CN116653932B - Method and related device for realizing automatic emergency steering of vehicle - Google Patents

Method and related device for realizing automatic emergency steering of vehicle Download PDF

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Publication number
CN116653932B
CN116653932B CN202310685952.0A CN202310685952A CN116653932B CN 116653932 B CN116653932 B CN 116653932B CN 202310685952 A CN202310685952 A CN 202310685952A CN 116653932 B CN116653932 B CN 116653932B
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China
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vehicle
obstacle
emergency
steering
collision
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CN116653932A (en
Inventor
赵卢楷
成昊
田广丰
郭鑫
王溢
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Suzhou Changxing Zhijia Automobile Technology Co ltd
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Suzhou Changxing Zhijia Automobile Technology Co ltd
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • 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
    • B60W2554/801—Lateral distance
    • 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
    • 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
    • B60W2554/803—Relative lateral speed
    • 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
    • B60W2554/804—Relative longitudinal speed

Abstract

The invention discloses a method for realizing automatic emergency steering of a vehicle and a related device. The method comprises the following steps: acquiring motion state information of a moving object in a preset range of a current lane front obstacle and a surrounding lane; calculating an emergency risk avoidance route and collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle; according to the collision time, whether the collision risk exists at present is evaluated; judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated; under the condition that the collision risk cannot be avoided by emergency braking, the automatic emergency steering of the vehicle is controlled according to the movement states of the obstacle and the moving targets in the preset range of the surrounding lanes. Can automatically turn in time to realize the risk avoidance before the driver makes the risk avoidance operation, so as to reduce traffic accidents.

Description

Method and related device for realizing automatic emergency steering of vehicle
Technical Field
The invention relates to the technical field of intelligent auxiliary driving, in particular to a method for realizing automatic emergency steering of a vehicle and a related device.
Background
Various emergency situations can be inevitably generated in the actual running process of the vehicle. One such method is the sudden appearance of an obstacle in front of the vehicle. Since humans need a certain time from the awareness of danger to the instruction of the muscle to operate, the Automatic Emergency Steering (AES) can reduce the possibility of collision and avoid the running risk, more likely to delay the optimal avoidance timing due to tension in dangerous situations.
An automatic emergency steering function is an Advanced Driving Assistance System (ADAS) function aimed at helping a vehicle encounter a potential collision risk on a pre-driving road, and avoiding collision through automatic emergency steering when a driver cannot brake or steer in time to avoid the risk.
The automatic emergency steering function makes a decision through evaluation analysis of the current road surface environment, the vehicle running state, the front obstacle state, the front drivable road surface, the front adjacent lane state and the surrounding fusion target movement track, and avoids the obstacle through controlling the vehicle steering. Wherein the obstacle comprises a vehicle in front of the current driving lane with a potential collision risk, a vulnerable road user (non-motor vehicle or pedestrian) in front of the driving road, a vulnerable road user at the intersection.
The automatic emergency steering technology becomes a popular research and development direction in the technical field of intelligent auxiliary driving.
Disclosure of Invention
The inventor of the invention finds that an automatic emergency steering function existing on the market currently exists, if collision with a front vehicle is about to happen in the front running process of the vehicle, but the vehicle is not enough to avoid collision through braking, and the user steering is insufficient to avoid the front vehicle, the emergency steering auxiliary system can actively and rapidly increase the steering angle of the steering wheel to assist the driver in steering, so that the purpose of avoiding the front vehicle is achieved, and a solution for realizing accurate and intelligent automatic emergency avoidance is not needed under the condition of driver intervention, such as before the driver makes judgment and avoidance operation.
In view of the above problems and findings, the present invention has been made to provide a method of implementing automatic emergency steering of a vehicle and related apparatus that overcomes or at least partially solves the above problems.
In a first aspect, an embodiment of the present invention provides a method for implementing automatic emergency steering of a vehicle, including:
acquiring motion state information of a moving object in a preset range of a current lane front obstacle and a surrounding lane;
calculating an emergency risk avoidance route and collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle;
according to the collision time, whether the collision risk exists at present is evaluated;
judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
and under the condition that the collision risk cannot be avoided by emergency braking, controlling the automatic emergency steering of the vehicle according to the movement states of the obstacle and the moving targets in the preset range of the surrounding lanes.
In one embodiment, in the case that the emergency braking cannot avoid the collision risk, the controlling the automatic emergency steering of the vehicle according to the movement state of the obstacle and the moving object within the preset range of the surrounding lane includes:
Under the condition that the collision risk cannot be avoided by emergency braking, determining whether a current lane or an adjacent lane has a steerable space according to the movement states of the moving targets in the preset range of the obstacle and the surrounding lanes;
switching the host vehicle to an automatic emergency steering state if it is determined that there is a steerable space;
and controlling the automatic emergency steering of the own vehicle according to the emergency risk avoiding route calculated in the automatic emergency steering state.
In one embodiment, calculating the emergency evacuation route according to the motion state information of the current own vehicle and the motion state information of the obstacle comprises:
deriving a starting position a of the vehicle relative to said obstacle at the start 0 Lateral velocity a 1 And lateral acceleration a 2 Is a value of (2);
acquiring an end position Y of the own vehicle relative to the obstacle at the end point of the planned emergency evacuation route end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And a time t elapsed from the start point to the end point;
defining the vehicle end position Y end Formula one:
Y end ＝f(T)＝a 0 +a 1 T+a 2 T 2 +a 3 T 3 +a 4 T 4 +a 5 T 5 ；
equation two defining the lateral acceleration of the vehicle at the termination point:
equation three, defining the lateral acceleration of the vehicle at the path termination point:
To determine the initial position a 0 Lateral velocity a 1 And lateral acceleration a 2 End position Y of the own vehicle relative to the obstacle end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And substituting the time t from the starting point to the ending point into the formula I, the formula II and the formula III respectively to solve the coefficient a 3 、a 4 And a 5 Is a value of (2);
will a 0 、a 1 、a 2 、a 3 、a 4 And a 5 Substituting the value into the first formula to obtain a curve function of the emergency risk avoidance path; the curve function is a function of the vehicle end position with respect to the time variable T.
In one embodiment, the time t elapsed from the start point to the end point is greater than or equal to a minimum steering time;
the minimum steering time is obtained according to a preset maximum lateral acceleration threshold value of the bicycle.
In one embodiment, calculating the collision time based on the current vehicle motion state information and the obstacle motion state information includes:
determining the coincidence ratio information, the transverse relative speed, the longitudinal relative speed, the transverse distance and the longitudinal distance of the own vehicle and the obstacle according to the current motion state information of the own vehicle and the motion state information of the obstacle;
And calculating the collision time based on the coincidence information, the transverse relative speed, the longitudinal relative speed, the transverse distance and the longitudinal distance.
In one embodiment, the evaluating whether there is a risk of collision currently according to the collision time includes:
and under the condition that the collision time is smaller than or equal to a preset first time threshold value and the state smaller than or equal to the preset first time threshold value continuously reaches a preset second time threshold value, evaluating that the collision risk exists currently.
In one embodiment, determining whether emergency braking is capable of avoiding collision risk includes:
calculating the braking time required by emergency braking;
under the condition that the collision time is longer than the braking time, determining that the emergency braking can avoid collision risks;
in the event that the collision time is less than or equal to the braking time, determining that emergency braking cannot avoid the collision risk.
In one embodiment, determining whether the current lane or the adjacent lane has a steerable space according to the motion state of the moving object within the preset range of the obstacle and the surrounding lane includes:
judging whether a steerable space exists or not according to the motion state of the obstacle, the transverse relative distance between the vehicle and the obstacle, the coincidence degree information between the obstacle and the vehicle, the state of an adjacent lane, the predicted track of the obstacle and the predicted track of a moving object in the preset range of the surrounding lane.
In one embodiment, the contact ratio information is determined by:
and calculating the superposition part of the transverse dimension of the obstacle and the transverse dimension of the vehicle according to the transverse dimension of the vehicle, and obtaining the superposition information by the proportion of the transverse dimension of the vehicle.
In one embodiment, the predicted trajectory of the moving object is obtained by:
setting a sampling period and the maximum simultaneous sampling target number of a moving target in a preset range of a surrounding lane, detecting the motion states of a plurality of sampling points of the moving target in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving target, unifying the positions of the sampling points acquired at a plurality of continuous sampling moments under the same coordinate system, and fitting the positions of the sampling points at the plurality of continuous sampling moments through a least square method to obtain a y-x curve of the moving target changing along with time, wherein the y-x curve is used as a predicted track of the moving target; wherein x is the longitudinal displacement of the sampling point, and y is the transverse displacement of the sampling point;
the predicted track of the obstacle is obtained by the following method:
Setting a sampling period and sampling points of the obstacle, detecting the motion states of a plurality of sampling points of the moving object in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving object, unifying the positions of the sampling points acquired at a plurality of continuous sampling moments under the same coordinate system, and fitting the positions of the sampling points at the plurality of continuous sampling moments through a least square method to obtain a y-x curve of the moving object changing along with time, wherein the y-x curve is used as a predicted track of the moving object; where x is the longitudinal displacement of the sampling point and y is the transverse displacement of the sampling point.
In one embodiment, further comprising:
when the obstacle is a vehicle, the contact ratio of the obstacle and the vehicle is smaller than a preset threshold value, and the vehicle is allowed to be switched to an automatic emergency steering state, otherwise, the vehicle is not allowed to be switched to the automatic emergency steering state;
when the obstacle is a pedestrian, and the overlapping ratio of the obstacle and the vehicle is smaller than a preset threshold, and the overlapping part of the obstacle and the vehicle is positioned in a preset range on the left side and the right side of the vehicle, switching to an emergency steering state is allowed, and otherwise, switching to the emergency steering state is not allowed.
In one embodiment, if it is determined that the current lane or adjacent lane does not have a steerable space, the method further comprises: and controlling the emergency braking of the bicycle.
In one embodiment, according to the emergency evacuation route, controlling automatic emergency steering of the own vehicle comprises:
calculating the steering yaw rate required by the current vehicle according to the curvature, the transverse position error and the course angle error of the emergency escape route as input signals and by combining the operation of the current driver through a model predictive control algorithm;
and on a torque controller, taking the steering yaw rate as a feedforward input, taking the difference value between the calculated yaw rate and the actual yaw rate as a feedback input, calculating the torque through feedforward control and PID control, filtering the torque and processing the limit value, and outputting the torque to an electric power steering system so as to control the automatic emergency steering of the bicycle.
In one embodiment, switching the host vehicle to an automatic emergency steering state includes:
further judging whether a preset suppression condition of automatic emergency steering exists or not through a state machine, and if the suppression condition does not exist, entering a function enabling state of automatic emergency steering;
Judging whether the driver performs the active steering operation, and if the driver does not perform the active steering operation, entering an activated state of automatic emergency steering.
In a second aspect, an embodiment of the present invention provides a device for implementing automatic emergency steering of a vehicle, including:
the target information acquisition module is used for acquiring the movement state information of the moving target in the preset range of the obstacle in front of the current lane and the surrounding lane;
the emergency risk avoidance route calculation module: the method comprises the steps of calculating an emergency risk avoidance route according to the current motion state information of the own vehicle and the motion state information of the obstacle;
the collision risk assessment module is used for calculating collision time according to the motion state information of the current own vehicle and the motion state information of the obstacle; according to the collision time, whether the collision risk exists at present is evaluated; judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
and the emergency steering control module is used for controlling the automatic emergency steering of the vehicle according to the movement state of the obstacle and the moving object in the preset range of the surrounding lane under the condition that the collision risk cannot be avoided by emergency braking.
In a third aspect, an embodiment of the present invention provides an automatic auxiliary driving system, including: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor realizes the method for realizing automatic emergency steering of the vehicle when executing the program.
In a fourth aspect, an embodiment of the present invention provides a vehicle including: the automatic auxiliary driving system
In a fifth aspect, an embodiment of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for implementing automatic emergency steering of a vehicle
The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:
according to the method and the related device for realizing automatic emergency steering of the vehicle, provided by the embodiment of the invention, the motion state information of the moving object in the preset range of the obstacle in front of the current lane and the surrounding lane is obtained in real time, the collision time is calculated, whether collision risk exists is estimated according to the collision time, when the collision risk exists is estimated, whether the current lane or the adjacent lane has a steerable space is determined, if the steerable space is judged, the vehicle is switched to an automatic emergency steering state, an emergency evacuation route is automatically calculated, and the automatic emergency steering of the vehicle is controlled according to the planned emergency evacuation route. According to the embodiment of the invention, the collision risk and the steerable space can be evaluated in real time according to the motion state information of the moving targets of the obstacle in front of the current vehicle and the surrounding lane, the danger avoiding route is automatically calculated before the driver makes judgment and danger avoiding operation, the vehicle is controlled to automatically brake or steer, the own vehicle can avoid danger according to the accurate emergency danger avoiding route, the safety of the vehicle and personnel on the vehicle can be fully ensured in emergency, in the aspect of a danger avoiding measure arbitration mechanism, the emergency brake is preferentially adopted, and the steering danger is considered again under the conditions that the emergency brake cannot avoid danger and has enough steerable space and the like, so that the safety danger avoiding principle under the actual traffic state is more met, and the safety in the danger avoiding process is further improved.
Further, when the automatic emergency steering is started, the state machine is utilized, the state of the current system and the operation of a driver are fully considered, the automatic emergency steering state is ensured to be started when the driver does not manually operate steering, the automatic emergency steering state is ensured to be started correctly and timely, and the timeliness and the safety of danger avoidance are ensured.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims thereof as well as the appended drawings.
The technical scheme of the invention is further described in detail through the drawings and the embodiments.
Drawings
The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate the invention and together with the embodiments of the invention, serve to explain the invention. In the drawings:
FIG. 1 is one of the flowcharts of a method for implementing automatic emergency steering of a vehicle in an embodiment of the present invention;
FIG. 2 is a flow chart of a method of calculating an emergency evacuation route according to an embodiment of the present invention;
FIG. 3 is a flow chart of a method of calculating the overlap ratio according to an embodiment of the present invention;
FIG. 4 is a flow chart of an implementation of a method of controlling automatic emergency steering of a host vehicle in an embodiment of the invention;
FIG. 5 is a schematic diagram of state machine state switching determination logic according to an embodiment of the present invention;
FIG. 6 is a second flowchart of a method for implementing automatic emergency steering of a vehicle according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an implementation device for automatic emergency steering of a vehicle according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
When the vehicle collides with the front vehicle and the steering of the driver is insufficient to avoid the front vehicle, the prior art can actively and rapidly increase the steering angle of the steering wheel to assist the driver in steering so as to achieve the purpose of avoiding the front vehicle, but lacks a solution for realizing accurate and intelligent automatic emergency avoidance without intervention of the driver, for example, before the driver makes judgment and the avoidance operation.
The inventor of the invention discovers that through carrying out decision making on the evaluation analysis of the current road surface environment, the vehicle running state, the front obstacle state, the front drivable road surface, the front adjacent lane state and the surrounding fusion target (namely, the moving target in the preset range of the surrounding lane), the relevant state information of the moving target can be obtained through calculation of a fusion algorithm after detection by a plurality of sensors, for example, the relevant state information of the same moving target is acquired and output through a camera and a radar respectively, and then the state information of the moving target is output after calculation of the fusion algorithm.
Based on this, the embodiment of the invention provides a method for realizing automatic emergency steering of a vehicle, and the method for realizing automatic emergency steering of the vehicle is described in detail below with reference to the accompanying drawings.
Embodiment one:
the method for implementing automatic emergency steering of a vehicle according to the first embodiment, as shown in fig. 1, includes:
Step S1: acquiring motion state information of a moving object in a preset range of a current lane front obstacle and a surrounding lane;
in some embodiments, acquiring motion state information of a moving object within a preset range of a current lane front obstacle and a surrounding lane includes: and acquiring the motion state information of the moving object in the preset range of the obstacle in front of the current lane and the surrounding lane in real time.
Step S2: calculating an emergency risk avoidance route and collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle;
in some embodiments, calculating the emergency escape route and the collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle includes: and calculating an emergency risk avoidance route and collision time in real time according to the current motion state information of the vehicle and the motion state information of the obstacle.
Step S3: according to the collision time, whether the collision risk exists at present is evaluated;
step S4: judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
step S5: under the condition that the collision risk cannot be avoided by emergency braking, controlling automatic emergency steering of the vehicle according to the movement state of a moving target in a preset range of the obstacle and the surrounding lane;
The obstacle may be, for example, a vehicle or a pedestrian in front of the current lane of the own vehicle, which is at risk of collision with the own vehicle.
In some configurations of the vehicle, including 1 camera, 1 medium-distance millimeter wave radar and 4 short-distance millimeter wave radar, in some alternative embodiments, the step S1 may further obtain information such as a relative position and a relative speed of the obstacle and the vehicle or the moving object within a preset range of the surrounding lane by extracting information of the vehicle camera and the vehicle radar, and obtain information of a moving state of the moving object within a preset range of the obstacle and the surrounding lane in real time, specifically, the camera and the radar may each detect a length, a width and a position of the obstacle or the moving object, and determine whether the obstacle is a vehicle or a pedestrian, and may obtain information of a position, a speed (including a lateral speed and a longitudinal speed) and information of the obstacle or the moving object, and acceleration (including a lateral acceleration and a longitudinal acceleration) of the vehicle by the camera, and the camera may further obtain information such as a longitudinal distance of the obstacle from the vehicle is 5 meters and a lateral distance from the vehicle is 2 meters.
The above-mentioned surrounding lane preset range may be, for example, a lane adjacent to the left and/or adjacent to the right of the current lane.
The camera and the radar arranged in the vehicle work all-weather, and can acquire information such as the target type, the position, the transverse speed, the longitudinal speed and the like of a moving target in a preset range of an obstacle and a surrounding lane in real time.
When the driver starts the vehicle, the acquired information of the obstacle, the moving object and the motion state of the vehicle itself is updated in real time every other sampling period, for example, 10ms can be set as one sampling period.
In some optional embodiments, the step S2 can calculate the emergency evacuation route in real time according to the current motion state information of the own vehicle and the motion state information of the obstacle, in other words, calculate the emergency evacuation route in real time according to the motion information of the own vehicle and the obstacle obtained in real time, so that the vehicle can quickly respond to the emergency evacuation route when meeting other conditions of automatic emergency steering and needing to start the automatic emergency steering function, so as to enable the vehicle to travel along the emergency evacuation route, meet the high requirement of intelligent auxiliary driving on the reaction speed, avoid the delay of starting the automatic emergency steering function, ensure the driving safety after starting the automatic emergency steering function, and calculate the emergency evacuation route, as shown in fig. 2, by the following way:
Step S21: determining a starting position a of a starting point relative to an obstacle when a vehicle is switched to an automatic emergency steering state 0 Lateral velocity a 1 And lateral acceleration a 2 Is a value of (2);
a is as described above 0 、a 1 And the value of a can be directly obtained from the motion state information of the own vehicle.
Step S22: determining the end position Y of the own vehicle relative to the obstacle at the end point of the planned emergency evacuation route end Transverse velocity at end pointAnd lateral acceleration at the end point->And a time T elapsed from the start point to the end point;
defining the vehicle end position Y end I.e., equation one below:
Y end ＝f(T)＝a 0 +a 1 T+a 2 T 2 +a 3 T 3 +a 4 T 4 +a 5 T 5 ；
on the upper partIn (1), Y end Represents the transverse distance a of the terminal point from the current position after the primary risk avoidance is completed 0 Representing a starting position; a, a 1 Representing a starting point lateral velocity; a, a 2 Represents a start point lateral acceleration, T represents a time T elapsed from the start point to the end point;
the following equation, the equation defining the lateral speed of the vehicle at the termination point, is two:
in the above-mentioned method, the step of,indicating the lateral speed of the vehicle at the end point, a 1 Representing a starting point lateral velocity; a, a 2 Represents the start point lateral acceleration, and T represents the time T elapsed from the start point to the end point.
The formula defining the lateral acceleration of the vehicle at the path termination point is the following formula three:
In the above-mentioned method, the step of,represents the lateral acceleration of the vehicle at the end of the path, a 2 Represents the start point lateral acceleration, T represents the time elapsed from the start point to the end point;
step S23: to determine the initial position a 0 Lateral velocity a 1 And lateral acceleration a 2 End position Y of own vehicle relative to obstacle end Transverse velocity at end pointAnd lateral acceleration at the end point->And the time T from the starting point to the end point is substituted into the formula I, the formula II and the formula III respectively, and the coefficient a is solved 3 、a 4 And a 5 Is a value of (2);
step S24: will a 0 、a 1 、a 2 、a 3 、a 4 And a 5 Substituting the value into the first formula to obtain a curve function of the emergency evacuation path; the curve function is a function of the vehicle end position with respect to the time variable T.
In each sampling period, updating a in real time according to the motion state of the obstacle, the motion state of the own vehicle and the motion state of a moving object in a preset range of surrounding lanes 0 、a 1 And a 2 The value of (a) is the data acquired at the current moment, and when the automatic emergency steering state is started, a 0 、a 1 And a 2 The value of (a) is the starting position a of the own vehicle when the automatic emergency steering state is started 0 Lateral velocity a 1 And lateral acceleration a 2 The value of (a) is a fixed value, a danger avoiding route is planned until the danger avoiding is finished, and after the vehicle finishes steering, the value of (a) is continuously updated in real time 0 、a 1 And a 2 Is a value of (2).
In some alternative embodiments, in the above step S22, if the lateral acceleration is too high while the vehicle is turning, during the turning, there is a high possibility that the vehicle is unstable or even dangerous, based on which the maximum lateral acceleration threshold value of the own vehicle is preset, according to the maximum lateral acceleration threshold value and the end position Y of the own vehicle with respect to the obstacle end And calculating to obtain the minimum steering time, wherein the time T from the starting point to the end point is more than or equal to the minimum steering time.
In some optional embodiments, in the step S22, when determining the end point of the planned emergency evacuation route, if the lateral distance outside the obstacle in front of the current lane meets the requirement of the steerable space and the lateral distance between the obstacle and the own vehicle after automatic emergency steering is greater than a preset threshold, the end point position is determined in the lane where the own vehicle is currently located, in other words, the own emergency evacuation route is calculated in the lane where the own vehicle is currently located;
if the lateral distance outside the obstacle in front of the current lane does not meet the requirement of the steerable space and the moving object of the adjacent lane has no collision risk, determining the end position in the adjacent lane of the own vehicle, in other words, calculating the emergency evacuation route of the automatic emergency steering in the adjacent lane of the own vehicle.
In some optional embodiments, in the step S2, the collision time is calculated according to the motion state information of the current vehicle and the motion state information of the obstacle, which may be implemented by:
1) Determining the contact ratio information, the relative speed, the transverse distance and the longitudinal distance of the own vehicle and the obstacle according to the current motion state information of the own vehicle and the motion state information of the obstacle;
and acquiring the transverse speed, transverse acceleration, longitudinal speed, longitudinal acceleration and position information of the updated vehicle at every other sampling period, acquiring the transverse speed, transverse acceleration, longitudinal speed, longitudinal acceleration and position information of the updated barrier, determining the transverse relative speed of the updated vehicle and the updated vehicle according to the acquired transverse speed of the vehicle and the transverse speed of the barrier at every other sampling period, determining the longitudinal relative speed of the updated vehicle and the updated vehicle according to the acquired longitudinal speed of the vehicle and the longitudinal speed of the barrier, and determining the transverse distance, the longitudinal distance and the coincidence degree information of the updated vehicle and the updated vehicle according to the acquired position information of the vehicle and the position of the barrier.
In some alternative embodiments, if the type of obstacle is determined to be a vehicle, the following manner may be used to calculate the contact ratio information between the vehicle and the obstacle:
And calculating the superposition part of the lateral dimension of the obstacle and the lateral dimension of the vehicle according to the lateral dimension of the vehicle and the position information and the lateral dimension of the obstacle, and obtaining superposition information according to the proportion of the lateral dimension of the vehicle.
Referring to FIG. 3, the overlapping portion of the front obstacle and the vehicle in the lateral dimension is L 0 A self-vehicle transverse dimension L H And will be of the same transverse dimensionThe method is divided into four parts of ABCD, and the overlapping area is defined to be an area A, an area B, an area C and an area D in sequence from the leftmost side, the overlapping information is expressed by percentage, the overlapping degree of the barrier and the vehicle is 25% as shown in figure 3, and the overlapping area is the area A.
2) The collision time is calculated based on the coincidence information, the relative velocity, the lateral distance, and the longitudinal distance.
In some alternative embodiments, after calculating the collision time, the above step S3 is performed, and whether there is a collision risk currently may be evaluated according to the collision time by:
and judging whether the collision time is smaller than or equal to a preset first time threshold value, and continuously reaching a preset second time threshold value in a state of smaller than or equal to the preset first time threshold value, if so, evaluating that the collision risk exists currently.
The first time threshold is a preset time threshold with collision risk; the threshold value for risk of collision may be empirically determined.
The collision time is less than or equal to the first time threshold, and the second time threshold refers to a duration of time, for example, the second time threshold may be 0.5s, which is not limited in this embodiment of the present invention.
If the collision time is less than or equal to the first time threshold value and the duration of the state reaches the second time threshold value, the collision risk of the vehicle and the obstacle is considered;
if the collision time is less than or equal to the first time threshold, but the duration of the state is less than the second time threshold, the collision risk is considered to be relieved, and the fact that the own vehicle and the obstacle do not have collision risk at the current moment is judged.
If the collision time is greater than the first time threshold, no collision risk is considered, and the judgment of subsequent emergency braking and the judgment of the steerable space are not required to be started.
In some alternative embodiments, in the case of evaluating that there is a collision risk currently, in the above step S4, determining whether the emergency braking can avoid the collision risk may be implemented in the following manner:
1) Calculating the braking time required by emergency braking;
2) Judging whether the collision time is longer than the braking time, if so, determining that the emergency braking can avoid the collision risk; if the judgment is smaller than or equal to the judgment result, determining that the emergency braking cannot avoid the collision risk.
If the emergency braking can avoid collision risk, adopting emergency braking measures;
if not, the step S5 is continued.
In some alternative embodiments, in the above step S5, in the case where the emergency braking cannot avoid the collision risk, the control of the automatic emergency steering of the own vehicle according to the movement state of the obstacle and the moving object within the preset range of the surrounding lane, as shown in fig. 4, may be implemented, for example, by:
step S41: under the condition that the collision risk cannot be avoided by emergency braking, determining whether a current lane or an adjacent lane has a steerable space according to the movement state of a moving target in a preset range of an obstacle and a surrounding lane;
step S42: switching the host vehicle to an automatic emergency steering state if it is determined that there is a steerable space;
step S43: and controlling the automatic emergency steering of the own vehicle according to the emergency risk avoiding route calculated in the automatic emergency steering state.
In some embodiments, the method includes controlling the automatic emergency steering of the vehicle according to the emergency risk avoidance route calculated in the automatic emergency steering state, including controlling the automatic emergency steering of the vehicle according to the emergency risk avoidance route calculated in real time in the automatic emergency steering state. In this embodiment, the emergency avoidance line is calculated in real time, but there may be a case where the line is not present, and there may be a case where the line is calculated, but emergency steering is not required or cannot be started, and the automatic emergency steering state is not switched at this time. Therefore, in this embodiment, when each condition at a certain moment meets the requirement of needing emergency steering, the emergency escape route calculated at the moment is used for steering, so that the emergency escape route can be more reasonably used.
In the above step S41, it is determined whether the current lane or the adjacent lane has a steerable space, for example, it may be implemented in the following manner:
judging whether a steerable space exists or not according to the motion state of the obstacle, the transverse relative distance between the vehicle and the obstacle, the coincidence degree between the obstacle and the vehicle, the state of an adjacent lane, the predicted track of the obstacle, the predicted track of a moving object in a preset range of surrounding lanes and the output of visual perception.
1) And calculating the predicted track of the moving object in the preset range of the surrounding lane.
Setting the maximum simultaneous sampling target number of a moving target in a preset range of a sampling period and a surrounding lane, detecting the motion states of a plurality of sampling points of the moving target in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving target, unifying the positions of the sampling points acquired at a plurality of continuous sampling moments under the same coordinate system, and fitting the positions of the sampling points at the plurality of continuous sampling moments through a least square method to obtain a y-x curve of the moving target changing along with time as a predicted track of the moving target; where x is the longitudinal displacement of the sampling point and y is the transverse displacement of the sampling point.
The set sampling period and the period for acquiring the moving state of the obstacle in real time can be kept consistent, for example, the maximum simultaneous sampling target number of the moving targets in the preset range of the surrounding lane can be set to 10, that is, 10 moving targets closest to the vehicle in the preset range of the surrounding lane are selected in each sampling period, the moving track of the moving targets is predicted, N sampling points of each moving target are detected through a radar, and the value of N is more than or equal to 4. If the motion state of the detected target sampling point is not detected in a sampling period in a plurality of subsequent sampling periods, releasing the non-continuously detected moving targets, for example, for the detected moving target a, if a is not detected in a plurality of subsequent sampling periods, releasing a, that is, not calculating the predicted track of a.
Detecting N sampling points of a moving object, for example, ID-1, ID-2, ID-3 and ID-4, randomly selecting the position of a vehicle body as the sampling points, for example, the position of a vehicle tail, a vehicle head or the position in the vehicle, detecting the motion states of the points of the ID-1, the ID-2, the ID-3 and the ID-4 in a vectorization mode in one sampling period, and carrying out coordinate conversion according to the motion states of the vehicle and the moving object after entering the next sampling period, wherein the transverse distance and the longitudinal distance of the vehicle and the moving object are included, the sampling point positions acquired in the two sampling periods are unified under the same coordinate system, and in this way, the position coordinates of the sampling points acquired in a plurality of continuous moments are unified under the same coordinate system, and the position coordinates of the sampling points in the plurality of continuous moments are fitted through a least square method to obtain a y-x curve of the moving object changing along with time as a predicted track of the moving object.
In the process of actually detecting the moving object, in different sampling periods, some moving objects may be newly increased, some moving objects may not be detected in the next sampling period, for the newly increased objects, a plurality of sampling periods need to be continuously detected, whether the newly increased objects are continuously detected or not is judged, and for the moving objects which are not detected in the next sampling period, a plurality of sampling periods need to be continuously detected, whether the moving objects need to be continuously detected or released is judged, so that the number of curves needing to be calculated is very large, the calculated amount is very large, and in order to improve the efficiency of an algorithm and save calculation force, the life cycle is set for each moving object, for example, if a certain moving object is not acquired in 5 continuous sampling periods, the moving object is considered to reach the life cycle, and the moving object is released.
2) And calculating the predicted track of the obstacle.
Setting a sampling period and sampling points of the obstacle, detecting the motion states of a plurality of sampling points of a moving object in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving object, unifying the positions of the sampling points acquired at different moments under the same coordinate system, fitting the positions of the sampling points at different moments through a least square method, and obtaining a y-x curve of the moving object changing along with time as a predicted track of the moving object; where x is the longitudinal displacement of the sampling point and y is the transverse displacement of the sampling point.
The method for calculating the predicted track of the obstacle is the same as the method for calculating the predicted track of the moving object in the preset range of the surrounding lane, and the step of calculating the predicted track of the moving object in the preset range of the surrounding lane has been described in detail, and the embodiments of the present invention are not described in detail herein.
3) If the front obstacle is a vehicle and the contact ratio of the obstacle and the vehicle is smaller than a preset threshold value, switching to an automatic emergency steering state is allowed, otherwise, switching to the automatic emergency steering state is not allowed; for example, in the embodiment of the present invention, the preset threshold is 25%, when the contact ratio of the obstacle and the own vehicle is less than 25%, the automatic emergency steering state is allowed to be switched, and when the contact area of the obstacle and the own vehicle is the area a or the area D, the contact ratio of the obstacle and the own vehicle is less than 25% as shown in fig. 3.
In some alternative embodiments, if it is determined that there is space available for steering, the following steps are performed to determine whether the state machine can enter an active state for automatic emergency steering: :
1) Further judging whether a preset suppression condition of automatic emergency steering exists or not through a state machine, and if the suppression condition does not exist, entering a function enabling state of automatic emergency steering;
The above-mentioned suppression conditions relate to the behavior of the driver, and there are various types of suppression conditions, such as suppression of steering angle caused by the driver actively twisting the steering wheel, suppression of steering speed caused by the driver actively stepping on the accelerator or braking, suppression of accelerator pedal, suppression of brake pedal, etc., and the embodiments of the present invention are not enumerated any more.
Setting the state of an automatic emergency steering system (AES) in the state machine includes: a function OFF STATE (off_state), a function STANDBY STATE (standby_state), and a function ENABLE STATE (enable_state), as shown in fig. 5, wherein off_state includes two modes of function OFF (aes_off) and function fault (aes_fault), standby_state includes a function on and no suppression condition, no ACTIVE (aes_standby) and function on, and there are two modes of suppression condition (aes_PASSIVE), enable_state includes two modes of AES function ACTIVE (aes_active) and ESS function ACTIVE (ess_active);
the following describes the AES state transition conditions:
(1) aes_off to aes_false: function is closed and there is a fault;
(2) aes_false to aes_off: the function is closed and no fault exists;
(3) aes_off to aes_standby: the function is started without faults;
(4) Aes_standby to aes_off: the driver shuts down the function or has a malfunction;
(5) aes_pass to aes_standby: function is started and no inhibition condition exists;
(6) aes_standby to aes_PASSIVE: function is started and a suppression condition exists;
(7) aes_standby to aes_active: the function has no inhibition condition and meets the activation condition;
(8) aes_active to aes_standby: function is not activated or function is inhibited;
(9) ESS_ACTIVE to AES_ACTIVE: when the steering operation dominated by the driver is released, the AES function meets the activation condition, and the AES function is activated;
to OFF STATE: driver OFF function.
The start-up flow of the state machine will be described with an example with reference to fig. 5:
(A) And starting the vehicle to run by the driver, opening the AES function switch by the driver, and entering an AES_STANDBY mode of STANDBY_STATE from an AES_OFF mode of the OFF_STATE if the system monitors that the system is free from a power failure.
(B) If an obstacle appears in front of the vehicle, the system judges that collision risk exists through calculation, the collision time is smaller than a first time threshold value, a steerable space exists, no collision risk exists on an adjacent lane, and an inhibiting condition does not exist in AES function detection, and the system enters an ENABLE_STATE STATE. If the detection is not passed, the AES_PASSIVE mode is entered.
(C) At the moment, the system checks the operation of the driver, if the driver carries out steering operation, if the driver does not carry out danger avoidance operation, the system carries out intervention steering, the AES-ACTIVE state is entered, the AES function is activated, if the driver does not have enough steering and collision risk still exists, emergency steering assist (ESS) is activated, and the ESS-ACTIVE state is entered;
(D) And after the steering danger avoiding is finished, the STATE machine reenters the STANDBY_STATE STATE, and waits for the function to be activated again.
2) Judging whether the driver performs the active steering operation, and if the driver does not perform the active steering operation, entering an activated state of automatic emergency steering.
In some alternative embodiments, step S42 above, if it is determined that there is a steerable space and the state machine is activated, is performed to switch the own vehicle to the automatic emergency steering state, for example, by the following means:
1) If the external transverse distance of the obstacle in front of the current lane meets the requirement of the steerable space and the transverse distance between the obstacle and the own vehicle after automatic emergency steering is more than a preset threshold value, calculating an emergency evacuation route of the own vehicle in the lane where the current lane is located;
when the vehicle is turned to avoid the front obstacle, the vehicle has a transverse acceleration, a longitudinal speed and a longitudinal acceleration, so that the transverse speed or the longitudinal speed may not be 0 after the vehicle is turned, and in order to ensure the safety of the vehicle after the turning, it is required to ensure that the transverse distance between the obstacle and the vehicle is greater than a preset threshold value after the vehicle is turned.
2) If the lateral distance outside the obstacle in front of the current lane does not meet the requirement of the steerable space and the moving object of the adjacent lane has no collision risk, calculating an emergency escape route for automatically steering the own vehicle to the adjacent lane in an emergency mode.
In some alternative embodiments, if it is determined that the current lane or adjacent lane does not have steerable space, then the risk of steering is deemed to be greater than emergency braking, and it is desirable to reduce the speed of the vehicle by controlling the vehicle emergency braking to reduce the risk of collision with an obstacle ahead of the vehicle (although the risk cannot be completely avoided).
In some alternative embodiments, if in step S2 the emergency evacuation path is not calculated, no safe route is considered to avoid the obstacle ahead, in which case step S7 described above may not be performed even if it is determined that there is a risk of collision with the obstacle ahead and the own vehicle has switched to the automatic emergency steering state.
If the emergency escape route is calculated in step S2 and the vehicle has been switched to the automatic emergency steering state, the automatic emergency steering of the vehicle is controlled according to the emergency escape route calculated in the automatic emergency steering state, that is, the above step S43 is executed, and the automatic emergency steering of the vehicle is controlled according to the emergency escape route calculated in the automatic emergency steering state, for example, the following means may be implemented:
Calculating the steering yaw rate required by the current vehicle according to the curvature, the transverse position error and the course angle error of the emergency escape route as input signals and through a model predictive control (Model Predictive Control, MPC) algorithm and combining the operation of the current driver;
the torque controller takes the steering yaw rate as a feedforward input, takes the difference value between the calculated yaw rate and the actual yaw rate as a feedback input, calculates the torque through feedforward control and PID control, and outputs the torque to the electric power steering system after filtering and limiting the torque so as to control the automatic emergency steering of the vehicle.
The torque controller may include a yaw rate calculation module and an output torque control module, wherein:
the yaw rate calculation module takes the curvature of the steering path, the transverse position error and the course angle error as input signals, and comprehensively calculates the steering yaw rate required by the current vehicle.
The output torque controller takes the yaw rate calculated by the calculation as a feedforward input, calculates the difference between the yaw rate and the actual yaw rate as a feedback input, calculates the output torque through feedforward control and proportional-integral-derivative (PID) control, reduces the output torque jitter and torque distortion through calibratable torque limit and filtering, and finally outputs the torque to the EPS.
Embodiment two:
the implementation method of automatic emergency steering of a vehicle provided by the second embodiment of the present invention is different from the implementation method of automatic emergency steering of a vehicle provided by the first embodiment in that the obstacle in the embodiment of the present invention is a pedestrian.
If the obstacle is a pedestrian, the following mode is adopted to judge whether the switching to the automatic emergency steering state is allowed or not according to the coincidence ratio of the obstacle and the vehicle:
if the obstacle is a pedestrian, judging that the overlap ratio of the obstacle and the vehicle is smaller than a preset threshold value, and if the overlap ratio of the obstacle and the vehicle is within a preset range at two ends of the vehicle, switching to an emergency steering state is allowed, otherwise, switching to the emergency steering state is not allowed; for example, in the embodiment of the present invention, the preset threshold is 25%, still referring to fig. 3, if the overlapping area of the obstacle and the own vehicle is the area a and the overlapping ratio is less than 25%, or if the overlapping area of the obstacle and the own vehicle is the area D and the overlapping ratio of the obstacle and the own vehicle is less than 25%, the switching to the emergency steering state is permitted, and if the overlapping area of the obstacle and the own vehicle is the area B or the area C, the switching to the emergency steering state is not permitted even if the overlapping ratio is less than 25%.
Other steps of the method for implementing automatic emergency steering of the vehicle provided in the second embodiment are consistent with those in the first embodiment, and detailed description of the embodiment of the present invention is omitted herein.
In the following description of the implementation method of automatic emergency steering of a vehicle with reference to fig. 6, in fig. 6, the fusion target includes a moving target within a preset range of an obstacle and a surrounding lane, and the collision target is the obstacle, and the surrounding target is the moving target within the preset range of the surrounding lane:
1, a process of processing a fusion target signal is realized, wherein in step S1, the motion state information of a moving target in a preset range of a surrounding lane is obtained in real time;
step S1, acquiring the motion state information of the obstacle in front of the current lane in real time in the collision target detection process;
3, collision target track prediction and peripheral target track prediction are carried out, and step S2 is realized;
4, judging whether collision risk exists, implementing step S3, if not, continuing to execute the process of fusion target signal processing;
5, if collision risk exists, judging whether braking is possible to avoid danger, if yes, activating an AEB algorithm, namely activating an emergency braking function to avoid danger, and if no, judging whether a steerable space exists, and realizing the steps S4 and S5;
6, if no turnable space exists, executing the step of processing the fusion target signal, and if the turnable space exists, judging whether the AES function can be activated; if not, executing a process of fusion target signal processing; if the AES function can be activated, switching to an automatic emergency steering state to realize step S6;
and 7, calculating steering torque according to the emergency risk avoidance route calculated in the automatic emergency steering state, sending the steering torque to the EPS, executing an AES function, completing automatic emergency steering, and realizing the step S7.
Based on the same inventive concept, the embodiment of the invention also provides a device for realizing automatic emergency steering of a vehicle, the structure of the device is shown in fig. 7, and the device comprises:
a target information acquisition module 71 for acquiring movement state information of a moving target within a preset range of a current lane ahead obstacle and a surrounding lane;
emergency evacuation route calculation module 72: the method comprises the steps of calculating an emergency risk avoidance route according to the current motion state information of the own vehicle and the motion state information of the obstacle;
a collision risk assessment module 73, configured to calculate a collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle; according to the collision time, whether the collision risk exists at present is evaluated; judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
The emergency steering control module 74 is configured to control automatic emergency steering of the vehicle according to a movement state of a moving object within a preset range of the obstacle and the surrounding lane in a case where the collision risk cannot be avoided by the emergency braking.
The specific manner in which the respective modules perform the operations in relation to the implementation of the automatic emergency steering of the vehicle in the above-described embodiments has been described in detail in relation to the embodiments of the method, and will not be explained in detail here.
Based on the same inventive concept, the embodiment of the invention also provides an automatic auxiliary driving system, which comprises: the automatic emergency steering system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor realizes the method for realizing the automatic emergency steering of the vehicle when executing the program.
Based on the same inventive concept, the embodiment of the invention also provides a vehicle, which comprises the automatic auxiliary driving system.
Based on the same inventive concept, the embodiment of the invention also provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to realize the method for realizing the automatic emergency steering of the vehicle.
User information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, presented data, etc.) referred to herein are both user-authorized or fully authorized information and data by parties, and the collection, use and processing of relevant data requires compliance with relevant laws and regulations and standards of the relevant country and region, and is provided with corresponding operation portals for user selection of authorization or denial.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, magnetic disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims (17)

1. A method for implementing automatic emergency steering of a vehicle, comprising:
acquiring motion state information of a moving object in a preset range of a current lane front obstacle and a surrounding lane;
calculating an emergency risk avoidance route and collision time according to the current motion state information of the own vehicle and the motion state information of the obstacle;
according to the collision time, whether the collision risk exists at present is evaluated;
judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
under the condition that the collision risk cannot be avoided by emergency braking, controlling automatic emergency steering of the vehicle according to the movement states of the obstacle and the moving targets in the preset range of the surrounding lanes;
the emergency risk avoidance line is calculated by the following method:
deriving a starting position a of the vehicle relative to said obstacle at the start 0 Lateral velocity a 1 And lateral acceleration a 2 Is a value of (2);
acquiring an end position Y of the own vehicle relative to the obstacle at the end point of the planned emergency evacuation route end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And a time T elapsed from the start point to the end point;
Defining the vehicle end position Y end Formula one:
Y end ＝f(T)＝a 0 +a 1 T+a 2 T 2 +a 3 T 3 +a 4 T 4 +a 5 T 5 ；
equation two defining the lateral acceleration of the vehicle at the termination point:
equation three, defining the lateral acceleration of the vehicle at the path termination point:
to determine the initial position a 0 Lateral velocity a 1 And lateral acceleration a 2 End position Y of the own vehicle relative to the obstacle end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And substituting the time T from the starting point to the ending point into the formula I, the formula II and the formula III respectively to solve the coefficient a 3 、a 4 And a 5 Is a value of (2);
will a 0 、a 1 、a 2 、a 3 、a 4 And a 5 Substituting the value into the first formula to obtain a curve function of the emergency risk avoidance line; the curve function is a function of the vehicle end position with respect to the time variable T.
2. The method according to claim 1, wherein in case the collision risk cannot be avoided by the emergency braking, controlling the automatic emergency steering of the own vehicle according to the movement state of the obstacle and the moving object within the preset range of the surrounding lane, comprises:
under the condition that the collision risk cannot be avoided by emergency braking, determining whether a current lane or an adjacent lane has a steerable space according to the movement states of the moving targets in the preset range of the obstacle and the surrounding lanes;
Switching the host vehicle to an automatic emergency steering state if it is determined that there is a steerable space;
and controlling the automatic emergency steering of the own vehicle according to the emergency risk avoiding route calculated in the automatic emergency steering state.
3. The method of claim 1, wherein the time T elapsed from the start point to the end point is equal to or greater than a minimum turn time;
the minimum steering time is obtained according to a preset maximum lateral acceleration threshold value of the bicycle.
4. The method of claim 2, wherein calculating the collision time based on the current vehicle motion state information and the obstacle motion state information comprises:
determining the coincidence ratio information, the transverse relative speed, the longitudinal relative speed, the transverse distance and the longitudinal distance of the own vehicle and the obstacle according to the current motion state information of the own vehicle and the motion state information of the obstacle;
and calculating the collision time based on the coincidence information, the transverse relative speed, the longitudinal relative speed, the transverse distance and the longitudinal distance.
5. The method of claim 2, wherein said evaluating whether there is a risk of collision based on said time of collision comprises:
And under the condition that the collision time is smaller than or equal to a preset first time threshold value and the state smaller than or equal to the preset first time threshold value continuously reaches a preset second time threshold value, evaluating that the collision risk exists currently.
6. The method of claim 2, wherein determining whether emergency braking is capable of avoiding collision risk comprises:
calculating the braking time required by emergency braking;
under the condition that the collision time is longer than the braking time, determining that the emergency braking can avoid collision risks;
in the event that the collision time is less than or equal to the braking time, determining that emergency braking cannot avoid the collision risk.
7. The method of claim 4, wherein determining whether the current lane or the adjacent lane has a steerable space according to the movement state of the moving object within the preset range of the obstacle and the surrounding lane comprises:
judging whether a steerable space exists or not according to the motion state of the obstacle, the transverse relative distance between the vehicle and the obstacle, the coincidence degree information between the obstacle and the vehicle, the state of an adjacent lane, the predicted track of the obstacle and the predicted track of a moving object in the preset range of the surrounding lane.
8. The method of claim 4, wherein the overlap ratio information is determined by:
and calculating the superposition part of the transverse dimension of the obstacle and the transverse dimension of the vehicle according to the transverse dimension of the vehicle, and obtaining the superposition information by the proportion of the transverse dimension of the vehicle.
9. The method of claim 7, wherein the predicted trajectory of the moving object is obtained by:
setting a sampling period and the maximum simultaneous sampling target number of a moving target in a preset range of a surrounding lane, detecting the motion states of a plurality of sampling points of the moving target in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving target, unifying the positions of the sampling points acquired at a plurality of continuous sampling moments under the same coordinate system, and fitting the positions of the sampling points at the plurality of continuous sampling moments through a least square method to obtain a y-x curve of the moving target changing along with time, wherein the y-x curve is used as a predicted track of the moving target; wherein x is the longitudinal displacement of the sampling point, and y is the transverse displacement of the sampling point;
The predicted track of the obstacle is obtained by the following method:
setting a sampling period and sampling points of the obstacle, detecting the motion states of a plurality of sampling points of the moving object in the sampling period, vectorizing the motion states of the sampling points, carrying out coordinate conversion based on the motion states of a vehicle and the moving object, unifying the positions of the sampling points acquired at a plurality of continuous sampling moments under the same coordinate system, and fitting the positions of the sampling points at the plurality of continuous sampling moments through a least square method to obtain a y-x curve of the moving object changing along with time, wherein the y-x curve is used as a predicted track of the moving object; where x is the longitudinal displacement of the sampling point and y is the transverse displacement of the sampling point.
10. The method as recited in claim 7, further comprising:
when the obstacle is a vehicle, the contact ratio of the obstacle and the vehicle is smaller than a preset threshold value, and the vehicle is allowed to be switched to an automatic emergency steering state, otherwise, the vehicle is not allowed to be switched to the automatic emergency steering state;
when the obstacle is a pedestrian, and the overlapping ratio of the obstacle and the vehicle is smaller than a preset threshold, and the overlapping part of the obstacle and the vehicle is positioned in a preset range on the left side and the right side of the vehicle, switching to an emergency steering state is allowed, and otherwise, switching to the emergency steering state is not allowed.
11. The method of any of claims 2 and 4-10, wherein if it is determined that the current lane or adjacent lane does not have steerable space, the method further comprises: and controlling the emergency braking of the bicycle.
12. The method of any one of claims 2 and 4-10, wherein controlling automatic emergency steering of the host vehicle in accordance with the emergency evacuation route comprises:
calculating the steering yaw rate required by the current vehicle according to the curvature, the transverse position error and the course angle error of the emergency escape route as input signals and by combining the operation of the current driver through a model predictive control algorithm;
and on a torque controller, taking the steering yaw rate as a feedforward input, taking the difference value between the calculated yaw rate and the actual yaw rate as a feedback input, calculating the torque through feedforward control and PID control, filtering the torque and processing the limit value, and outputting the torque to an electric power steering system so as to control the automatic emergency steering of the bicycle.
13. The method of any of claims 2 and 4-10, wherein switching the host vehicle to an automatic emergency steering state comprises:
Further judging whether a preset suppression condition of automatic emergency steering exists or not through a state machine, and if the suppression condition does not exist, entering a function enabling state of automatic emergency steering;
judging whether the driver performs the active steering operation, and if the driver does not perform the active steering operation, entering an activated state of automatic emergency steering.
14. An apparatus for implementing automatic emergency steering of a vehicle, comprising:
the target information acquisition module is used for acquiring the movement state information of the moving target in the preset range of the obstacle in front of the current lane and the surrounding lane;
the emergency risk avoidance route calculation module: the method comprises the steps of calculating an emergency risk avoidance route according to the current motion state information of the own vehicle and the motion state information of the obstacle;
the collision risk assessment module is used for calculating collision time according to the motion state information of the current own vehicle and the motion state information of the obstacle; according to the collision time, whether the collision risk exists at present is evaluated; judging whether the emergency braking can avoid the collision risk under the condition that the current collision risk is evaluated;
the emergency steering control module is used for controlling the automatic emergency steering of the vehicle according to the movement state of the obstacle and the moving object in the preset range of the surrounding lane under the condition that the collision risk cannot be avoided by emergency braking;
The emergency risk avoidance line is calculated by the following method:
deriving a starting position a of the vehicle relative to said obstacle at the start 0 Lateral velocity a 1 And lateral acceleration a 2 Is a value of (2);
acquiring an end position Y of the own vehicle relative to the obstacle at the end point of the planned emergency evacuation route end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And a time T elapsed from the start point to the end point;
defining the vehicle end position Y end Formula one:
Y end ＝f(T)＝a 0 +a 1 T+a 2 T 2 +a 3 T 3 +a 4 T 4 +a 5 T 5 ；
equation two defining the lateral acceleration of the vehicle at the termination point:
equation three, defining the lateral acceleration of the vehicle at the path termination point:
to determine the initial positiona 0 Lateral velocity a 1 And lateral acceleration a 2 End position Y of the own vehicle relative to the obstacle end Lateral velocity at the end pointAnd lateral acceleration at the end point +.>And substituting the time T from the starting point to the ending point into the formula I, the formula II and the formula III respectively to solve the coefficient a 3 、a 4 And a 5 Is a value of (2);
will a 0 、a 1 、a 2 、a 3 、a 4 And a 5 Substituting the value into the first formula to obtain a curve function of the emergency risk avoidance line; the curve function is a function of the vehicle end position with respect to the time variable T.
15. An automated driving assistance system, comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing a method for implementing automatic emergency steering of a vehicle according to any one of claims 1 to 13 when the program is executed.
16. A vehicle, characterized by comprising: the automated driving assistance system of claim 15.
17. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which, when executed by a processor, implements a method for implementing automatic emergency steering of a vehicle according to any one of claims 1-13.
CN202310685952.0A 2023-06-09 2023-06-09 Method and related device for realizing automatic emergency steering of vehicle Active CN116653932B (en)

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