WO2020082778A1 - 车辆碰撞检测方法及车辆控制系统 - Google Patents

车辆碰撞检测方法及车辆控制系统 Download PDF

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Publication number
WO2020082778A1
WO2020082778A1 PCT/CN2019/093438 CN2019093438W WO2020082778A1 WO 2020082778 A1 WO2020082778 A1 WO 2020082778A1 CN 2019093438 W CN2019093438 W CN 2019093438W WO 2020082778 A1 WO2020082778 A1 WO 2020082778A1
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Prior art keywords
vehicle
distance
threshold
variance
acceleration component
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PCT/CN2019/093438
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English (en)
French (fr)
Inventor
黄亚
刘中元
李红军
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广州小鹏汽车科技有限公司
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Priority to EP19875143.0A priority Critical patent/EP3816004B1/en
Publication of WO2020082778A1 publication Critical patent/WO2020082778A1/zh

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    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D41/00—Fittings for identifying vehicles in case of collision; Fittings for marking or recording collision areas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W2030/082—Vehicle operation after collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/001—Proportional integral [PI] controller
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/002—Integrating means
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/54—Audio sensitive means, e.g. ultrasound
    • 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
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    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • 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
    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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

Definitions

  • the invention relates to the technical field of vehicles, in particular to a vehicle collision detection method and a vehicle control system.
  • the embodiment of the invention discloses a vehicle collision detection method and a vehicle control system, which can reduce misjudgment and improve the accuracy of vehicle collision detection.
  • a first aspect of an embodiment of the present invention discloses a vehicle collision detection method.
  • the method includes:
  • the first variance exceeds a preset first threshold or the second variance exceeds a preset second threshold, it is determined that a collision has occurred in the vehicle.
  • the method further includes:
  • the method further includes:
  • the method further includes:
  • the detecting the distance between the vehicle and the obstacle includes:
  • the relative distance between the vehicle and the obstacle is determined according to the distance data and the estimated displacement.
  • the method further includes:
  • the distance data is used as the relative distance between the vehicle and the obstacle.
  • a second aspect of an embodiment of the present invention discloses a vehicle control system, including:
  • the first detection unit is used to detect the relative distance between the vehicle and the obstacle
  • a first determining unit configured to determine whether the relative distance is less than a preset distance threshold
  • An obtaining unit configured to obtain a longitudinal acceleration component and a lateral acceleration component of the vehicle within a first specified time period when the judgment unit judges that the relative distance is less than the distance threshold;
  • a variance determination unit for determining the first variance of the longitudinal acceleration component and the second variance of the lateral acceleration component
  • the confirmation unit is configured to determine that the vehicle has a collision accident when the first variance exceeds a preset first threshold or the second variance exceeds a preset second threshold.
  • the acquiring unit is further configured to acquire the vehicle at a time when the determining unit determines that the relative distance is less than the distance threshold The acceleration component in the vertical direction within the first specified duration;
  • the variance determination unit is also used to determine the third-party difference of the acceleration component in the vertical direction
  • vehicle-mounted control system further includes:
  • a second judgment unit configured to judge whether the third-party difference is less than a preset third threshold
  • the confirmation unit is specifically configured to determine that the third-party difference is less than the third when the first variance exceeds the first threshold or the second variance exceeds the second threshold and the second judgment unit judges At the threshold, it is determined that the vehicle has a collision accident.
  • the method further includes:
  • a second detection unit configured to detect the body position of the vehicle in the collision accident
  • the shooting unit is configured to trigger a camera corresponding to the position of the vehicle body to shoot an image, so that the driver can confirm the collision accident a second time through the image.
  • the first detection unit includes:
  • a judgment subunit used to judge whether the distance data fed back by the distance measuring sensor of the vehicle is equal to the lower limit of the distance measuring range of the distance measuring sensor
  • An acquisition subunit used to acquire acceleration information of the vehicle at the current moment when the determination subunit determines that the distance data is the lower limit
  • a displacement determination subunit configured to use the acceleration information to determine the estimated displacement of the vehicle in a second specified duration
  • the distance determining subunit is configured to determine the relative distance between the vehicle and the obstacle according to the distance data and the estimated displacement.
  • the distance determination subunit is also used to determine when the distance data is greater than the lower limit when the second determination subunit determines The distance data serves as the relative distance between the vehicle and the obstacle.
  • a third aspect of an embodiment of the present invention discloses a vehicle control system, including:
  • a processor coupled to the memory
  • the processor calls the executable program code stored in the memory to execute any method disclosed in the first aspect of the embodiments of the present invention.
  • a fourth aspect of the present invention discloses a computer-readable storage medium that stores a computer program, wherein the computer program causes the computer to perform any method disclosed in the first aspect of the embodiments of the present invention.
  • a fifth aspect of an embodiment of the present invention discloses a computer program product.
  • the computer program product runs on a computer, the computer is caused to execute any method disclosed in the first aspect of the embodiment of the present invention.
  • the existing vehicle collision detection scheme usually judges the sudden change of acceleration as the collision accident of the vehicle, and the sudden braking is a deceleration behavior that the vehicle actively takes place. This sudden deceleration behavior will also cause the sudden change of acceleration, so the sudden Brake is easily misjudged as a collision accident.
  • the relative distance between the vehicle and the obstacle may be detected first, and after the relative distance is less than a preset distance threshold, the vehicle collision may be detected according to the obtained acceleration information. Specifically, the embodiment of the present invention determines whether the vehicle has a collision accident by judging the variance of the acceleration of the vehicle in the horizontal direction (that is, the longitudinal and lateral directions).
  • the acceleration of the vehicle is acquired for collision detection, and the variance of the acceleration component is used to determine whether there is a sudden change in acceleration, so that Exclude the misjudgment caused by the sudden acceleration detected when the vehicle is relatively far from the obstacle. It can be seen that the implementation of the embodiments of the present invention can reduce misjudgments and improve the accuracy of vehicle collision detection.
  • FIG. 1 is a schematic flowchart of a vehicle collision detection method disclosed in an embodiment of the present invention
  • FIG. 2 is a schematic flowchart of another vehicle collision detection method disclosed in an embodiment of the present invention.
  • FIG. 3 is a schematic flowchart of another vehicle collision detection method disclosed in an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a vehicle control system disclosed in an embodiment of the present invention.
  • FIG. 5 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention.
  • FIG. 6 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention.
  • the embodiment of the invention discloses a vehicle collision detection method and a vehicle control system, which can improve the accuracy of vehicle collision detection. The details are described below.
  • FIG. 1 is a schematic flowchart of a vehicle collision detection method disclosed in an embodiment of the present invention.
  • the vehicle collision detection method may include the following steps:
  • the vehicle control system detects the relative distance between the vehicle and the obstacle.
  • the vehicle control system may specifically detect the relative distance between the vehicle and the obstacle through the measurement data of the distance measuring sensor and / or the camera.
  • the distance measuring sensor may be an ultrasonic distance measuring sensor, a laser distance measuring sensor, an infrared distance measuring sensor, a microwave distance measuring sensor, etc., which is not limited in the embodiments of the present invention.
  • the vehicle control system detects the relative distance between the vehicle and the obstacle through the ranging sensor, the distance data fed back by the ranging sensor can be directly read as the first distance between the vehicle and the obstacle.
  • most ranging sensors have a ranging range. When the actual distance between the vehicle and the obstacle exceeds the ranging range, there is a certain gap between the distance data returned by the ranging sensor and the actual distance.
  • the vehicle control system determines whether the distance between the vehicle and the obstacle is too close based on the distance data fed back by the distance measurement sensor, so the lower limit of the distance measurement range needs to be considered.
  • the vehicle control system can determine whether the distance data is the lower limit of the ranging range of the ranging sensor. If it is, the vehicle control system obtains the acceleration information of the vehicle to pass the Acceleration information calculates the estimated displacement of the vehicle within a period of time, so as to determine a relatively accurate relative distance between the vehicle and the obstacle by combining the distance data fed back by the ranging sensor and the above-mentioned estimated displacement.
  • step 103 is performed. If no, the process ends.
  • the preset distance threshold may be set artificially, and may specifically be set to a smaller value.
  • the vehicle and the obstacle may be considered Things are about to collide. Since the emergency brake is an emergency braking action actively carried out by the driver, the distance between the vehicle and the obstacle is relatively long at this time. Therefore, by judging the relative distance, the probability of misinterpreting the emergency brake as a collision accident can be reduced.
  • the vehicle speed may be further added as a pre-detection condition, specifically after determining that the relative distance between the vehicle and the obstacle is less than the distance threshold, and before performing step 103 described below To determine whether the vehicle speed exceeds a certain speed threshold, and if so, continue to step 103 to obtain acceleration information of the vehicle when the relative distance between the vehicle and the obstacle is less than the distance threshold and the vehicle speed exceeds the speed threshold.
  • the vehicle control system obtains the longitudinal acceleration component and the lateral acceleration component of the vehicle within the first specified duration.
  • the acceleration change range is small (such as maintaining within 5g).
  • the acceleration of the vehicle in the horizontal direction (that is, longitudinal acceleration and lateral acceleration) may be mainly considered.
  • the acceleration component in each direction may be measured by the accelerometer of the vehicle.
  • the above-mentioned first designated duration can be set artificially, for example, set to 1s.
  • the measurement frequency of the accelerometer is relatively high.
  • the accelerometer can separately measure a set of acceleration component data in each direction.
  • the vehicle control system determines the first variance of the longitudinal acceleration component and the second variance of the lateral acceleration component.
  • the variance is a measure of the degree of dispersion of a set of data, it is possible to determine whether the acceleration has changed suddenly by calculating the variance of the acceleration component.
  • the variance of acceleration in each direction can be calculated by the following formula:
  • ⁇ 2 is the variance of the acceleration component in a certain direction
  • X is a group of acceleration components in the direction
  • ⁇ is the average value of the acceleration component in the direction within the first specified time duration
  • N is the acquired acceleration component in the direction Quantity.
  • the vehicle control system determines that the first variance exceeds the preset first threshold or the second variance exceeds the preset second threshold, it determines that the vehicle has a collision accident.
  • the first threshold and the second threshold may be determined according to the variance of the acceleration component of the vehicle during normal driving. When any one of the first variance and the second variance exceeds the corresponding threshold, it may be considered The vehicle has a sudden acceleration change in this direction, thereby determining that the vehicle has a collision accident.
  • FIG. 2 is a schematic flowchart of another vehicle collision detection method disclosed in an embodiment of the present invention.
  • the vehicle collision detection method may include the following steps:
  • the vehicle control system detects the relative distance between the vehicle and the obstacle, and determines whether the relative distance is less than a preset distance threshold. If yes, step 202 is executed. If not, the process ends.
  • the vehicle control system obtains the longitudinal acceleration component, the lateral acceleration component, and the acceleration component in the vertical direction of the vehicle within the first specified duration.
  • the three-axis accelerometer can obtain the vehicle's X-axis (longitudinal), Y-axis (lateral), and Z-axis centered on the vehicle (Vertical direction) acceleration components in three directions.
  • the vehicle control system determines the first variance of the longitudinal acceleration component, the second variance of the lateral acceleration component, and the third variance of the acceleration component in the vertical direction.
  • the vehicle control system determines whether the third variance is less than the preset third threshold, and if so, steps 205 to 206 are performed if No, output warning information.
  • the accuracy of collision detection can be further improved by determining the variance of the acceleration component in the vertical direction.
  • the sudden acceleration component of the vehicle in the horizontal direction is caused by a collision.
  • the acceleration component in the horizontal direction may also change suddenly.
  • the embodiment of the present invention introduces the judgment of the acceleration component in the vertical direction of the vehicle. When a vehicle is driving over a speed bump or uneven road, the body may bump up and down, and there will be a large change in the acceleration component in the vertical direction.
  • the embodiment of the present invention further determines whether the third-party variance in the vertical direction is less than the third threshold, and if so, , And then execute the following step 205 to determine that a collision has occurred in the vehicle.
  • the third threshold mentioned above can be determined with reference to the variance of the acceleration component in the vertical direction during the normal running of the vehicle.
  • the vehicle when the variance of the acceleration component of the vehicle does not exceed the specified threshold, the vehicle may be considered not to have a collision accident; or, warning information may be output to remind the driver to verify whether a collision accident has occurred.
  • the vehicle control system determines the collision of the vehicle and detects the position of the vehicle body in which the vehicle has a collision.
  • the vehicle control system may determine the position of the vehicle body in which the vehicle has a collision accident by detecting the installation position of the distance measuring sensor that detects the obstacle that is too close. For example, if an ultrasonic distance sensor installed on the left side of the vehicle's head (based on the direction of travel of the vehicle) detects an obstacle whose relative distance to the vehicle is less than the distance threshold, and judges by performing the above steps 202 to 204 If the vehicle has a collision accident, then it can be determined that a collision accident has occurred on the left side of the vehicle head.
  • the vehicle control system triggers the camera corresponding to the body position of the collision accident to take an image, so that the driver can use the image to confirm the collision accident a second time.
  • the camera corresponding to the position of the vehicle body where the collision accident occurred refers to the camera whose position of the frame includes the position of the vehicle body where the collision accident occurred.
  • the installation position of the camera may be inconsistent with the body position of the collision accident. In this way, if the vehicle control system detects a collision accident on the left side of the vehicle head, it can control the rear-view mirror installed on the left side of the vehicle, and the camera hole faces the camera on the left side of the vehicle head to take an image.
  • the vehicle control system can output the image captured by the camera to a display screen in the vehicle for display, so that the driver of the vehicle can use the captured image to confirm the collision accident for a second time; or, the image can also be sent To the terminal device bound to the vehicle in advance, so that the terminal device saves the image as the credential for the second confirmation.
  • the corresponding camera can also be triggered to take an image to perform secondary confirmation of the collision accident through the image, so that the purpose of further verifying and retaining the accident evidence can be achieved .
  • FIG. 3 is another vehicle collision detection method disclosed in an embodiment of the present invention.
  • the vehicle collision detection method may include the following steps:
  • the vehicle control system determines whether the distance data fed back by the vehicle's ranging sensor is equal to the lower limit of the ranging range of the ranging sensor. If yes, perform steps 302 to 303. If no and the first distance is greater than the lower limit of the ranging range, Go to step 304.
  • the lower limit of the ranging range of some ultrasonic sensors is 26 cm (the specific value of the lower limit of the ranging range is different according to the performance of the sensor).
  • the distance data fed back by the ultrasonic ranging sensor is 26 cm, the distance data may be considered unreliable.
  • the vehicle control system After receiving the distance data fed back by the ranging sensor, the vehicle control system does not directly determine the distance data as a vehicle and an obstacle. The distance between them is to execute the following steps 302 to 304.
  • the vehicle control system obtains acceleration information of the vehicle at the current moment, and uses the acceleration information to determine the estimated displacement of the vehicle in the second specified time period.
  • the second specified duration may be set to a relatively short time, preferably, it may be set to the driver's reaction time (0.3s to 1.0s).
  • the acceleration information is used to integrate the second specified duration in time, and the estimated displacement of the vehicle after the specified duration can be calculated. Specifically, it can be expressed as the following formula: among them, Is the estimated displacement of the vehicle within the specified duration, For acceleration information, t is time. 303.
  • the vehicle control system determines the relative distance between the vehicle and the obstacle according to the distance data fed back by the ranging sensor and the above-mentioned estimated displacement.
  • the vehicle control system may determine the relative distance between the vehicle and the obstacle by combining the distance data fed back by the ranging sensor and the estimated displacement.
  • the difference between the distance data and the estimated displacement may be determined as the relative distance between the vehicle and the obstacle.
  • the vehicle control system uses the above distance data as the relative distance between the vehicle and the obstacle.
  • the distance data fed back by the ultrasonic ranging sensor is not the lower limit of the ranging range, especially when the distance data is greater than the lower limit of the ranging range, the distance data may be considered credible, so the direct measurement
  • the distance data fed back from the sensor is used as the relative distance between the vehicle and the obstacle to reduce the amount of calculation.
  • step 306 is executed. If no, the process ends.
  • the steps 306 to 310 included in the embodiment of the present invention are the same as the steps 202 to 206 in the second embodiment, and the following content will not be repeated.
  • the vehicle ’s collision accident can be determined by analyzing the vehicle ’s acceleration information, and the collision accident can be performed through the image captured by the camera Second confirmation.
  • the distance sensor can be specifically used to detect the distance between the vehicle and the obstacle.
  • the acceleration data of the vehicle can be used Calculate the estimated displacement of the vehicle in a specified time period, so that the relative distance between the vehicle and the obstacle at the next moment can be determined with the above distance data, and the ultrasonic distance measurement can be improved without the need for hardware modification Accuracy; conversely, if the distance data returned by the ultrasonic sensor is not the lower limit of the ranging range, then the distance data returned by the ultrasonic sensor can be directly used as the relative distance between the vehicle and the obstacle, which can reduce the amount of calculation.
  • FIG. 4 is a schematic structural diagram of a vehicle control system disclosed in an embodiment of the present invention.
  • the vehicle control system may include:
  • the first detection unit 401 is used to detect the relative distance between the vehicle and the obstacle;
  • the first determining unit 402 is used to determine whether the relative distance detected by the first detecting unit 401 is less than a preset first distance threshold;
  • the preset distance threshold may be set artificially, and may specifically be set to a smaller value.
  • the vehicle and the obstacle may be considered Things are about to collide;
  • the obtaining unit 403 is configured to obtain the longitudinal acceleration component and the lateral acceleration component of the vehicle within the first specified duration when the first judgment unit 402 judges that the above-mentioned relative distance is less than the distance threshold;
  • the variance determining unit 404 is used to determine the first variance of the longitudinal acceleration component acquired by the acquiring unit 403 and the second variance of the lateral acceleration component acquired by the acquiring unit 403;
  • the confirmation unit 405 is configured to determine that the vehicle has a collision accident when the first variance determined by the variance determination unit 404 exceeds a preset first threshold or the second variance determined by the variance determination unit 404 exceeds a preset second threshold.
  • the determining unit 402 After determining that the above relative distance is less than the distance threshold, and before triggering the acquiring unit 403 to perform the operation of acquiring the acceleration information of the vehicle when the above relative distance is less than the distance threshold, the determining unit 402 , You can also do the following:
  • dual judgments can be made in conjunction with distance and vehicle speed, so that the acquisition unit 403 acquires acceleration information of the vehicle when the relative distance between the vehicle and the obstacle is less than the distance threshold and the vehicle speed exceeds the speed threshold, which can further improve the collision The accuracy of detection.
  • the vehicle when it is determined that the relative distance between the vehicle and the obstacle is less than the distance threshold, the vehicle can be carried out according to the acceleration signal of the vehicle (specifically, the variance of the acceleration component in the horizontal direction)
  • the collision confirmation can reduce the probability of misjudgment of the emergency brake as a collision accident and improve the accuracy of vehicle collision detection.
  • FIG. 5 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention. Among them, the vehicle control system shown in FIG. 5 is optimized by the vehicle control system shown in FIG. 4. In the vehicle control system shown in Figure 5:
  • the above acquiring unit 403 is also used to acquire the acceleration component of the vehicle in the vertical direction within the first specified duration when the first determining unit 402 determines that the relative distance is less than the distance threshold;
  • the above-mentioned variance determination unit 404 is also used to determine the third-party difference of the acceleration component in the vertical direction;
  • vehicle-mounted control system shown in FIG. 5 further includes:
  • the second judgment unit 407 is used to judge whether the third-party difference determined by the variance determination unit 404 is less than a preset third threshold
  • the foregoing confirmation unit 405 is specifically configured to determine that the vehicle has a collision accident when the first variance exceeds the first threshold or the second variance exceeds the second threshold and the second judgment unit 407 judges that the third party variance is less than the third threshold.
  • the confirmation unit 404 may specifically determine that there is a sudden change in the acceleration of the vehicle based on the variance of the acceleration component of the vehicle, thereby confirming that the vehicle has a collision accident according to the sudden change in the acceleration.
  • the vehicle control system shown in FIG. 5 can further detect the variance of the acceleration component in the vertical direction, thereby reducing the impact of the vehicle driving on the acceleration belt or the uneven road surface on collision detection and further improving the accuracy of collision detection.
  • the vehicle control system shown in FIG. 5 may further include:
  • the second detection unit 405 is used to detect the position of the vehicle body in which the vehicle has a collision accident after the confirmation unit 404 determines that the vehicle has a collision accident;
  • the second detection unit 405 may specifically determine the position of the vehicle body in which the vehicle has a collision accident by detecting the installation position of the sensor that detects the obstacle.
  • the shooting unit 406 is used to trigger the camera corresponding to the vehicle body position detected by the second detection unit 405 to shoot an image, so that the driver can confirm the collision accident through the image for a second time.
  • the shooting unit 406 can output the image to a display screen in the vehicle for display, so that the driver of the vehicle can use the captured image to make a second confirmation of the collision accident; or, The image may also be sent to a terminal device that is bound to the vehicle in advance, so that the terminal device saves the image as a credential for second confirmation.
  • the acceleration component is calculated to determine that there is a sudden change in acceleration, thereby determining that the vehicle has an accident.
  • the implementation of the vehicle control system shown in FIG. 5 can also trigger the corresponding camera to take an image after it is determined that the vehicle has a collision accident, so as to perform secondary confirmation of the collision accident through the image, so that further verification and retention of the accident evidence can be achieved purpose.
  • FIG. 6 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention. Among them, the vehicle control system shown in FIG. 6 is optimized by the vehicle control system shown in FIG. 5. As shown in FIG. 6, the above-mentioned first detection unit 401 may specifically include:
  • the judgment subunit 4011 is used to judge whether the distance data fed back by the vehicle's ranging sensor is equal to the lower limit of the ranging range of the ranging sensor;
  • the obtaining subunit 4012 is used to obtain the acceleration information of the vehicle at the current moment when the determining subunit 4011 determines that the above distance data is the lower limit of the ranging range;
  • the displacement determination subunit 4013 is used to determine the estimated displacement of the vehicle in the second specified duration using the acceleration information acquired by the acquisition subunit 4012;
  • the displacement determination subunit 4013 may specifically use acceleration information to integrate the specified duration in time, thereby calculating the estimated displacement of the vehicle after the specified duration.
  • the distance determining subunit 4014 is used to determine the relative distance between the vehicle and the obstacle based on the distance data fed back by the ranging sensor and the estimated displacement obtained by the displacement determining subunit 4013; optionally, the distance determining subunit 4014 can also be used When the determining subunit 4011 determines that the above-mentioned first distance is greater than the lower limit of the ranging range, the first distance is used as the relative distance between the vehicle and the obstacle.
  • the vehicle ’s collision information can be determined by analyzing the acceleration information of the vehicle, and the collision can be performed through the image captured by the camera Second confirmation of the accident.
  • the acceleration information of the vehicle can be used to calculate a relatively accurate relative distance between the vehicle and the obstacle, so that it can be implemented without hardware modification. Improve the accuracy of the distance measuring sensor under certain circumstances; and, when the actual distance is greater than the lower limit of the distance measuring range, directly use the distance data returned by the distance measuring sensor as the relative distance between the vehicle and the obstacle to reduce the amount of calculation.
  • FIG. 7 is a schematic structural diagram of another vehicle control system disclosed in an embodiment of the present invention.
  • the vehicle control system may include:
  • a memory 701 storing executable program code
  • a processor 702 coupled with the memory 701;
  • the processor 702 calls the executable program code stored in the memory 701 to execute any one of the vehicle collision detection methods of FIGS. 1 to 3.
  • vehicle control system shown in FIG. 7 may further include components not shown, such as a power supply, an accelerometer, a camera, and a ranging sensor (ultrasonic radar, ultrasonic ranging sensor, infrared ranging sensor), etc. Repeat.
  • An embodiment of the present invention discloses a computer-readable storage medium that stores a computer program, where the computer program causes the computer to execute any of the vehicle collision detection methods of FIGS. 1 to 3.
  • An embodiment of the present invention discloses a computer program product.
  • the computer program product includes a non-transitory computer-readable storage medium that stores the computer program, and the computer program is operable to cause the computer to perform any of the vehicle collisions shown in FIGS. 1 to 3. Detection method.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be object units, that is, may be located in one place, or may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • the functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units may be integrated into one unit.
  • the above integrated unit can be implemented in the form of hardware or software function unit.
  • the above integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-accessible memory.
  • the technical solution of the present invention can be embodied in the form of a software product in essence or a part that contributes to the existing technology or all or part of the technical solution, and the computer software product is stored in a memory It includes several requests to make a computer device (which may be a personal computer, a server or a network device, etc., specifically a processor in the computer device) execute some or all of the steps of the above methods in various embodiments of the present invention.
  • the program may be stored in a computer-readable storage medium, and the storage medium includes read-only Memory (Read-Only Memory, ROM), Random Memory (Random Access, Memory, RAM), Programmable Read-only Memory (PROM), Erasable Programmable Read-Only Memory (Erasable Programmable Read Only Only Memory, EPROM), One-time Programmable Read-Only Memory (OTPROM), electronically erasable rewritable read-only memory (Electrically-Erasable Programmable Read-Only Memory, EEPROM), compact disc (Compact Disc) Read-Only Memory (CD-ROM) or other optical disk storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.
  • Read-Only Memory Read-Only Memory
  • RAM Random Memory
  • PROM Programmable Read-only Memory
  • EPROM Erasable Programmable Read-Only Memory
  • OTPROM One-time Programmable Read-Only Memory
  • OTPROM One-time Programmable Read-Only Memory

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Abstract

一种车辆碰撞检测方法及车辆控制系统，方法包括：检测车辆与障碍物之间的相对距离；判断相对距离是否小于预设的距离阈值，如果是，获取车辆在第一指定时长内的纵向加速度分量和横向加速度分量；确定纵向加速度分量的第一方差和横向加速度分量的第二方差；如果第一方差超过预设的第一阈值或者第二方差超过预设的第二阈值，确定车辆发生碰撞事故。

Description

车辆碰撞检测方法及车辆控制系统 技术领域
本发明涉及车辆技术领域，具体涉及一种车辆碰撞检测方法及车辆控制系统。
背景技术
目前，部分汽车可以对碰撞事故进行自动检测，并且在检测出碰撞事故之后执行相应的控制操作(如弹出安全气囊)。已知的碰撞检测方法一般是利用车辆的惯性测量单元(Inertial Measurement Unit，IMU)测量出的车辆在三维空间中的角速度和加速度进行检测。然而，在实践中发现，已知的碰撞检测方法容易将驾驶员主动的紧急制动(急刹)误判为碰撞事故。
发明内容
本发明实施例公开了一种车辆碰撞检测方法及车辆控制系统，能够减少误判，提高车辆碰撞检测的准确率。
本发明实施例第一方面公开一种车辆碰撞检测方法，所述方法包括：
检测车辆与障碍物之间的相对距离；
判断所述相对距离是否小于预设的距离阈值，如果是，获取所述车辆在第一指定时长内的纵向加速度分量和横向加速度分量；
确定所述纵向加速度分量的第一方差和所述横向加速度分量的第二方差；
如果所述第一方差超过预设的第一阈值或者所述第二方差超过预设的第二阈值，确定所述车辆发生碰撞事故。
作为一种可选的实施方式，在本发明实施例第一方面中，在判断出所述相对距离小于所述距离阈值之后，所述方法还包括：
获取所述车辆在所述第一指定时长内竖直方向上的加速度分量，并确定所述竖直方向上的加速度分量的第三方差；
以及，在判断出所述第一方差超过所述第一阈值或者所述第二方差超过所述第二阈值之后，所述方法还包括：
判断所述第三方差是否小于预设的第三阈值，如果是，执行所述确定所述车辆发生碰撞事故。
作为一种可选的实施方式，在本发明实施例第一方面中，在所述确定所述车辆发生碰撞事故之后， 所述方法还包括：
检测所述车辆发生所述碰撞事故的车身位置；
触发所述车身位置对应的摄像头拍摄图像，以使驾驶员通过所述图像对所述碰撞事故进行二次确认。
作为一种可选的实施方式，在本发明实施例第一方面中，所述检测车辆与障碍物之间的距离，包括：
判断所述车辆的测距传感器反馈的距离数据是否等于所述测距传感器测距范围的下限，如果是，获取当前时刻所述车辆的加速度信息；
利用所述加速度信息确定所述车辆在第二指定时长的估计位移；
根据所述距离数据和所述估计位移确定所述车辆与所述障碍物之间的相对距离。
作为一种可选的实施方式，在本发明实施例第一方面中，如果判断出所述距离数据大于所述下限，所述方法还包括：
以所述距离数据作为所述车辆与所述障碍物之间的相对距离。
本发明实施例第二方面公开一种车辆控制系统，包括：
第一检测单元，用于检测车辆与障碍物之间的相对距离；
第一判断单元，用于判断所述相对距离是否小于预设的距离阈值；
获取单元，用于在所述判断单元判断出所述相对距离小于所述距离阈值时，获取所述车辆在第一指定时长内的纵向加速度分量和横向加速度分量；
方差确定单元，用于确定所述纵向加速度分量的第一方差和所述横向加速度分量的第二方差；
确认单元，用于在所述第一方差超过预设的第一阈值或者所述第二方差超过预设的第二阈值时，确定所述车辆发生碰撞事故。
作为一种可选的实施方式，在本发明实施例第二方面中，所述获取单元，还用于在所述判断单元判断出所述相对距离小于所述距离阈值时，获取所述车辆在所述第一指定时长内竖直方向上的加速度分量；
所述方差确定单元，还用于确定所述竖直方向上的加速度分量的第三方差；
以及，所述车载控制系统还包括：
第二判断单元，用于判断所述第三方差是否小于预设的第三阈值；
所述确认单元，具体用于在所述第一方差超过所述第一阈值或者所述第二方差超过所述第二阈值 以及所述第二判断单元判断出所述第三方差小于第三阈值时，确定所述车辆发生碰撞事故。
作为一种可选的实施方式，在本发明实施例第二方面中，还包括：
第二检测单元，用于检测所述车辆发生所述碰撞事故的车身位置；
拍摄单元，用于触发所述车身位置对应的摄像头拍摄图像，以使驾驶员通过所述图像对所述碰撞事故进行二次确认。
作为一种可选的实施方式，在本发明实施例第二方面中，所述第一检测单元，包括：
判断子单元，用于判断所述车辆的测距传感器反馈的距离数据是否等于所述测距传感器测距范围的下限；
获取子单元，用于在所述判断子单元判断出所述距离数据为所述下限时，获取当前时刻所述车辆的加速度信息；
位移确定子单元，用于利用所述加速度信息确定所述车辆在第二指定时长的估计位移；
距离确定子单元，用于根据所述距离数据和所述估计位移确定所述车辆与所述障碍物之间的相对距离。
作为一种可选的实施方式，在本发明实施例第二方面中，所述距离确定子单元，还用于在所述第二判断子单元判断出所述距离数据大于所述下限时，以所述距离数据作为所述车辆与所述障碍物之间的相对距离。
本发明实施例第三方面公开一种车辆控制系统，包括：
存储有可执行程序代码的存储器；
与所述存储器耦合的处理器；
所述处理器调用所述存储器中存储的所述可执行程序代码，执行本发明实施例第一方面公开的任一项方法。
本发明第四方面公开一种计算机可读存储介质，其存储计算机程序，其中，所述计算机程序使得计算机执行本发明实施例第一方面公开的任一项方法。
本发明实施例第五方面公开一种计算机程序产品，当所述计算机程序产品在计算机上运行时，使得所述计算机执行本发明实施例第一方面公开的任一项方法。
与现有技术相此，本发明实施例具有以下有益效果：
首先，现有的车辆碰撞检测方案通常将加速度的突变判定为车辆发生碰撞事故，而急刹是是一种车辆主动发生的减速行为，这种突然减速的行为也会导致加速度的突变，因此急刹容易被误判为碰撞 事故。而在本发明实施例中，可以先检测车辆与障碍物之间的相对距离，在相对距离小于预设的距离阈值之后，再根据获取到的加速度信息进行车辆碰撞的检测。具体地，本发明实施例通过判断车辆在水平方向(即纵向和横向)的加速度方差来确定车辆是否发生碰撞事故。也就是说，在本发明实施例中，当车辆与障碍物距离过近(可能发生碰撞)时，才获取车辆的加速度以进行碰撞检测，并且通过加速度分量的方差判断加速度是否存在突变，从而可以排除车辆与障碍物距离相对较远时检测到的加速度突变造成的误判。可见，实施本发明实施例，可以减少误判，提高车辆碰撞检测的准确率。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例公开的一种车辆碰撞检测方法的流程示意图；
图2是本发明实施例公开的另一种车辆碰撞检测方法的流程示意图；
图3是本发明实施例公开的另一种车辆碰撞检测方法的流程示意图；
图4是本发明实施例公开的一种车辆控制系统的结构示意图；
图5是本发明实施例公开的另一种车辆控制系统的结构示意图；
图6是本发明实施例公开的另一种车辆控制系统的结构示意图；
图7是本发明实施例公开的另一种车辆控制系统的结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
需要说明的是，本发明实施例及附图中的术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元，或可选地还包括对于这些过程、方法、产品或设备固有的其它步骤或单元。
本发明实施例公开了一种车辆碰撞检测方法及车辆控制系统，能够提高车辆碰撞检测的准确率。 以下分别进行详细说明。
实施例一
请参阅图1，图1是本发明实施例公开的一种车辆碰撞检测方法的流程示意图。如图1所示，该车辆碰撞检测方法可以包括以下步骤：
101、车辆控制系统检测车辆与障碍物之间的相对距离。
本发明实施例中，车辆控制系统具体可以通过测距传感器和/或摄像头的测量数据检测车辆与障碍物之间的相对距离。其中，测距传感器可以为超声波测距传感器、激光测距传感器、红外线测距传感器、微波测距传感器等，本发明实施例不做限定。当车辆控制系统通过测距传感器检测车辆与障碍物之间的相对距离时，可以直接读取测距传感器反馈的距离数据作为车辆与障碍物之间的第一距离。然而，大部分测距传感器均存在一个测距范围，当车辆与障碍物之间的实际距离超过该测距范围之后，测距传感器反馈的距离数据与实际距离之间存在一定的差距。在本发明实施例中，车辆控制系统通过测距传感器反馈的距离数据判断车辆与障碍物之间的距离是否过近，因此需要考虑该测距范围的下限。优选的，车辆控制系统在接收到测距传感器反馈的距离数据之后，可以判断该距离数据是否为该测距传感器的测距范围下限，如果是，车辆控制系统获取车辆的加速度信息，以通过该加速度信息计算车辆在一段时间内的估计位移，从而结合测距传感器反馈的距离数据和上述的估计位移确定出一个较为准确的车辆与障碍物之间的相对距离。
这里请增加权4的解释内容
102、车辆控制系统判断车辆与障碍物之间的相对距离是否小于预设的距离阈值，如果是，执行步骤103，如果否，结束本流程。
本发明实施例中，预设的距离阈值可以人为地设定，具体可以设定为一个较小的值，当车辆与障碍物之间的相对距离小于该距离阈值时，可以认为车辆与该障碍物之间即将发生碰撞。由于急刹是驾驶员主动进行的紧急制动行为，此时车辆与障碍物之间的距离相对较远，因此，通过相对距离的判断，可以降低将急刹误判为碰撞事故的概率。作为一种可选的实施方式，还可以进一步地加入车速作为前置的检测条件，具体可以在判断出车辆与障碍物之间的相对距离小于距离阈值之后，以及在执行下述的步骤103之前，判断车辆的车速是否超过某一速度阈值，如果是，继续执行步骤103，以获取车辆与障碍物之间的相对距离小于距离阈值并且车速超过速度阈值时该车辆的加速度信息。
103、车辆控制系统获取车辆在第一指定时长内的纵向加速度分量和横向加速度分量。
一般车辆正常行驶时，加速度变化范围较小(如维持在5g以内)。而当车辆发生碰撞事故时，由 于收到外力的撞击，加速度可能在短时间内发生较大变化。本发明实施例中，可以主要考虑车辆水平方向上的加速度(即纵向加速度和横向加速度)变化，具体可以通过车辆的加速度计测量出各个方向上的加速度分量。上述的第一指定时长可以人为地设定，如设定为1s。加速度计的测量频率较高，在一个第一指定时长内，加速度计可以分别测量出每个方向上的一组加速度分量数据。
104、车辆控制系统确定纵向加速度分量的第一方差和横向加速度分量的第二方差。
本发明实施例中，由于方差为衡量一组数据离散程度的度量，因此可以通过计算加速度分量方差的方式判断加速度是否发生突变，车辆各个方向上的加速度分量的方差越大，车辆在各个方向上的加速度分量的离散程度越高，越可能存在加速度突变的情况。每个方向上的加速度方差具体可以通过如下公式进行计算：
Figure PCTCN2019093438-appb-000001
其中，σ 2为某一方向上加速度分量的方差，X为该方向上一组加速度分量，μ为第一指定时长内该方向上加速度分量的平均值，N为获取到的该方向上加速度分量的数量。
105、车辆控制系统如果判断出第一方差超过预设的第一阈值或者第二方差超过预设的第二阈值，确定该车辆发生碰撞事故。本发明实施例中，上述的第一阈值和第二阈值可以分别按照车辆正常行驶过程中加速度分量的方差确定，当第一方差和第二方差中的任意一个超过对应的阈值时，可以认为车辆在该方向上发生了加速度突变，从而确定车辆发生了碰撞事故。
可见，在图1所描述的方法中，先判断车辆与障碍物之间的相对距离是否小于距离阈值，然后计算车辆纵向和横向加速度分量的方差；当判断出纵向加速度分量的第一方差和横向加速度分量的第二方差中的任意一个超过对应的阈值时，可以认为车辆发生了碰撞事故。。因此，实施图1所描述的方法，可以降低将急刹误判为碰撞事故的概率，从而提高车辆碰撞检测的准确率。
实施例二
请参阅图2，图2是本发明实施例公开的另一种车辆碰撞检测方式的流程示意图。如图2所示，该车辆碰撞检测方法可以包括以下步骤：
201、车辆控制系统检测车辆与障碍物之间的相对距离，并判断该相对距离是否小于预设的距离阈值，如果是，执行步骤202，如果否，结束本流程。
202、车辆控制系统获取车辆在第一指定时长内的纵向加速度分量、横向加速度分量以及竖直方向 上的加速度分量。
本发明实施例中，具体可以通过设置于车辆的三轴加速度计的测量数据获得，三轴加速度计可以获取到车辆在以车辆为中心的X轴(纵向)、Y轴(横向)、Z轴(竖直方向)三个方向上的加速度分量。
203、车辆控制系统确定纵向加速度分量的第一方差、横向加速度分量的第二方差以及竖直方向上的加速度分量的第三方差。
204、车辆控制系统在判断出第一方差超过第一阈值或者第二方差超过第二阈值之后，判断第三方差是否小于预设的第三阈值，如果是，执行步骤205～步骤206，如果否，输出警示信息。
本发明实施例中，可以进一步通过判断竖直方向上加速度分量方差的方式来提高碰撞检测的准确率。在大部分情况下，车辆水平方向上的加速度分量突变是由于碰撞导致的，然而，在实践中发现，车辆在驶过减速带或者凹凸不平的路面时，水平方向上的加速度分量也可能发生突变。为了进一步排除这种情况的影响，本发明实施例引入了对车辆竖直方向上加速度分量的判断。车辆在驶过减速带或者凹凸不平的路面时，车身可能上下颠簸，竖直方向上的加速度分量会存在较大的变化。因此，本发明实施例在判断出纵向的第一方差超过第一阈值或者横向的第二方差超过第二阈值之后，再进一步判断竖直方向上的第三方差是否小于第三阈值，如果是，再执行下述的步骤205，确定车辆发生了碰撞事故。其中，上述的第三阈值，可以参考车辆正常行驶过程中竖直方向上的加速度分量方差确定。
此外，作为一种可选的实施方式，当车辆加速度分量的方差未超过指定阈值时，可以认为车辆未发生碰撞事故；或者，也可以输出警示信息，以提醒驾驶员验证是否发生碰撞事故。
205、车辆控制系统确定车辆发生碰撞事故，并检测车辆发生碰撞事故的车身位置。
本发明实施例中，车辆控制系统可以通过检测出上述距离过近的障碍物的测距传感器的装设位置确定出车辆发生碰撞事故的车身位置。举例来说，如果通过装设在车头左侧(以车辆行驶方向为基准)的超声波测距传感器检测出与车辆的相对距离小于距离阈值的障碍物，并且通过执行上述的步骤202～步骤204判断出车辆发生碰撞事故，那么可以确定车头左侧发生碰撞事故。
206、车辆控制系统触发上述发生碰撞事故的车身位置对应的摄像头拍摄图像，以使驾驶员通过该图像对碰撞事故进行二次确认。
本发明实施例中，与发生碰撞事故的车身位置对应的摄像头指取景范围包括发生碰撞事故的车身位置的摄像头。可选的，摄像头的装设位置可以与发生碰撞事故的车身位置不一致。此如说，车辆控制系统检测出车头左侧发生碰撞事故，那么可以控制装设在车辆左侧后视镜，摄像孔朝向车头左侧的 摄像头拍摄图像。进一步地，车辆控制系统可以将摄像头拍摄到的图像输出至车辆内的显示屏幕中显示，以使该车辆的驾驶员利用拍摄到的图像对碰撞事故进行二次确认；或者，也可以将图像发送至预先与该车辆绑定的终端设备，以使该终端设备将图像保存为二次确认的凭证。
可见，在图2所描述的方法中，在判断出车辆与障碍物之间的相对距离较小时，具体可以通过计算加速度分量的方差判断出加速度存在突变，从而确定车辆发生碰撞事故。此外，在图2所描述的方法中，在确定车辆发生碰撞事故之后，还可以触发相应的摄像头拍摄图像，以通过图像对碰撞事故进行二次确认，从而可以达到进一步验证和保留事故证据的目的。
实施例三
请参阅图3，图3是本发明实施例公开的另一种车辆碰撞检测方法。如图3所示，该车辆碰撞检测方法可以包括以下步骤：
301、车辆控制系统判断车辆的测距传感器反馈的距离数据是否等于该测距传感器测距范围的下限，如果是，执行步骤302～步骤303，如果否且第一距离大于测距范围的下限，执行步骤304。
本发明实施例中，以超声波测距传感器为例，某些超声波传感器的测距范围下限为26cm(根据传感器性能的不同，测距范围下限的具体数值不同)，当车辆与障碍物之间的实际距离小于26cm时，超声波传感器返回的距离数据也会一直保持在26cm。因此，如果超声波测距传感器反馈的距离数据为26cm时，可以认为该距离数据不可信，车辆控制系统在接收到测距传感器反馈的距离数据之后，并非直接将该距离数据确定为车辆与障碍物之间的距离，而是执行下述步骤302～步骤304。
302、车辆控制系统获取当前时刻车辆的加速度信息，并利用该加速度信息确定车辆在第二指定时长的估计位移。
本发明实施例中，第二指定时长可以设置为一个相对较短的时间，优选的，可以设置为驾驶员的反应时间(0.3s～1.0s)。具体地，利用加速度信息对第二指定时长在时间上进行积分，可以计算出车辆在经过指定时长之后的估计位移。具体地，可以表达为以下公式：
Figure PCTCN2019093438-appb-000002
其中，
Figure PCTCN2019093438-appb-000003
为车辆在指定时长内的估计位移，
Figure PCTCN2019093438-appb-000004
为加速度信息，t为时间。303、车辆控制系统根据测距传感器反馈的距离数据和上述的估计位移确定车辆与障碍物之间的相对距离。
本发明实施例中，车辆控制系统可以结合测距传感器反馈的距离数据和估计位移确定出车辆与障碍物之间的相对距离。优选的，可以将距离数据和估计位移的差值确定为车辆与障碍物之间的相对距离。
考虑以下场景，当车辆与障碍物即将发生碰撞事故时，车辆与障碍物之间的相对距离会逐渐缩小，测距传感器返回的距离数据也会逐渐缩小；当测距传感器返回的距离数据为测距范围的下限时，利用车辆的加速度数据预估出车辆在下一时刻(即第二指定时长)的估计位移，结合超声波返回的距离数据和该估计位移，即可确定出相对准确的下一时刻车辆与障碍物之间的相对距离。执行上述的步骤302～步骤303，可以在车辆与障碍物之间的实际距离小于测距范围的下限时，利用加速度数据推算出车辆与障碍物之间的相对距离，可以在无需进行硬件改造的情况下提高超声波测距的精度。
304、车辆控制系统将上述的距离数据作为车辆与障碍物之间的相对距离。
本发明实施例中，如果超声波测距传感器反馈的距离数据不是测距范围的下限，尤其是当距离数据大于测距范围的下限时，可以认为该距离数据是可信的，因此可以直接将测距传感器反馈的距离数据作为车辆与障碍物之间的相对距离，以减少计算量。
305、车辆控制系统判断该相对距离是否小于预设的距离阈值，如果是，执行步骤306，如果否，结束本流程。
本发明实施例包括的步骤306～步骤310与实施例二中的步骤202～步骤206相同，以下内容不再赘述。
可见，在图3所描述的方法中，可以在判断出车辆与障碍物之间的相对距离较近时，通过分析车辆的加速度信息确定车辆发生碰撞事故，并且通过摄像头拍摄到的图像进行碰撞事故的二次确认。此外，在图3所描述的方法中，具体可以利用测距传感器进行车辆与障碍物之间的距离检测，当测距传感器返回的距离数据为测距范围的下限时，可以利用车辆的加速度数据推算出车辆在指定时长的估计位移，从而可以结合上述的距离数据确定出下一时刻相对准确的车辆与障碍物之间的相对距离，进而可以在无需进行硬件改造的情况下提高超声波测距的精度；反之，如果超声波传感器返回的距离数据不为测距范围的下限，那么可以直接将超声波传感器返回的距离数据作为车辆与障碍物之间的相对距离，可以减少计算量。
实施例四
请参阅图4，图4是本发明实施例公开的一种车辆控制系统的结构示意图。如图4所示，该车辆控制系统可以包括：
第一检测单元401，用于检测车辆与障碍物之间的相对距离；
第一判断单元402，用于判断第一检测单元401检测出的相对距离是否小于预设的第一距离阈值；
本发明实施例中，预设的距离阈值可以人为地设定，具体可以设定为一个较小的值，当车辆与障 碍物之间的相对距离小于该距离阈值时，可以认为车辆与该障碍物之间即将发生碰撞；
获取单元403，用于在第一判断单元402判断出上述的相对距离小于距离阈值时，获取车辆在第一指定时长内的纵向加速度分量和横向加速度分量；
方差确定单元404，用于确定获取单元403获取到的纵向加速度分量的第一方差和获取单元403获取到的横向加速度分量的第二方差；
确认单元405，用于在方差确定单元404确定的第一方差超过预设的第一阈值或者方差确定单元404确定的第二方差超过预设的第二阈值时，确定该车辆发生碰撞事故。
此外，作为一种可选的实施方式，判断单元402在判断出上述的相对距离小于距离阈值之后，以及在触发获取单元403执行获取上述的相对距离小于距离阈值时该车辆的加速度信息的操作之前，还可以执行以下操作：
判断车辆的车速是否超过某一速度阈值，如果是，触发获取单元403执行获取上述的相对距离小于距离阈值时该车辆的加速度信息的操作。
实施该实施方式，可以结合距离和车速进行双重判断，以使获取单元403获取到车辆与障碍物之间的相对距离小于距离阈值并且车速超过速度阈值时该车辆的加速度信息，从而可以进一步提高碰撞检测的准确率。
综上，实施图4所示的车辆控制系统，可以在判断出车辆与障碍物之间的相对距离小于距离阈值时，再根据车辆的加速度信(具体为水平方向上加速度分量的方差)进行车辆的碰撞确认，从而可以降低将急刹误判为碰撞事故的概率，提高车辆碰撞检测的准确率。
实施例五
请参阅图5，图5是本发明实施例公开的另一种车辆控制系统的结构示意图。其中，图5所示的车辆控制系统是由图4所示的车辆控制系统进行优化得到的。在图5所示的车辆控制系统中：
上述的获取单元403，还用于在第一判断单元402判断出相对距离小于距离阈值时，获取车辆在第一指定时长内竖直方向上的加速度分量；
相应地，上述的方差确定单元404，还用于确定竖直方向上的加速度分量的第三方差；
以及，图5所示的车载控制系统中，还包括：
第二判断单元407，用于判断方差确定单元404确定出的第三方差是否小于预设的第三阈值；
上述的确认单元405，具体用于在第一方差超过第一阈值或者第二方差超过第二阈值并且第二判断单元407判断出第三方差小于第三阈值时，确定该车辆发生碰撞事故。
可见，在本发明实施例中，确认单元404具体可以通过车辆加速度分量的方差判断车辆的加速度存在突变，从而根据加速度的突变确认车辆发生碰撞事故。此外，图5所示的车辆控制系统还可以进一步检测竖直方向上加速度分量的方差，从而降低车辆驶过加速带或者凹凸路面等情况对碰撞检测的影响，进一步提高碰撞检测准确率。
可选的，图5所示的车辆控制系统还可以包括：
第二检测单元405，用于在确认单元404确定车辆发生碰撞事故之后，检测车辆发生碰撞事故的车身位置；
本发明实施例中，第二检测单元405具体可以通过检测出上述障碍物的传感器的装设位置确定出车辆发生碰撞事故的车身位置。
拍摄单元406，用于触发第二检测单元405检测到的车身位置对应的摄像头拍摄图像，以使驾驶员通过该图像对碰撞事故进行二次确认。
本发明实施例中，拍摄单元406在拍摄上述图像之后，可以将图像输出至车辆内的显示屏幕中显示，以使该车辆的驾驶员利用拍摄到的图像对碰撞事故进行二次确认；或者，也可以将图像发送至预先与该车辆绑定的终端设备，以使该终端设备将图像保存为二次确认的凭证。
可见，实施图5所示的车辆控制系统，可以在判断出车辆与障碍物之间的相对距离较小时，通过计算加速度分量的方差判断出加速度存在突变，从而确定车辆发生碰撞事故。此外，实施图5所示的车辆控制系统，还可以在确定车辆发生碰撞事故之后，触发相应的摄像头拍摄图像，以通过图像对碰撞事故进行二次确认，从而可以达到进一步验证和保留事故证据的目的。
实施例六
请参阅图6，图6是本发明实施例公开的另一种车辆控制系统的结构示意图。其中，图6所示的车辆控制系统是由图5所示的车辆控制系统进行优化得到的。如图6所示，上述的第一检测单元401，具体可以包括：
判断子单元4011，用于判断车辆的测距传感器反馈的距离数据是否等于测距传感器测距范围的下限；
获取子单元4012，用于在判断子单元4011判断出上述的距离数据为测距范围的下限时，获取当前时刻车辆的加速度信息；
位移确定子单元4013，用于利用获取子单元4012获取到的加速度信息确定车辆在第二指定时长的估计位移；
本发明实施例中，位移确定子单元4013具体地可以利用加速度信息对指定时长在时间上进行积分，从而计算出车辆在经过指定时长之后的估计位移。
距离确定子单元4014，用于根据测距传感器反馈的距离数据和位移确定子单元4013得到的估计位移确定车辆与障碍物之间的相对距离；可选的，距离确定子单元4014，还可以用于在判断子单元4011判断出上述的第一距离大于测距范围的下限时，以第一距离作为车辆与障碍物之间的相对距离。
可见，实施图5所示的车辆控制系统，可以在判断出车辆与障碍物之间的相对距离较近时，通过分析车辆的加速度信息确定车辆发生碰撞事故，并且通过摄像头拍摄到的图像进行碰撞事故的二次确认。还可以在车辆与障碍物之间的实际距离小于测距传感器的测距范围下限时，利用车辆的加速度信息推算出车辆与障碍物之间较为准确的相对距离，从而可以在无需进行硬件改造的情况下提高测距传感器的精度；以及，在实际距离大于测距范围的下限时，直接将测距传感器返回的距离数据作为车辆与障碍物之间的相对距离，以减少计算量。
实施例七
请参阅图7，图7是本发明实施例公开的另一种车辆控制系统的结构示意图。如图7所示，该车辆控制系统可以包括：
存储有可执行程序代码的存储器701；
与存储器701耦合的处理器702；
其中，处理器702调用存储器701中存储的可执行程序代码，执行图1～图3任一种车辆碰撞检测方法。
需要说明的是，图7所示的车辆控制系统还可以包括电源、加速度计、摄像头、测距传感器(超声波雷达、超声波测距传感器、红外测距传感器)等未显示的组件，本实施例不作赘述。
本发明实施例公开一种计算机可读存储介质，其存储计算机程序，其中，该计算机程序使得计算机执行图1～图3任一种车辆碰撞检测方法。
本发明实施例公开一种计算机程序产品，该计算机程序产品包括存储了计算机程序的非瞬时性计算机可读存储介质，且该计算机程序可操作来使计算机执行图1～图3任一种车辆碰撞检测方法。
应理解，说明书通篇中提到的“一个实施例”或“一实施例”意味着与实施例有关的特定特征、结构或特性包括在本发明的至少一个实施例中。因此，在整个说明书各处出现的“在一个实施例中”或“在一实施例中”未必一定指相同的实施例。此外，这些特定特征、结构或特性可以以任意适合的方式结合在一个或多个实施例中。本领域技术人员也应该知悉，说明书中所描述的实施例均属于可选实施例，所涉 及的动作和模块并不一定是本发明所必须的。
在本发明的各种实施例中，应理解，上述各过程的序号的大小并不意味着执行顺序的必然先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本发明实施例的实施过程构成任何限定。
上述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物单元，即可位于一个地方，或者也可以分布到多个网络单元上。可根据实际的需要选择其中的部分或全部单元来实现本实施例方案的目的。
另外，在本发明各实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。
上述集成的单元若以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可获取的存储器中。基于这样的理解，本发明的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或者部分，可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储器中，包括若干请求用以使得一台计算机设备(可以为个人计算机、服务器或者网络设备等，具体可以是计算机设备中的处理器)执行本发明的各个实施例上述方法的部分或全部步骤。
本领域普通技术人员可以理解上述实施例的各种方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序可以存储于一计算机可读存储介质中，存储介质包括只读存储器(Read-Only Memory，ROM)、随机存储器(Random Access Memory，RAM)、可编程只读存储器(Programmable Read-only Memory，PROM)、可擦除可编程只读存储器(Erasable Programmable Read Only Memory，EPROM)、一次可编程只读存储器(One-time Programmable Read-Only Memory，OTPROM)、电子抹除式可复写只读存储器(Electrically-Erasable Programmable Read-Only Memory，EEPROM)、只读光盘(Compact Disc Read-Only Memory，CD-ROM)或其他光盘存储器、磁盘存储器、磁带存储器、或者能够用于携带或存储数据的计算机可读的任何其他介质。
以上对本发明实施例公开的一种车辆碰撞检测方法及车辆控制系统进行了详细介绍，本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本发明的限制。

Claims (10)

  1. 一种车辆碰撞检测方法，其特征在于，包括：
    检测车辆与障碍物之间的相对距离；
    判断所述相对距离是否小于预设的距离阈值，如果是，获取所述车辆在第一指定时长内的纵向加速度分量和横向加速度分量；
    确定所述纵向加速度分量的第一方差和所述横向加速度分量的第二方差；
    如果所述第一方差超过预设的第一阈值或者所述第二方差超过预设的第二阈值，确定所述车辆发生碰撞事故。
  2. 根据权利要求1所述的车辆碰撞检测方法，其特征在于，在判断出所述相对距离小于所述距离阈值之后，所述方法还包括：
    获取所述车辆在所述第一指定时长内竖直方向上的加速度分量，并确定所述竖直方向上的加速度分量的第三方差；
    以及，在判断出所述第一方差超过所述第一阈值或者所述第二方差超过所述第二阈值之后，所述方法还包括：
    判断所述第三方差是否小于预设的第三阈值，如果是，执行所述确定所述车辆发生碰撞事故。
  3. 根据权利要求2所述的车辆碰撞检测方法，其特征在于，在所述确定所述车辆发生碰撞事故之后，所述方法还包括：
    检测所述车辆发生所述碰撞事故的车身位置；
    触发所述车身位置对应的摄像头拍摄图像，以使驾驶员通过所述图像对所述碰撞事故进行二次确认。
  4. 根据权利要求1所述的车辆碰撞检测方法，其特征在于，所述检测车辆与障碍物之间的距离，包括：
    判断所述车辆的测距传感器反馈的距离数据是否等于所述测距传感器测距范围的下限，如果是，获取当前时刻所述车辆的加速度信息；
    利用所述加速度信息确定所述车辆在第二指定时长的估计位移；
    根据所述距离数据和所述估计位移确定所述车辆与所述障碍物之间的相对距离。
  5. 根据权利要求4所述的车辆碰撞检测方法，其特征在于，如果判断出所述距离数据大于所述下限，所述方法还包括：
    以所述距离数据作为所述车辆与所述障碍物之间的相对距离。
  6. 一种车辆控制系统，其特征在于，包括：
    第一检测单元，用于检测车辆与障碍物之间的相对距离；
    第一判断单元，用于判断所述相对距离是否小于预设的距离阈值；
    获取单元，用于在所述判断单元判断出所述相对距离小于所述距离阈值时，获取所述车辆在第一指定时长内的纵向加速度分量和横向加速度分量；
    方差确定单元，用于确定所述纵向加速度分量的第一方差和所述横向加速度分量的第二方差；
    确认单元，用于在所述第一方差超过预设的第一阈值或者所述第二方差超过预设的第二阈值时，确定所述车辆发生碰撞事故。
  7. 根据权利要求6所述的车辆控制系统，其特征在于：
    所述获取单元，还用于在所述判断单元判断出所述相对距离小于所述距离阈值时，获取所述车辆在所述第一指定时长内竖直方向上的加速度分量；
    所述方差确定单元，还用于确定所述竖直方向上的加速度分量的第三方差；
    以及，所述车载控制系统还包括：
    第二判断单元，用于判断所述第三方差是否小于预设的第三阈值；
    所述确认单元，具体用于在所述第一方差超过所述第一阈值或者所述第二方差超过所述第二阈值以及所述第二判断单元判断出所述第三方差小于第三阈值时，确定所述车辆发生碰撞事故。
  8. 根据权利要求7所述的车辆控制系统，其特征在于，还包括：
    第二检测单元，用于检测所述车辆发生所述碰撞事故的车身位置；
    拍摄单元，用于触发所述车身位置对应的摄像头拍摄图像，以使驾驶员通过所述图像对所述碰撞事故进行二次确认。
  9. 根据权利要求6所述的车辆控制系统，其特征在于，所述第一检测单元，包括：
    判断子单元，用于判断所述车辆的测距传感器反馈的距离数据是否等于所述测距传感器测距范围的下限；
    获取子单元，用于在所述判断子单元判断出所述距离数据为所述下限时，获取当前时刻所述车辆的加速度信息；
    位移确定子单元，用于利用所述加速度信息确定所述车辆在第二指定时长的估计位移；
    距离确定子单元，用于根据所述距离数据和所述估计位移确定所述车辆与所述障碍物之间的相对距离。
  10. 根据权利要求9所述的车辆控制系统，其特征在于，所述距离确定子单元，还用于在所述第二判断子单元判断出所述距离数据大于所述下限时，以所述距离数据作为所述车辆与所述障碍物之间的相对距离。
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