invention.
Based on the above-mentioned vehicle auxiliary traveling device, an embodiment of the present invention provides a vehicle auxiliary traveling technology, and referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of the vehicle auxiliary traveling technology of the present invention.
In this embodiment, the vehicle auxiliary driving technique includes the steps of:
step S10: first position information of a vehicle and second position information of surrounding vehicles are acquired by sensors installed at preset positions of a vehicle body.
It should be noted that, the execution body of the embodiment may be a computing service device having functions of data processing, network communication and program running, such as a mobile phone, a tablet computer, a personal computer, or an electronic device or a vehicle auxiliary driving service capable of implementing the above functions. The present embodiment and the following embodiments will be described below with reference to the vehicle-assisted travel service.
The sensor installed at the preset position of the vehicle body may include: laser radar, millimeter wave radar, smart camera, etc. The intelligent camera can be arranged in the center of the front of the vehicle and used for identifying information such as lane line information, lane width and the like, the laser radar sensor can be arranged on the vehicle roof and used for acquiring the speed of surrounding vehicles and the actual distance between the surrounding vehicles and the current vehicle, the millimeter wave radar is arranged at four vertex angles and side vehicle bodies of the vehicle and used for detecting the distance between the surrounding vehicles and the current vehicle, the current vehicle in the embodiment can further comprise a V2V communication module, and the V2V communication module is used for acquiring the brand, model and vehicle flow of the surrounding vehicles and transmitting the information to the vehicle auxiliary running service. The second position information for identifying the surrounding vehicles may be the geometric size of the vehicle obtained by identifying the brand and model of the vehicle, and the position information of the whole vehicle, namely the second position information, may be calculated according to the geometric size of the vehicle and certain position information of the identified vehicle. The first position information may be position information of the vehicle, specifically, a geometric center of the vehicle may be taken as an origin of a two-dimensional coordinate system, refer to fig. 3, and fig. 3 is a schematic diagram of a vehicle position in a first embodiment of the vehicle auxiliary driving technology of the present invention; as shown in fig. 3, the vehicle always has a positive Y-axis direction immediately ahead during running motion. The first position information includes position coordinates of four vertices of the vehicle in a two-dimensional coordinate system. The second position information may be position information of vehicles around the vehicle, and referring to fig. 4, fig. 4 is a schematic view of positions of surrounding vehicles according to a first embodiment of the vehicle auxiliary driving technique of the present invention; in fig. 4, the vehicle at the origin of the coordinate system is the current vehicle, and there are 6 vehicles around the current vehicle in the coordinate system, where the second position information may include: the distances between the front vehicle and the rear vehicle which run on the same lane with the vehicle and the current vehicle, the left front and left rear position coordinates of the vehicle in the first quadrant, the right front and right rear position coordinates of the vehicle in the second quadrant, the left front and left rear position coordinates of the vehicle in the fourth quadrant, and the like can be referred to fig. 5, and fig. 5 is a schematic diagram of the positions of surrounding vehicles in the first embodiment of the vehicle auxiliary driving technique of the present invention; in fig. 5, the vehicle at the origin of the coordinate system is the current vehicle, and there are 6 vehicles around the current vehicle in the coordinate system, where the second position information may include: the position coordinates of the left front and the left rear of the vehicle in the first quadrant, the position coordinates of the right front and the right rear of the vehicle in the second quadrant, the position coordinates of the left front and the left rear of the vehicle in the fourth quadrant, the coordinates of the two vehicles on the y-axis, and the like.
Step S20: and determining the linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information.
The determining the straight line distance between the vehicle and the surrounding vehicle according to the first position information and the second position information may be calculating the straight line distance between the vehicle and the surrounding vehicle according to the position coordinates of two vertices of the surrounding vehicle closest to the vehicle and the position coordinates of one vertex of the vehicle closest to the surrounding vehicle by a point-to-straight line distance calculation method. If there is a special case, for example, the surrounding vehicle in fig. 5 is directly in front of the vehicle, then the straight line distance between the vehicle and the surrounding vehicle is obtained by directly subtracting the ordinate of the rear of the surrounding vehicle and the ordinate of the front of the vehicle.
Further, in order to avoid the collision of the vehicle and improve the safety of the auxiliary driving of the vehicle, the step S20 may include: determining each vertex coordinate of the vehicle according to the first position information and a preset rectangular coordinate system; determining target vertex coordinates of the surrounding vehicles in the preset rectangular coordinate system according to the second position information; and determining the linear distance between the vehicle and the surrounding vehicles according to the target vertex coordinates and the vertex coordinates.
It should be noted that, referring to fig. 5, fig. 5 is a schematic view of the surrounding vehicle position according to the first embodiment of the vehicle auxiliary driving technique of the present invention; the preset rectangular coordinate system may be a rectangular coordinate system established by taking the center of the vehicle as the origin according to the first position information of the vehicle, as can be seen from fig. 5, the coordinates of the vehicle are (x a ,y a ),(x b ,y b ),(x c ,y c ),(x d ,y d ) The upper left and lower left corner coordinates of the surrounding vehicle in the first quadrant are: i A (x A ,y A ),I B (x B ,y B ). The target vertex coordinatesMay be the upper left and lower left coordinates I of the surrounding vehicle in the first quadrant A (x A ,y A ),I B (x B ,y B ). Determining the straight line distance between the vehicle and the surrounding vehicle according to the target vertex coordinates and the vertex coordinates can refer to the following steps:
a straight line is determined from the coordinates of the two vertices of the left front and left rear of the surrounding vehicle in the first quadrant where a scratch or collision may occur, and its straight line equation is determined by two points:after finishing get->Rewritten to the general formula: (y) B -y A )x+(x A -x B )y+y A -x A (y B -y A ) =0; the point-to-line distance formula:can calculate the coordinates (x) of the right front of the vehicle a ,y a ) Minimum distance from right vehicleThe vehicle is based on the calculated minimum distance d 0 I.e. the straight distance.
Step S30: and judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance.
It should be noted that the preset safety following may be a preset shortest distance that does not have a collision risk with the surrounding vehicle. The judging whether the vehicle has collision risk according to the straight line distance and the preset safety distance may be judging that the vehicle has no collision risk if the straight line distance is greater than the preset safety distance. And if the linear distance is smaller than or equal to the preset safety distance, judging that the vehicle has collision risk.
Further, in order to accurately identify whether the vehicle has a collision risk, before step S30, the method further includes: acquiring the current speed of the vehicle; calculating a preset safety distance according to the current vehicle speed, the braking reaction time, the preset braking coefficient, the standard length of the vehicle and the safety distance by the following formula:
wherein r is 0 For characterising a preset safety distance, v 2 For characterising the current vehicle speed, t 0 For characterizing the braking reaction time, c for characterizing a preset braking coefficient, d 2 For characterising the standard length of the vehicle, d 1 For characterizing the safe distance.
It should be noted that, in this embodiment, the longitudinal following and lateral movement control of the vehicle during the congested road section is solved by using an intermolecular acting force model. The distance when the intermolecular acting force is 0 is used for representing the safety distance of the vehicle on the traffic jam road section, namely the preset safety distance, r 0 The confirmation method is as follows:
wherein s is 1 Is the braking response time t of the vehicle system during braking 0 The distance travelled by the inner vehicle, for a fixed vehicle model, the system braking response time has a determined value, s 2 Is the distance from the start of the brake to the complete stop of the vehicle when braking, d 1 Is the preset safety distance between two vehicles, 2m and 3m equivalent value, d can be taken 2 Is the standard level of the vehicle and is typically 5m.
Further, in order to ensure safe driving of the vehicle, before step S30, the method further includes: acquiring a road image acquired by a camera installed at a preset position of a vehicle body; carrying out lane line identification on the road image to obtain an identification result; and transversely controlling the vehicle according to the identification result.
The camera installed at the preset position of the vehicle body may be an intelligent camera installed in the center of the front of the vehicle, and is used for collecting an image in front of the vehicle, and identifying information such as lane line information and lane width according to the collected road image, so as to obtain an identification result. The transverse control of the vehicle according to the identification result may be to control the vehicle to move along the transverse track of the front vehicle when the lane line is lost, and to control the vehicle to keep the lane when the lane line is clear. And then the distance between the vehicle and surrounding vehicles is estimated by using the embodiment to determine the optimal transverse motion control of the vehicle at the next moment.
Further, the step of performing lateral control of the vehicle according to the identification result includes: judging whether the lane line is lost or not according to the identification result; when the lane line is lost, acquiring third position information of a front vehicle; and generating a direction adjustment instruction according to the third position information, and adjusting the direction of the vehicle according to the direction adjustment instruction so as to follow the front vehicle to run.
The third position information may be left rear position information and right rear position information of the vehicle in front of the vehicle when the lane line is lost, and the direction adjustment command may be generated based on the third position information to control the vehicle to travel following the vehicle in front of the vehicle based on the left rear position information and the right rear position information of the vehicle in front of the vehicle.
Step S40: controlling the vehicle to decelerate when there is a risk of collision.
It should be noted that, if the straight line distance is smaller than or equal to the preset safety distance, that is, the surrounding vehicles have a tendency to continue converging into the current lane or possibly collide with the surrounding vehicles, in order to avoid scratch of the vehicles, the vehicles should be braked in advance, and the steering wheel rotates slightly to avoid collision. And continuing to execute the step of acquiring the first position information of the vehicle and the second position information of surrounding vehicles, determining the linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information, and judging that no collision risk exists when the continuous preset number of times of the linear distance is larger than the preset safety distance, so that normal running can be continued according to the current lane.
The first position information of the vehicle and the second position information of surrounding vehicles are acquired through a sensor installed at a preset position of a vehicle body; determining a linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information; judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance; controlling the vehicle to decelerate when there is a risk of collision. Since the present embodiment determines the straight line distance between the vehicle and the surrounding vehicle based on the first position information of the vehicle and the second position information of the surrounding vehicle; judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance; in the event of a collision risk, the vehicle is controlled to decelerate. Compared with the existing mode of carrying out vehicle auxiliary driving by detecting whether an obstacle exists in a preset distance in front of the vehicle, the mode of the embodiment can more comprehensively detect collision risks of the vehicle and surrounding vehicles and improve the vehicle auxiliary driving efficiency.
Referring to fig. 5, fig. 5 is a schematic flow chart of a second embodiment of the vehicle auxiliary driving technique according to the present invention.
Based on the first embodiment, in this embodiment, after step S20, the method further includes:
step S201: and acquiring the linear distance between the vehicle and the surrounding vehicles in real time.
Step S202: and estimating the linear distance according to a preset Kalman filtering recursion algorithm to obtain an estimated value of the minimum distance.
It should be noted that, the estimating the linear distance according to the preset kalman filter recursion algorithm may be that the estimated value of the minimum distance is calculated by the following formula:
wherein, the liquid crystal display device comprises a liquid crystal display device,an estimate, s, for characterizing said minimum distance k For characterizing the k-th determined straight line distance, k for characterizing the number of calculations.
The above formula is simplified to obtain:
wherein, the liquid crystal display device comprises a liquid crystal display device,for characterizing the last minimum distance estimate. Let->Wherein K is k For characterizing the Kalman gain, the +.>Wherein (1)>For characterizing the estimation error at the previous time instant,the method is used for representing the current estimation error, and the current estimation error calculation formula is as follows: />
Step S203: and taking the estimated value as a linear distance between the vehicle and the surrounding vehicles.
As an optional implementation manner, in the vehicle traffic congestion auxiliary driving manner in this embodiment, whether there is a collision risk may be estimated by using a change condition of an estimated value of a distance between a surrounding vehicle and a current vehicle calculated by a preset kalman filtering recursive algorithm instead of determining whether there is a collision risk based on a preset safety distance, specifically, the change condition of the estimated value with time may be determined, if the estimated value is gradually reduced, it may be determined that the distance between the surrounding vehicle and the current vehicle is gradually reduced, and at this time, by generating a steering wheel control instruction, the current vehicle is far away from the surrounding vehicle, thereby improving the estimated value and increasing the vehicle distance. The preset times threshold value can be set, and if the estimated values of the surrounding vehicles and the current vehicle are gradually reduced when the continuous preset times threshold value is detected, the distance between the surrounding vehicles and the current vehicle is gradually reduced, and the collision risk exists. If the estimated value becomes larger in the change condition of the estimated value within the preset time threshold, the situation that the distance between the surrounding vehicle and the current vehicle is increased is indicated, and the collision risk is possibly not existed, at the moment, the timer is cleared, and the change condition of the estimated value is calculated again as the quantity of the reduced estimated value.
In the embodiment, the linear distance between the vehicle and the surrounding vehicles is obtained in real time; estimating the linear distance according to a preset Kalman filtering recursion algorithm to obtain an estimated value of the minimum distance; and taking the estimated value as a linear distance between the vehicle and the surrounding vehicles. Because perfect mathematical modeling does not exist, system disturbance is uncontrollable, and errors exist in a measuring sensor, a Kalman filtering recursion algorithm is needed to estimate the minimum distance of the vehicle, so that the vehicle is ready for next control in advance, and scratch of the vehicle during congestion are avoided.
Referring to fig. 6, fig. 6 is a schematic flow chart of a third embodiment of the vehicle auxiliary driving technique according to the present invention.
Based on the above embodiments, in this embodiment, before step S30, the method further includes:
step S204: and when the vehicle has longitudinal following, acquiring a target following interval.
The longitudinal following may be a case where the vehicle is traveling in a lane line following the vehicle ahead, and the target following section may be a preset distance range from the vehicle ahead set for ensuring traveling comfort. For example, when the target following interval is a specific value, such as: the preset safety distance, the acceleration and deceleration of the vehicle during the movement process of following the vehicle in front of the vehicle will cause the comfort of the vehicle to be reduced too frequently, so in this embodiment, a distance alleviation region is set to improve the comfort of the vehicle, that is, the target following region may be [ preset safety distance-2 m, preset safety distance +2m ] or the like, which may be set according to the requirements, and this embodiment is not limited herein, that is, when the actual distance between two vehicles is within the distance alleviation region, the speeds of the two vehicles remain consistent, and acceleration and deceleration are not performed.
Step S205: and acquiring the actual following distance between the vehicle and the vehicle in front.
The actual following distance may be a longitudinal distance between the vehicle and a preceding vehicle.
Step S206: and when the actual following distance is larger than the upper limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval.
The following factor may be a speed of the preceding vehicle than a speed of the current vehicle. When the actual distance between the two vehicles is larger than the upper limit value of the target following interval, the current vehicle accelerates until the actual following distance is within the target following interval, then the following factor is regulated to keep the two vehicle speeds consistent,
step S207: and when the actual following distance is smaller than the lower limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval.
In the implementation, when the actual distance between the two vehicles is smaller than the lower limit value of the target following interval, the current vehicle is decelerated until the actual following distance is within the target following interval, and the following factor is adjusted to keep the speeds of the two vehicles consistent.
In the embodiment, when the vehicle has longitudinal following, a target following interval is acquired; acquiring the actual following distance between the vehicle and a vehicle in front; when the actual following distance is larger than the upper limit value of the target following interval, the following factor is regulated so that the actual following distance reaches the range of the target following interval; and when the actual following distance is smaller than the lower limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval. The safety of auxiliary driving is improved on the premise of ensuring the driving comfort, and collision with a front vehicle is avoided.
Referring to fig. 7, fig. 7 is a block diagram showing the configuration of a first embodiment of the vehicle-assisted traveling apparatus according to the present invention.
As shown in fig. 7, a vehicle auxiliary traveling device according to an embodiment of the present invention includes:
an acquisition module 10 for acquiring first position information of a vehicle and second position information of surrounding vehicles by a sensor installed at a preset position of a vehicle body;
a calculation module 20 for determining a linear distance between the vehicle and the surrounding vehicle according to the first position information and the second position information;
a judging module 30, configured to judge whether the vehicle has a collision risk according to the straight distance and a preset safety distance;
a control module 40 for controlling the vehicle to slow down when there is a risk of collision.
The first position information of the vehicle and the second position information of surrounding vehicles are acquired through a sensor installed at a preset position of a vehicle body; determining a linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information; judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance; controlling the vehicle to decelerate when there is a risk of collision. Since the present embodiment determines the straight line distance between the vehicle and the surrounding vehicle based on the first position information of the vehicle and the second position information of the surrounding vehicle; judging whether the vehicle has collision risk or not according to the linear distance and the preset safety distance; in the event of a collision risk, the vehicle is controlled to decelerate. Compared with the existing mode of carrying out vehicle auxiliary driving by detecting whether an obstacle exists in a preset distance in front of the vehicle, the mode of the embodiment can more comprehensively detect collision risks of the vehicle and surrounding vehicles and improve the vehicle auxiliary driving efficiency.
It should be noted that the above-described working procedure is merely illustrative, and does not limit the scope of the present invention, and in practical application, a person skilled in the art may select part or all of them according to actual needs to achieve the purpose of the embodiment, which is not limited herein.
In addition, technical details not described in detail in the present embodiment may refer to the vehicle auxiliary driving technology provided in any embodiment of the present invention, which is not described herein.
Based on the above-described first embodiment of the vehicle auxiliary traveling device of the present invention, a second embodiment of the vehicle auxiliary traveling device of the present invention is proposed.
In this embodiment, the calculating module 20 is further configured to determine each vertex coordinate of the vehicle according to the first location information and a preset rectangular coordinate system;
determining target vertex coordinates of the surrounding vehicles in the preset rectangular coordinate system according to the second position information;
and determining the linear distance between the vehicle and the surrounding vehicles according to the target vertex coordinates and the vertex coordinates.
Further, the calculating module 20 is further configured to obtain a linear distance between the vehicle and the surrounding vehicles in real time;
estimating the linear distance according to a preset Kalman filtering recursion algorithm to obtain an estimated value of the minimum distance;
and taking the estimated value as a linear distance between the vehicle and the surrounding vehicles.
Further, the judging module 30 is further configured to obtain a current speed of the vehicle;
calculating a preset safety distance according to the current vehicle speed, the braking reaction time, the preset braking coefficient, the standard length of the vehicle and the safety distance by the following formula:
wherein r is 0 For characterising a preset safety distance, v 2 For characterising the current vehicle speed, t 0 For characterizing the braking reaction time, c for characterizing a preset braking coefficient, d 2 For characterising the standard length of the vehicle, d 1 For characterizing the safe distance.
Further, the judging module 30 is further configured to obtain a target following section when the vehicle has longitudinal following;
acquiring the actual following distance between the vehicle and a vehicle in front;
when the actual following distance is larger than the upper limit value of the target following interval, the following factor is regulated so that the actual following distance reaches the range of the target following interval;
and when the actual following distance is smaller than the lower limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval.
Further, the judging module 30 is further configured to acquire a road image acquired by a camera installed at a preset position of the vehicle body;
carrying out lane line identification on the road image to obtain an identification result;
and transversely controlling the vehicle according to the identification result.
Further, the judging module 30 is further configured to judge whether the lane line is lost according to the identification result;
when the lane line is lost, acquiring third position information of a front vehicle;
and generating a direction adjustment instruction according to the third position information, and adjusting the direction of the vehicle according to the direction adjustment instruction so as to follow the lane line to run.
Other embodiments or specific implementation manners of the vehicle auxiliary driving device of the present invention may refer to the above method embodiments, and are not described herein again.
In addition, the embodiment of the invention also provides a storage medium, wherein the storage medium stores a vehicle auxiliary running program, and the vehicle auxiliary running program realizes the steps of the vehicle auxiliary running technology when being executed by a processor.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. read-only memory/random-access memory, magnetic disk, optical disk), comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims (7)

1. A vehicle assisted travel technique, characterized by comprising the steps of:
acquiring first position information of a vehicle and second position information of surrounding vehicles by a sensor installed at a preset position of a vehicle body;
determining a linear distance between the vehicle and the surrounding vehicles according to the first position information and the second position information; judging whether the vehicle has collision risk or not according to the linear distance and a preset safety distance;
controlling the vehicle to decelerate when there is a risk of collision.
2. The vehicle assist travel technique according to claim 1, characterized in that the step of determining a straight-line distance of the vehicle from the surrounding vehicle based on the first position information and the second position information includes:
determining each vertex coordinate of the vehicle according to the first position information and a preset rectangular coordinate system;
determining target vertex coordinates of the surrounding vehicles in the preset rectangular coordinate system according to the second position information;
and determining the linear distance between the vehicle and the surrounding vehicles according to the target vertex coordinates and the vertex coordinates.
3. The vehicle assist travel technique according to claim 2, characterized in that after the step of determining the straight-line distance of the vehicle from the surrounding vehicle based on the first position information and the second position information, further comprising:
acquiring the linear distance between the vehicle and the surrounding vehicles in real time;
estimating the linear distance according to a preset Kalman filtering recursion algorithm to obtain an estimated value of the minimum distance;
and taking the estimated value as a linear distance between the vehicle and the surrounding vehicles.
4. The vehicle assisted traveling technique according to claim 1, characterized in that before the step of judging whether the vehicle is at risk of collision based on the straight distance and a preset safety distance, further comprising:
acquiring the current speed of the vehicle;
calculating a preset safety distance according to the current vehicle speed, the braking reaction time, the preset braking coefficient, the standard length of the vehicle and the safety distance by the following formula:
wherein r is 0 For characterising a preset safety distance, v 2 For characterising the current vehicle speed, t 0 For characterizing the braking reaction time, c for characterizing a preset braking coefficient, d 2 For characterising the standard length of the vehicle, d 1 For characterizing the safe distance.
5. The vehicle assisted traveling technique according to any one of claims 1 to 4, characterized in that before the step of judging whether the vehicle is at risk of collision based on the straight line distance and a preset safety distance, further comprising:
when the vehicle has longitudinal following, acquiring a target following interval;
acquiring the actual following distance between the vehicle and a vehicle in front;
when the actual following distance is larger than the upper limit value of the target following interval, the following factor is regulated so that the actual following distance reaches the range of the target following interval;
and when the actual following distance is smaller than the lower limit value of the target following interval, adjusting the following factor so that the actual following distance reaches the range of the target following interval.
6. The vehicle assisted traveling technique according to any one of claims 1 to 4, characterized in that before the step of judging whether the vehicle is at risk of collision based on the straight line distance and a preset safety distance, further comprising:
acquiring a road image acquired by a camera installed at a preset position of a vehicle body;
carrying out lane line identification on the road image to obtain an identification result;
and transversely controlling the vehicle according to the identification result.
7. The vehicle assisted traveling technique according to claim 6, characterized in that the step of performing lateral control of the vehicle according to the recognition result includes:
judging whether the lane line is lost or not according to the identification result;
when the lane line is lost, acquiring third position information of a front vehicle;
and generating a direction adjustment instruction according to the third position information, and adjusting the direction of the vehicle according to the direction adjustment instruction so as to follow the front vehicle to run.
CN202310451088.8A 2023-04-24 2023-04-24 Auxiliary driving technique for vehicle Pending CN116620270A (en)

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Application Number Priority Date Filing Date Title
CN202310451088.8A CN116620270A (en) 2023-04-24 2023-04-24 Auxiliary driving technique for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
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Publications (1)

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