CN204383457U - A kind of vehicle Collision avoidance device - Google Patents

Abstract

The utility model discloses a vehicle active collision avoidance device, which comprises a vehicle radar system, a vehicle sensor, an executive mechanism, and a central control system. The vehicle sensor and the vehicle radar system are connected with the central control system, and the central control system It is connected with the executive mechanism, which is connected with the self-vehicle; the CPU of the above-mentioned central control system judges the safety state by receiving various data from the sensor, and issues the necessary collision avoidance instructions. The active safety collision avoidance device and method thereof of the present utility model can judge the safety state of the own vehicle through the real-time data collected by the vehicle radar and the vehicle sensor system, and the driver's mental state is not good, or the driver's attention is not good. In the case of concentration, it can effectively avoid the occurrence of traffic accidents.

Description

A vehicle active collision avoidance device

technical field

The utility model relates to an active safety control system, in particular to a calculation method and a device for an active safety distance of a vehicle.

Background technique

With the rapid development of China's automobile industry and the increase of the total number of automobiles, the number of traffic accidents and casualties across the country is also increasing. Therefore, the safety of automobiles has gradually become the focus of attention.

The safety of automobiles is divided into two parts: "active safety" and "passive safety". Energy-absorbing body, airbags, and seat belts can only solve problems after accidents, so these systems can only be passive safety, which plays a protective role in collisions; active safety systems prevent traffic accidents in advance, It can better ensure the safety of drivers and passengers, so active safety systems will attract more attention than passive safety systems. The content of active safety technology not only directly affects the safety performance of the vehicle, but also increases the value of the car itself. At present, mainstream automotive active safety technologies mainly include ABS (anti-lock braking system), EBD (Electric Brake force Distribution,) (electronic brake force distribution), EBA (electrically controlled auxiliary braking system), TCS (traction control) and ESC ( Electric stability control), (electronic stability control), etc.

But above-mentioned technology can't prevent the generation of accident in advance, also can't reduce the generation of accident effectively under the situation that the driver's state of mind is not good again, inattentive. For this reason, the active collision avoidance system of the utility model must be used, which can take collision avoidance measures in advance to prevent accidents when the driver does not take measures.

The existing collision avoidance distance models are too complex, and many of them are empirical formulas, which cannot meet the complex conditions of China's road conditions, and the input parameters are too numerous to respond well to real-time road conditions, and have a high false alarm rate .

Utility model content

The problem to be solved by the utility model is a method and a device for calculating the active collision avoidance distance of the utility model.

In order to realize above-mentioned utility model function, the technical scheme of the utility model is:

An active collision avoidance device for a vehicle, comprising a vehicle-mounted radar system, a self-vehicle sensor, an actuator, and a central control system, the vehicle-mounted sensor and the vehicle-mounted radar system are connected to the central control system, and the central control system is connected to the actuator, The implementing agency is connected with the self-vehicle;

The vehicle-mounted radar system is used to obtain the speed and acceleration of the target vehicle, as well as the relative distance between the two vehicles;

The self-vehicle sensor is directly connected with the central control system for collecting the speed and acceleration data of the own vehicle;

The actuator is used to control the opening degree of the throttle valve and the magnitude of the braking pressure;

The CPU of the central control system judges the safety status by receiving various data from the sensors, and issues necessary collision avoidance commands.

Furthermore, the model of the vehicle radar system is Disc Tiger X8S.

Further, the vehicle acceleration sensor model is a 52 MEAS sensor.

Further, the central control system adopts Philco E8043NAVI.

The beneficial effects of the utility model are:

1) The utility model proposes a vehicle active safety collision avoidance device and a distance calculation method thereof, which use the real-time speed, acceleration and real-time relative distance of the car as input.

2) By comparing the actual distance with the theoretical safety distance, the input of the system is simplified, the safety state of the own vehicle can be accurately and quickly judged, and different collision avoidance measures are taken under different safety states, which can effectively reduce false alarms Rate.

3) When the driver's mental state is not good and his attention is not concentrated, it can automatically detect the safety status of the own vehicle, and automatically take braking measures when the driver fails to take effective measures. Greatly improves the safety of drivers and passengers.

Therefore, the active safety collision avoidance device and method thereof of the present utility model can judge the safety status of the own vehicle through the real-time data collected by the on-board radar and the vehicle sensor system. In the case of not concentrating, it can effectively avoid the occurrence of car accidents.

Description of drawings

Fig. 1 is a device module block diagram of the present utility model;

Fig. 2 is the flowchart of the method of the present utility model.

Detailed ways

The structural principle of the utility model will be further described in detail below in conjunction with specific embodiments and accompanying drawings.

As shown in Figure 1, a method and device for calculating a vehicle's active collision avoidance distance include: a vehicle-mounted radar system, a vehicle sensor system, a control unit, and a braking force actuator. In the vehicle-mounted radar system, the self-vehicle sensor system is connected with the control unit, and the detected real-time data is transmitted to the control unit, and the control unit transmits the control command to the actuator, and the actuator controls the brake pedal pressure of the vehicle, and the throttle valve. Opening size. The model of the on-board radar system is Disc Tiger X8S; the model of the vehicle acceleration sensor is a 52 MEAS sensor; the central control system uses Philco E8043NAVI.

The vehicle-mounted radar system described in the utility model is used to obtain the speed and acceleration of the target vehicle, as well as the relative distance between the two vehicles. The self-vehicle sensor is directly connected to the CPU for obtaining data such as speed and acceleration of the self-vehicle. The actuator is used to control the opening degree of the throttle valve and the magnitude of the braking pressure. The CPU judges the safety state by receiving various data from the sensors, and issues collision avoidance instructions.

The calculation steps for the vehicle safety state include: first judging whether the target vehicle and the self-vehicle are in the same lane through the vehicle-mounted radar. If they are in the same lane, according to the speed v ₂ and acceleration a ₂ of the target vehicle measured by the on-board radar, the speed v ₁ and a ₁ of the own vehicle obtained by the own vehicle sensor are used to calculate the real-time early warning safety distance of the two vehicles, and at the same time, it is connected with the radar measurement Compare the obtained relative distance s ₁ to judge the safety level of the own vehicle. And take different security measures.

The active early warning function of the utility model, combined with the flow chart shown in Fig. 2, first measures the relative vertical distance s ₁ and d ₁ of the two vehicles through the on-board radar, and judges whether the target vehicle and the own vehicle are on the same lane. Go to the next step in the same lane.

Through the speed and acceleration v ₁ , v ₂ , a ₁ and a ₂ of the own vehicle and the target vehicle obtained by the radar, the safe distance and the minimum safe distance of the two vehicles are calculated by the formula, and the safety status is judged according to the following conditions:

When v ₁ ≤ v ₂ , a ₁ ≤ _{a 2} , and when s ₁ >0, the ego vehicle is in a safe state.

When v ₁ ≤ v ₂ , a ₁ > a ₂ , when s ₁ > 0, the self-vehicle is temporarily safe, and continues to monitor the real-time safe distance and relative speed and acceleration of the two vehicles. When v ₁ >v ₂ , a ₁ <a ₂ , s ₀ =[v ₁ ×(v ₁ -v ₂ )/(a ₁ -a ₂ )+1/2×a ₁ ×(v ₁ -v ₂ ) ² /(a ₁ -a ₂ ) ² ]-v ₂ ×(v ₁ -v ₂ )/(a ₁ -a ₂ )-1/2×a ₂ ×(v ₁ -v ₂ ) ² /(a ₁ -a ₂ ) ² If s ₁ >s ₀ , the ego vehicle is in a safe state and there is no risk of collision, and the real-time safety distance and relative speed and acceleration of the two vehicles will be monitored continuously. If s ₁ ≤ _{s 0} , the self-vehicle is in an unsafe state and there is a risk of collision, the safety indicator light turns red and an alarm is issued. If the driver still does not take measures, the throttle opening is automatically reduced to the original 3 /4, and calculate the minimum safety distance s ₃ at the same time. If s ₁ ≤ s ₃ , brake with a maximum deceleration of 6m/s ² to ensure the safety of passengers.

When v ₁ ≥ v ₂ , a ₁ ≥ _{a 2} , the safety warning distance between the two vehicles is:

${\mathrm{<span\; class="notranslate">\; the\; s</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; /</span>{\mathrm{<span\; class="notranslate">\; 2</span>}\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; v</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; /</span>{\mathrm{<span\; class="notranslate">\; 2</span>}\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; d</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; ,</span>$

d ₁ is the relative distance when the two cars are at rest, and in the utility model patent, d ₁ =3m

When s ₁ > s ₂ , the ego vehicle has no risk of collision, and continues to monitor the real-time safe distance, relative speed and acceleration of the two vehicles.

When s ₁ ≤ _{s 2} , the self-vehicle is in an unsafe state and there is a risk of collision, the safety indicator light turns red and an alarm is issued. If the driver still does not take measures, the throttle opening is automatically reduced to the original 3 /4, to ensure the safety of passengers without causing excessive discomfort to passengers. At this time, the minimum safe distance between the two vehicles is: When s ₁ ≤ _{s 3} , the self-vehicle is in an extremely dangerous situation, and the maximum deceleration is 6m/s ² to decelerate automatically. Ensure the safety of passengers.

The vehicle active safety collision avoidance device of the utility model of the patent uses the real-time speed, acceleration and real-time relative distance of the car as input quantities. By comparing the actual distance with the theoretical safety distance, the input of the system is simplified, the safety state of the own vehicle can be accurately and quickly judged, and different collision avoidance measures are adopted under different safety states, which can effectively reduce the false alarm rate. When the driver's mental state is not good and he is not concentrating, it can automatically detect the safety status of his own car, and automatically take braking measures when the driver fails to take effective measures. Greatly improves the safety of drivers and passengers.

The above descriptions are only preferred specific embodiments of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent structure or equivalent replacement or equivalent process change made by using the description and drawings of the utility model, or directly or indirectly used in other technical fields, shall be covered by the patent protection scope of the utility model.

Claims (4)

1. a vehicle Collision avoidance device, it is characterized in that, comprise Vehicular radar system, from car sensor, actuating unit, master control system, describedly to be connected with master control system with Vehicular radar system from car sensor, described master control system is connected with actuating unit, and described actuating unit is connected with from car;

Described Vehicular radar system is for obtaining speed and the acceleration/accel of target vehicle, and the relative distance between two cars;

Describedly directly be connected for gathering speed, the acceleration information from car with master control system from car sensor;

Described actuating unit is for the size of the aperture and brake-pressure that control throttle gate;

The CPU of described master control system is used for each data by receiving sensor, carries out the judgement of safe condition, and sends necessary collision avoidance instruction.

2. vehicle Collision avoidance device according to claim 1, is characterized in that, the model of described Vehicular radar system is dish tiger X8S.

3. vehicle Collision avoidance device according to claim 1, is characterized in that, the described sensor model number from car acceleration/accel is the MEAS sensor of 52.

4. vehicle Collision avoidance device according to claim 1, is characterized in that, described master control system adopts and flies to sing E8043NAVI.