CN116946084A - AEB false triggering prevention method and device during overtaking, electronic equipment and storage medium - Google Patents
AEB false triggering prevention method and device during overtaking, electronic equipment and storage medium Download PDFInfo
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/08—Lane monitoring; Lane Keeping Systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/08—Lane monitoring; Lane Keeping Systems
- B60T2201/086—Lane monitoring; Lane Keeping Systems using driver related features
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/02—Active Steering, Steer-by-Wire
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Abstract
The application discloses an AEB false triggering prevention method and device during overtaking, electronic equipment and storage media, wherein the method comprises the following steps: calculating a first steering wheel angle of the vehicle according to an environment sensing module on the vehicle; calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle; judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle; if the vehicle is judged to belong to lane changing overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance; and if the vehicle is judged not to belong to the lane change overtaking, triggering the AEB to brake when the commercial vehicle overtakes in a short distance. The application can prevent the AEB from being triggered by mistake when the commercial vehicle overtakes in a short distance.
Description
Technical Field
The application relates to the technical field of automatic driving, in particular to an AEB false triggering prevention method and device during overtaking, electronic equipment and storage medium.
Background
In the technical field of active safety of automobiles, with national importance placed on safe driving of commercial vehicles, AEB systems (Autonomous Emergency Braking, automatic emergency brake systems) have been forcibly installed on part of automobile types. The vehicle AEB system can acquire the information of the front obstacle through the sensor and calculate the collision risk with the target object in real time by combining the motion state of the vehicle, and when the collision risk occurs, the vehicle automatically starts the braking system to enable the vehicle to slow down, so that the collision injury is avoided or reduced.
In the related art, the collision risk of the AEB is calculated according to a safe distance model or collision time of the front vehicle and the rear vehicle, so that the effects of avoiding collision or reducing collision injury can be achieved. But neglects the scene of the aggressive driver in the commercial vehicle in a short-distance overtaking, the speed difference of the two vehicles is larger at the moment, the collision risk is high, and the AEB function is easy to trigger by mistake, so that the problem of preventing the AEB from triggering by mistake during the short-distance overtaking is solved.
Disclosure of Invention
The embodiment of the application provides an AEB false triggering prevention method and device during overtaking, electronic equipment and storage media, and aims to prevent AEB from being triggered by false during short-distance overtaking of a commercial vehicle.
The embodiment of the application adopts the following technical scheme:
in a first aspect, an embodiment of the present application provides an AEB false triggering prevention method during overtaking, where the method includes:
calculating a first steering wheel angle of the vehicle according to an environment sensing module on the vehicle;
calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
if the vehicle is judged to belong to lane changing overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance;
And if the vehicle is judged not to belong to the lane change overtaking, triggering the AEB to brake when the commercial vehicle overtakes in a short distance.
In some embodiments, the determining whether the vehicle belongs to lane-change overtaking based on the preset relationship between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle includes:
judging whether the steering wheel angle increment is within a preset range or not;
if the difference between the actual steering wheel angle and the first steering wheel angle is larger than a preset anchoring value or the difference between the actual steering wheel angle and the second steering wheel angle is larger than a preset anchoring value, the steering wheel angle increment is not in a preset range, and whether the vehicle overtakes or not is continuously judged;
if the vehicle is overtaking, the braking of the AEB is not triggered.
In some embodiments, the determining whether the vehicle belongs to lane-change overtaking based on the preset relationship between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle includes:
if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than the preset anchoring value, the steering wheel angle increment is considered that the vehicle is not overtaking within a preset range, and collision risk is continuously calculated.
In some embodiments, the triggering or not triggering the braking of the AEB when the commercial vehicle overtakes in a short distance according to the collision risk comprises:
judging whether the vehicle belongs to lane change overtaking or not by judging the overtaking intention of a driver running on the road with different curvatures, wherein the road with different curvatures at least comprises one of the following steps: straight road and curve road;
triggering the braking of the AEB if there is a collision risk;
if there is no risk of collision, the braking of the AEB is not triggered.
In some embodiments, the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are mutually redundant, wherein the first steering wheel angle adopts a calculation method based on lane lines, and the second steering wheel angle adopts a calculation method based on self-vehicle gestures.
In some embodiments, the vehicle comprises a commercial vehicle, the calculating a first steering wheel angle of the vehicle from an environmental awareness module on the vehicle comprises:
extracting and obtaining a lane line equation according to an image sensing result in an AEB environment sensing module of the commercial vehicle, wherein the lane line equation is a cubic function based on intercept, slope, curvature and curvature change rate;
And calculating the first steering wheel corner of the vehicle under different curvatures according to the wheelbase and the steering coefficient of the vehicle.
In some embodiments, the vehicle comprises a commercial vehicle, the calculating a second steering wheel angle of the vehicle from a chassis module of the vehicle comprises:
extracting yaw rate information according to a chassis module of the commercial vehicle;
calculating a second steering wheel angle of the vehicle when the front road has no lane line;
calculating a turning radius according to the vehicle chassis speed and the yaw rate information;
and calculating a second steering wheel angle of the vehicle according to the vehicle wheelbase, the steering coefficient and the turning radius.
In some embodiments, the calculating a first steering wheel angle of the vehicle according to an environmental awareness module on the vehicle includes:
calculating theoretical steering wheel corners on roads with different curvatures according to lane line information provided by an environment sensing module on a vehicle;
the calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle comprises:
and calculating the curve radius of the current vehicle according to the transverse angular speed of the vehicle in the chassis module of the vehicle, and calculating the second steering wheel corner of the vehicle on the road with different curvatures according to the curve radius.
In a second aspect, an embodiment of the present application further provides an AEB false triggering prevention device during overtaking, where the device includes:
the first calculating module is used for calculating a first steering wheel angle of the vehicle according to the environment sensing module on the vehicle;
the second calculation module is used for calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
the overtaking judging module is used for judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
the first response module is used for not triggering the AEB braking when the commercial vehicle is in short-distance overtaking when the vehicle is judged to belong to lane changing overtaking;
and the second response module is used for triggering the AEB braking when the vehicle is judged not to belong to lane change overtaking and the commercial vehicle overtakes in a short distance.
In a third aspect, an embodiment of the present application further provides an electronic device, including: a processor; and a memory arranged to store computer executable instructions that, when executed, cause the processor to perform the above method.
In a fourth aspect, embodiments of the present application also provide a computer-readable storage medium storing one or more programs, which when executed by an electronic device comprising a plurality of application programs, cause the electronic device to perform the above-described method.
The above at least one technical scheme adopted by the embodiment of the application can achieve the following beneficial effects: calculating a first steering wheel angle of the vehicle by adopting an environment sensing module; and calculating a second steering wheel angle of the vehicle by adopting the chassis module. And further judging whether the vehicle belongs to lane change overtaking or not based on the preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle, and finally triggering or not triggering the AEB braking when the commercial vehicle overtakes in a short distance according to whether the vehicle belongs to lane change overtaking. Through defining the specific close-range overtaking scene of the commercial vehicle, the false triggering of the AEB during normal overtaking of the commercial vehicle can be prevented, and meanwhile, the braking of the AEB can still be normally triggered when the close-range overtaking has collision risk, so that the triggering of the false braking of the AEB caused during the close-range overtaking can be effectively reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
FIG. 1 is a schematic diagram of a hardware structure involved in an AEB false triggering prevention method during a overtaking process in an embodiment of the application;
FIG. 2 is a flow chart of an AEB false triggering prevention method when a vehicle is overtaking in an embodiment of the application;
FIG. 3 is a schematic diagram of an AEB false triggering prevention method during a overtaking process according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a straight-way overtaking scene in the AEB false triggering prevention method when overtaking in the embodiment of the application;
FIG. 5 is a schematic diagram of a curve overtaking scene in the AEB false triggering prevention method when overtaking in the embodiment of the application;
FIG. 6 is a schematic diagram of an AEB false triggering prevention device when a vehicle is overtaking in an embodiment of the present application;
fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to specific embodiments of the present application and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The following describes in detail the technical solutions provided by the embodiments of the present application with reference to the accompanying drawings.
As shown in FIG. 1, in the embodiment of the application, a hardware structure diagram related to an AEB false triggering prevention method during overtaking includes an environment sensing module, a vehicle chassis module, an AEB control unit and a brake executing mechanism. The environment sensing module, the vehicle chassis module, the AEB control unit and the brake actuating mechanism are all mechanisms and modules which are pre-installed or inherent on the commercial vehicle. Specifically, on the one hand, through the environment sensing module, a lane line equation can be established based on the environment sensing result. And simultaneously obtain information of targets (front vehicles and front obstacles). The environment sensing module inputs a sensing result to the AEB control unit, and the AEB control unit can respond to a deceleration operation instruction for executing target deceleration and send the instruction to the brake executing mechanism for executing. On the other hand, vehicle state information is acquired through the vehicle chassis module, and then the vehicle state information acquired by the vehicle chassis module is sent to the AEB control unit for response.
Preferably, considering that the application is used for AEB false triggering prevention in an overtaking scene, the environment sensing module and the vehicle chassis module are both detected in real time and synchronized to the AEB control unit.
Preferably, the environment sensing module can be used when the confidence of the recognition result of the lane mark (or other traffic mark) information on the road surface is high, can calculate steering angles of the steering wheel according to different road curvatures in the overtaking scene, and can judge overtaking or collision risk in the next step.
Preferably, the vehicle chassis module may acquire a vehicle body posture according to the vehicle itself and calculate a steering angle of the steering wheel when the lane line mark on the road surface is missing or the recognition result is not good, and may perform the next overtaking or collision risk judgment.
The embodiment of the application provides an AEB false triggering prevention method during overtaking, as shown in fig. 2, and provides a flow diagram of the AEB false triggering prevention method during overtaking in the embodiment of the application, wherein the method at least comprises the following steps S210 to S240:
step S210, calculating a first steering wheel corner of the vehicle according to an environment sensing module on the vehicle.
Taking a commercial vehicle as an example, the AEB false touch prevention environment sensing module of the commercial vehicle adopts a millimeter wave radar and intelligent camera fusion scheme, and the intelligent camera can provide a lane line equation.
It should be noted that the multiple sensors such as the millimeter wave radar and the intelligent camera are calibrated in advance in a combined way, and the same coordinate system is adopted. In addition, the millimeter wave radar and the intelligent camera and other sensors are subjected to time stamp synchronization, so that consistency of sensing results is ensured.
According to the lane line equation in the result, the corresponding theoretical steering wheel angle can be calculated.
Step S220, calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle.
Taking a commercial vehicle as an example, as an AEB false touch prevention chassis module of the commercial vehicle, yaw rate information can be extracted, and a theoretical steering wheel angle is calculated when a lane line does not exist on a road ahead.
It will be appreciated that yaw rate refers to the angular velocity at which the vehicle mass rotates about the z-axis (vehicle coordinate system) and can be used as a factor in determining vehicle stability.
Step S230, judging whether the vehicle belongs to lane-changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle.
Taking a scene of the commercial vehicle when overtaking as an example, judging collision risk based on a preset relationship between the actual steering wheel angle of the vehicle obtained by actual measurement and calculation and the calculated first steering wheel angle and second steering wheel angle.
It is generally understood that, when a commercial vehicle is overtaking, if the commercial vehicle belongs to a scene of a short-distance overtaking of an aggressive driver in the commercial vehicle, whether a collision risk exists or not needs to be judged based on the combination of the preset relations between the actual steering wheel angle and the first steering wheel angle and the second steering wheel angle.
And step S240, if the vehicle is judged to belong to lane change overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance.
Step S250, if the vehicle is judged not to belong to lane change overtaking, the AEB brake is triggered when the commercial vehicle overtakes in a short distance.
When judging whether the vehicle belongs to lane change overtaking, the collision risk exists in the case of lane change or the case of lane change, so that the AEB control unit decides whether to trigger or not trigger the braking of the AEB. If triggered, it is also necessary to determine at which deceleration braking is to be performed. If not triggered, a scene of overtaking may be considered. And may cover a straight cut or curve cut scene.
Under the scene of curve or straight line overtaking of the commercial vehicle, the self-load of the commercial vehicle and the rotation angle increment of the steering wheel are considered, so that the false triggering of unnecessary AEB braking in the overtaking process can be reduced. And also to calculate a reasonable deceleration and trigger AEB braking if there is a risk of collision during the overtaking process.
In the related art, the method is different from the method that when AEB collision risk is calculated, the calculation is carried out according to a safe distance model or collision time of two vehicles in front and behind, the effect of collision avoidance or collision injury reduction can be achieved, and the close-range overtaking scene of an aggressive driver in a commercial vehicle is ignored. At this time, if the collision time is still calculated, the collision risk is high due to the large speed difference between the two vehicles. Meanwhile, if the collision risk is not reasonably estimated, the AEB function is frequently triggered by mistake, so that the experience of the driving process is poor.
By the method, the problem that AEB is triggered by mistake when the commercial vehicle performs short-distance overtaking can be solved. The monitoring of the AEB for preventing the false touch is kept when the commercial vehicle overtakes, the AEB is triggered in time when collision risk exists, and meanwhile, the AEB is not triggered when the collision risk does not exist, namely, the normal overtaking of the commercial vehicle driver (the aggressive driver overtaking in a short distance) is judged, so that the AEB for preventing the false touch is ensured.
In addition, through the method, false triggering of the AEB function caused by overtaking on a straight road and a curve is reduced.
In one embodiment of the present application, the determining whether the vehicle belongs to lane-change overtaking based on the preset relationship between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle includes: judging whether the steering wheel angle increment is within a preset range or not; if the difference between the actual steering wheel angle and the first steering wheel angle is larger than a preset anchoring value or the difference between the actual steering wheel angle and the second steering wheel angle is larger than a preset anchoring value, the steering wheel angle increment is not in a preset range, and whether the vehicle overtakes or not is continuously judged; if the vehicle is overtaking, the braking of the AEB is not triggered.
Firstly, judging whether the steering wheel angle increment of the commercial vehicle meets a calibration value (actual measurement or experience value);
secondly, when the steering wheel rotation angle increment is judged not to be within the set threshold value, the collision risk between the front and rear vehicles (the own vehicle and the front obstacle/vehicle) is calculated, and the vehicle braking is controlled after the trigger AEB condition is met.
Finally, the manner of judging whether the steering wheel angle increment meets the calibration value is as follows:
SteerAngle-SteerAngle1＞TBD (5)
SteerAngle-SteerAngle2＞TBD (6)
wherein SteerAngle is the actual steering wheel angle, is the actual measurement value, and TBD is the calibration value.
SteerAngle1 and SteerAngle2 are theoretical steering wheel steering angles calculated in two different ways, respectively.
When either equation (5) or (6) holds, then the driver is considered to be overtaking, at which point the risk of collision will not be calculated.
Specifically, one case is if the difference between the actual steering wheel angle and the first steering wheel angle is greater than a preset anchoring value. Alternatively, if the difference between the actual steering wheel angle and the second steering wheel angle is greater than the preset anchor value, then the steering wheel angle increment is considered to be out of the preset range, and the determination is continued as to whether the vehicle is overtaking.
Further, if it is determined that the commercial vehicle is overtaking at this time, the braking of the AEB is not triggered.
In one embodiment of the present application, the determining whether the vehicle belongs to lane-change overtaking based on the preset relationship between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle includes: if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than the preset anchoring value, the steering wheel angle increment is considered that the vehicle is not overtaking within a preset range, and collision risk is continuously calculated.
In the same way, judging whether the steering wheel angle increment of the commercial vehicle meets a standard value (actual measurement or experience value);
the manner of determining whether the steering wheel angle increment satisfies the calibration value is as follows:
SteerAngle-SteerAngle1＞TBD (5)
SteerAngle-SteerAngle2＞TBD (6)
when (5) and (6) are not established, calculating collision risk, and triggering AEB braking after the collision risk is met.
Specifically, if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchoring value, it is considered that the vehicle is not overtaking within the preset range in the steering wheel angle increment, and whether the collision risk exists needs to be continuously judged.
In one embodiment of the application, the triggering or non-triggering of the braking of the AEB at a short-range overtaking of the commercial vehicle according to the collision risk comprises: judging whether the vehicle belongs to lane change overtaking or not by judging the overtaking intention of a driver running on the road with different curvatures, wherein the road with different curvatures at least comprises one of the following steps: straight road and curve road; if the vehicle is judged to belong to a straight road or a curve road overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance; and if the vehicle is judged not to belong to the straight road or the curve road overtaking, triggering the AEB braking when the commercial vehicle overtakes in a short distance.
For the judgment of roads with different curvatures, false triggering of AEB can be prevented according to the overtaking intention of a driver. Further, if there is a collision risk, braking of the AEB is triggered, whereas if there is no collision risk, braking of the AEB is not triggered.
It should be noted that, two algorithms, namely lane lines and vehicle gestures, are adopted to calculate the first and second theoretical steering wheel angles respectively, and the redundant function can be achieved.
In one embodiment of the present application, the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are mutually redundant, wherein the first steering wheel angle adopts a calculation method based on lane lines, and the second steering wheel angle adopts a calculation method based on self-vehicle gestures.
In specific implementation, when the first steering wheel angle is calculated, the theoretical steering wheel angles on roads with different curvatures can be calculated through the lane line equation, and when the AEB control unit judges that the actual steering wheel angle is larger than the theoretical steering wheel angle, the braking function of the AEB is not triggered.
Further, when the second steering wheel angle is calculated, the radius of the curve on which the vehicle is running is calculated through the transverse angular velocity of the vehicle, the theoretical steering wheel angles on the roads with different curvatures can be calculated through the radius of the curve, and when the AEB control unit judges that the actual steering wheel angle is larger than the theoretical steering wheel angle, the AEB braking function is not triggered.
And (3) through judging that the steering wheel angle increment is within a set threshold value, starting to calculate collision risk existing between the two vehicles, and starting to control the vehicle to brake after the trigger AEB condition is met.
In one embodiment of the application, the vehicle comprises a commercial vehicle, and the calculating the first steering wheel angle of the vehicle according to the environmental awareness module on the vehicle comprises: extracting and obtaining a lane line equation according to an image sensing result in an AEB environment sensing module of the commercial vehicle, wherein the lane line equation is a cubic function based on intercept, slope, curvature and curvature change rate; and calculating the first steering wheel corner of the vehicle under different curvatures according to the wheelbase and the steering coefficient of the vehicle.
During specific implementation, a millimeter wave radar and intelligent camera fusion scheme is adopted in an AEB environment sensing module of the commercial vehicle, and the intelligent camera can provide a lane line equation:
y＝C 0 +C 1 X+C 2 X 2 +C 3 X 3 (1)
wherein C is 0 : intercept, C 1 : slope, 2C 2 : curvature, C 3 : curvature change rate.
Then, the theoretical steering wheel angle under different curvatures is calculated by the lane line equation coefficient:
where L represents the vehicle wheelbase, i represents the steering gear ratio, and k represents the understeer coefficient.
As shown in fig. 4 and 5, the lane-line equation may calculate the theoretical steering wheel angle on the roads with different curvatures, and when the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the system will not trigger the AEB function.
In one embodiment of the application, the vehicle comprises a commercial vehicle, and the calculating a second steering wheel angle of the vehicle from the chassis module of the vehicle comprises: extracting yaw rate information according to a chassis module of the commercial vehicle; calculating a second steering wheel angle of the vehicle when the front road has no lane line; calculating a turning radius according to the vehicle chassis speed and the yaw rate information; and calculating a second steering wheel angle of the vehicle according to the vehicle wheelbase, the steering coefficient and the turning radius.
In specific implementation, the vehicle chassis extracts yaw rate information, and theoretical steering wheel angles are calculated through the steps (3) and (4) when the front road does not have a lane line
R＝V/ω (3)
Where ω represents the yaw rate, R indicating the turning radius.
Further, theoretical steering wheel angles under different curvatures are calculated for yaw rate
SteerAngle2＝R*L*i*k (4)
Where L represents the vehicle wheelbase, i represents the steering gear ratio, and k represents the understeer coefficient.
When the transverse angular velocity of the vehicle is calculated, according to the radius of the curve on which the vehicle is running, the theoretical steering wheel angles on the roads with different curvatures can be calculated through the radius of the curve, and when the AEB control unit judges that the actual steering wheel angle is larger than the theoretical steering wheel angle, the system can not trigger the AEB function.
In one embodiment of the present application, the calculating a first steering wheel angle of the vehicle according to the environmental awareness module on the vehicle includes: calculating theoretical steering wheel corners on roads with different curvatures according to lane line information provided by an environment sensing module on a vehicle; the calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle comprises: and calculating the curve radius of the current vehicle according to the transverse angular speed of the vehicle in the chassis module of the vehicle, and calculating the second steering wheel corner of the vehicle on the road with different curvatures according to the curve radius.
The lane line equation can calculate theoretical steering wheel angles on roads with different curvatures, and when the AEB control unit judges that the actual steering wheel angle is larger than the theoretical steering wheel angle, the AEB function is not triggered. The transverse angular velocity of the vehicle calculates the radius of a curve on which the vehicle is currently running, theoretical steering wheel angles on roads with different curvatures can be calculated through the radius of the curve, and when the AEB control unit judges that the actual steering wheel angle is larger than the theoretical steering wheel angle, the AEB function is not triggered.
In addition, the steering wheel angle of the theoretical vehicle can be calculated by two algorithms, namely a lane line and a vehicle posture, by calculating the first steering wheel angle of the vehicle and the second steering wheel angle of the vehicle, so that the redundancy effect is achieved.
In order to better understand the implementation principle of the AEB false triggering prevention method during overtaking in the embodiment of the present application, as shown in fig. 3, the method specifically includes the following steps:
the AEB environment sensing module of the commercial vehicle adopts a millimeter wave radar and intelligent camera fusion scheme, and the intelligent camera can provide a lane line equation
y＝C 0 +C 1 X+C 2 X 2 +C 3 X 3 (1)
Wherein C is 0 : intercept, C 1 : slope, 2C 2 : curvature, C 3 : rate of curvature change
Theoretical steering wheel corner under different curvatures is calculated by lane line equation coefficient
L: vehicle wheelbase, i: steering gear ratio, k: understeer coefficient
The vehicle chassis extracts yaw rate information, and theoretical steering wheel turning angles are calculated through the steps (3) and (4) when the front road does not have a lane line
R＝V/ω (3)
Omega: yaw rate, R: radius of turning
Calculating theoretical steering wheel angle under different curvatures by yaw rate
SteerAngle2＝R*L*i*k (4)
Judging whether the steering wheel angle increment meets the calibration value
SteerAngle-SteerAngle1＞TBD (5)
SteerAngle-SteerAngle2＞TBD (6)
SteerAngle: actual steering wheel angle, TBD calibration.
When equation (5) or (6) holds, then the driver is considered to be overtaking, at which point the risk of collision will not be calculated;
when (5) and (6) are not established, calculating collision risk, and triggering AEB braking after the collision risk is met.
As shown in fig. 4, when the commercial vehicle is in a straight-road short-distance overtaking, judging whether the steering wheel angle increment is within a preset range or not; if the difference between the actual steering wheel angle and the first steering wheel angle is larger than a preset anchoring value or the difference between the actual steering wheel angle and the second steering wheel angle is larger than a preset anchoring value, the steering wheel angle increment is not in a preset range, and whether the vehicle overtakes in a straight road or not is continuously judged;
if the vehicle is overtaking, the braking of the AEB is not triggered.
Whether judge the vehicle belongs to lane change overtaking based on the actual steering wheel angle of vehicle with preset relation between first steering wheel angle and the second steering wheel angle three, include:
if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than the preset anchoring value, the steering wheel angle increment is considered to be within a preset range, the vehicle is not overtaking in a straight road, and the collision risk is continuously calculated.
As shown in fig. 5, when the commercial vehicle is in a curve close-distance overtaking, and when the commercial vehicle is in a straight-road close-distance overtaking, judging whether the steering wheel angle increment is in a preset range or not; if the difference between the actual steering wheel angle and the first steering wheel angle is larger than a preset anchoring value or the difference between the actual steering wheel angle and the second steering wheel angle is larger than a preset anchoring value, the steering wheel angle increment is not in a preset range, and whether the vehicle overtakes in a curve or not is continuously judged;
if the vehicle is overtaking, the braking of the AEB is not triggered.
Whether judge the vehicle belongs to lane change overtaking based on the actual steering wheel angle of vehicle with preset relation between first steering wheel angle and the second steering wheel angle three, include:
If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than the preset anchoring value, the steering wheel angle increment is considered that the vehicle is not overtaking in a curve within a preset range, and the collision risk is continuously calculated.
The embodiment of the application also provides an AEB false triggering prevention device 600 during overtaking, as shown in fig. 6, and provides a schematic structural diagram of the AEB false triggering prevention device during overtaking in the embodiment of the application, where the device 600 at least includes: the first computing module 610, the second computing module 620, the overtaking judging module 630, the first response module 640, and the second response module 650, wherein:
in one embodiment of the present application, the first computing module 610 is specifically configured to: according to an environment sensing module on the vehicle, calculating a first steering wheel corner of the vehicle.
Taking a commercial vehicle as an example, the AEB false touch prevention environment sensing module of the commercial vehicle adopts a millimeter wave radar and intelligent camera fusion scheme, and the intelligent camera can provide a lane line equation.
It should be noted that the multiple sensors such as the millimeter wave radar and the intelligent camera are calibrated in advance in a combined way, and the same coordinate system is adopted. In addition, the millimeter wave radar and the intelligent camera and other sensors are subjected to time stamp synchronization, so that consistency of sensing results is ensured.
According to the lane line equation in the result, the corresponding theoretical steering wheel angle can be calculated.
In one embodiment of the present application, the second computing module 620 is specifically configured to: and calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle.
Taking a commercial vehicle as an example, as an AEB false touch prevention chassis module of the commercial vehicle, yaw rate information can be extracted, and a theoretical steering wheel angle is calculated when a lane line does not exist on a road ahead.
It will be appreciated that yaw rate refers to the angular velocity at which the vehicle mass rotates about the z-axis (vehicle coordinate system) and can be used as a factor in determining vehicle stability.
In one embodiment of the present application, the overtaking determination module 630 is specifically configured to: and judging whether the vehicle belongs to lane change overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle.
Taking a scene of the commercial vehicle when overtaking as an example, judging collision risk based on a preset relationship between the actual steering wheel angle of the vehicle obtained by actual measurement and calculation and the calculated first steering wheel angle and second steering wheel angle.
It is generally understood that, when a commercial vehicle is overtaking, if the commercial vehicle belongs to a scene of a short-distance overtaking of an aggressive driver in the commercial vehicle, whether a collision risk exists or not needs to be judged based on the combination of the preset relations between the actual steering wheel angle and the first steering wheel angle and the second steering wheel angle.
In one embodiment of the present application, the first response module 640 and the second response module 650 are specifically configured to: and when the vehicle is judged to belong to lane change overtaking, the AEB is not triggered to brake when the commercial vehicle is overtaken at a short distance, and the AEB is triggered to brake when the commercial vehicle is overtaken at a short distance.
When judging whether the vehicle belongs to lane change overtaking, the collision risk exists in the case of lane change or the case of lane change, so that the AEB control unit decides whether to trigger or not trigger the braking of the AEB. If triggered, it is also necessary to determine at which deceleration braking is to be performed. If not triggered, a scene of overtaking may be considered. And may cover a straight cut or curve cut scene.
Under the scene of curve or straight line overtaking of the commercial vehicle, the self-load of the commercial vehicle and the rotation angle increment of the steering wheel are considered, so that the false triggering of unnecessary AEB braking in the overtaking process can be reduced. And also to calculate a reasonable deceleration and trigger AEB braking if there is a risk of collision during the overtaking process.
It can be understood that the above-mentioned AEB false triggering prevention device during overtaking can realize each step of the method for preventing false triggering of AEB during overtaking provided in the foregoing embodiment, and the explanation related to the method for preventing false triggering of AEB during overtaking is applicable to the AEB false triggering prevention device during overtaking, and is not repeated herein.
Fig. 7 is a schematic structural view of an electronic device according to an embodiment of the present application. Referring to fig. 7, at the hardware level, the electronic device includes a processor, and optionally an internal bus, a network interface, and a memory. The Memory may include a Memory, such as a Random-Access Memory (RAM), and may further include a non-volatile Memory (non-volatile Memory), such as at least 1 disk Memory. Of course, the electronic device may also include hardware required for other services.
The processor, network interface, and memory may be interconnected by an internal bus, which may be an ISA (Industry Standard Architecture ) bus, a PCI (Peripheral Component Interconnect, peripheral component interconnect standard) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The buses may be classified as address buses, data buses, control buses, etc. For ease of illustration, only one bi-directional arrow is shown in FIG. 7, but not only one bus or type of bus.
And the memory is used for storing programs. In particular, the program may include program code including computer-operating instructions. The memory may include memory and non-volatile storage and provide instructions and data to the processor.
The processor reads the corresponding computer program from the nonvolatile memory to the memory and then operates the computer program to form the AEB false triggering prevention device when the vehicle is overtime on the logic level. The processor is used for executing the programs stored in the memory and is specifically used for executing the following operations:
calculating a first steering wheel angle of the vehicle according to an environment sensing module on the vehicle;
calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
if the vehicle is judged to belong to lane changing overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance;
and if the vehicle is judged not to belong to the lane change overtaking, triggering the AEB to brake when the commercial vehicle overtakes in a short distance.
The method executed by the AEB false triggering prevention device during overtaking disclosed in the embodiment shown in fig. 2 of the application can be applied to a processor or realized by the processor. The processor may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in a processor or by instructions in the form of software. The processor may be a general-purpose processor, including a central processing unit (Central Processing Unit, CPU), a network processor (Network Processor, NP), etc.; but also digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), field programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be embodied directly in the execution of a hardware decoding processor, or in the execution of a combination of hardware and software modules in a decoding processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in a memory, and the processor reads the information in the memory and, in combination with its hardware, performs the steps of the above method.
The electronic device may further execute the method executed by the AEB anti-false triggering device in fig. 2 during overtaking, and implement the function of the AEB anti-false triggering device in the embodiment shown in fig. 2 during overtaking, which is not described herein.
The embodiment of the application also provides a computer readable storage medium, which stores one or more programs, the one or more programs including instructions, which when executed by an electronic device including a plurality of application programs, enable the electronic device to execute the method executed by the AEB false triggering prevention device in the overtaking situation in the embodiment shown in fig. 2, and is specifically configured to execute:
calculating a first steering wheel angle of the vehicle according to an environment sensing module on the vehicle;
calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
if the vehicle is judged to belong to lane changing overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance;
and if the vehicle is judged not to belong to the lane change overtaking, triggering the AEB to brake when the commercial vehicle overtakes in a short distance.
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, disk storage, CD-ROM, 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.
In one typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of computer-readable media.
Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. 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 apparatus that comprises the element.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and variations of the present application will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the application are to be included in the scope of the claims of the present application.
Claims (11)
1. An AEB false triggering prevention method during overtaking, wherein the method comprises the following steps:
calculating a first steering wheel angle of the vehicle according to an environment sensing module on the vehicle;
calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
If the vehicle is judged to belong to lane changing overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance;
and if the vehicle is judged not to belong to the lane change overtaking, triggering the AEB to brake when the commercial vehicle overtakes in a short distance.
2. The method of claim 1, wherein the determining whether the vehicle belongs to a lane-change overtaking based on a preset relationship between an actual steering wheel angle of the vehicle and the first and second steering wheel angles comprises:
judging whether the steering wheel angle increment is within a preset range or not;
if the difference between the actual steering wheel angle and the first steering wheel angle is larger than a preset anchoring value or the difference between the actual steering wheel angle and the second steering wheel angle is larger than a preset anchoring value, the steering wheel angle increment is not in a preset range, and whether the vehicle overtakes or not is continuously judged;
if the vehicle is overtaking, the braking of the AEB is not triggered.
3. The method of claim 2, wherein the determining whether the vehicle belongs to a lane-change overtaking based on a preset relationship between an actual steering wheel angle of the vehicle and the first and second steering wheel angles comprises:
If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchoring value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than the preset anchoring value, the steering wheel angle increment is considered that the vehicle is not overtaking within a preset range, and collision risk is continuously calculated.
4. A method as claimed in claim 3, wherein the method further comprises:
by judging the overtaking intention of a driver of the vehicle running on roads with different curvatures, whether the vehicle belongs to lane changing overtaking or not, the roads with different curvatures at least comprise one of the following: straight road and curve road;
if the vehicle is judged to belong to a straight road or a curve road overtaking, the AEB brake is not triggered when the commercial vehicle overtakes in a short distance;
and if the vehicle is judged not to belong to the straight road or the curve road overtaking, triggering the AEB braking when the commercial vehicle overtakes in a short distance.
5. The method of claim 3 or 2, wherein the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are redundant to each other, wherein the first steering wheel angle adopts a lane line-based calculation method, and the second steering wheel angle adopts a self-vehicle posture-based calculation method.
6. The method of claim 1, wherein the vehicle comprises a commercial vehicle, and the calculating the first steering wheel angle of the vehicle based on the environmental awareness module on the vehicle comprises:
extracting and obtaining a lane line equation according to an image sensing result in an AEB environment sensing module of the commercial vehicle, wherein the lane line equation is a cubic function based on intercept, slope, curvature and curvature change rate;
and calculating the first steering wheel corner of the vehicle under different curvatures according to the wheelbase and the steering coefficient of the vehicle.
7. The method of claim 1, wherein the vehicle comprises a commercial vehicle, the calculating a second steering wheel angle of the vehicle from a chassis module of the vehicle comprising:
extracting yaw rate information according to a chassis module of the commercial vehicle;
calculating a second steering wheel angle of the vehicle when the front road has no lane line;
calculating a turning radius according to the vehicle chassis speed and the yaw rate information;
and calculating a second steering wheel angle of the vehicle according to the vehicle wheelbase, the steering coefficient and the turning radius.
8. The method according to claim 1 to 7, wherein,
according to the environmental perception module on the vehicle, calculate the first steering wheel corner of vehicle, include:
Calculating theoretical steering wheel corners on roads with different curvatures according to lane line information provided by an environment sensing module on a vehicle;
the calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle comprises:
and calculating the curve radius of the current vehicle according to the transverse angular speed of the vehicle in the chassis module of the vehicle, and calculating the second steering wheel corner of the vehicle on the road with different curvatures according to the curve radius.
9. An AEB false triggering prevention device when overtaking, wherein the device comprises:
the first calculating module is used for calculating a first steering wheel angle of the vehicle according to the environment sensing module on the vehicle;
the second calculation module is used for calculating a second steering wheel angle of the vehicle according to the chassis module of the vehicle;
the overtaking judging module is used for judging whether the vehicle belongs to lane changing overtaking or not based on a preset relation between the actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle;
the first response module is used for not triggering the AEB braking when the commercial vehicle is in short-distance overtaking when the vehicle is judged to belong to lane changing overtaking;
and the second response module is used for triggering the AEB braking when the vehicle is judged not to belong to lane change overtaking and the commercial vehicle overtakes in a short distance.
10. An electronic device, comprising:
a processor; and
a memory arranged to store computer executable instructions which, when executed, cause the processor to perform the method of any of claims 1 to 7.
11. A computer readable storage medium storing one or more programs, which when executed by an electronic device comprising a plurality of application programs, cause the electronic device to perform the method of any of claims 1-7.
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