CN113060135A

CN113060135A - Vehicle collision prevention device and method

Info

Publication number: CN113060135A
Application number: CN201911400426.5A
Authority: CN
Inventors: 周维成; 廖顽强
Original assignee: Xiamen Clarion Electronics Enterprise Co Ltd
Current assignee: Xiamen Clarion Electronics Enterprise Co Ltd
Priority date: 2019-12-30
Filing date: 2019-12-30
Publication date: 2021-07-02

Abstract

The application provides a vehicle anti-collision device and a vehicle anti-collision method, relates to the field of vehicles, and can avoid collision between a vehicle and a road edge. The device includes: the acquisition module is used for acquiring the steering angle of the vehicle; the processing module is used for determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module; the output module is used for preventing collision of the running information when the processing module determines that the vehicle and the road edge can collide; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

Description

Vehicle collision prevention device and method

Technical Field

The invention relates to the field of vehicles, in particular to a vehicle collision prevention device and method.

Background

At present, due to the limitation of the structure of the vehicle, when a driver looks out from a cab of the vehicle, a visual blind area of the driver exists in a partial space close to the vehicle. Therefore, when the vehicle approaches the road edge, the driver cannot visually see the distance between the vehicle and the road edge, and therefore the problem of scratching between the vehicle and the road edge often occurs in such a situation. Causing loss to the owner of the vehicle and possibly causing traffic accidents.

Disclosure of Invention

Embodiments of the present invention provide a vehicle anti-collision device that can prevent a driver of a vehicle from colliding the vehicle with a road edge during driving.

In order to achieve the above purpose, the embodiment of the invention adopts the following technical scheme:

in a first aspect, a vehicle bumper is provided, comprising: the acquisition module is used for acquiring the steering angle of the vehicle; the processing module is used for determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module; the output module is used for preventing collision of the running information when the processing module determines that the vehicle and the road edge can collide; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

According to the technical scheme, whether the vehicle has the risk of road-edge collision or not is determined according to the steering angle of the vehicle at the current moment, and when the risk of road-edge collision is determined, collision-prevention running information used for indicating a driver to control the vehicle to run to a safe target position is output, so that the vehicle can run safely or stop, and the damage to the vehicle and the economic loss of a vehicle owner are avoided.

In a second aspect, a vehicle collision avoidance method is provided, comprising: firstly, acquiring a steering angle of a vehicle; then determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle; when the collision between the vehicle and the road edge is determined, collision-prevention driving information is output; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

In a third aspect, a vehicle collision avoidance device is provided, comprising a memory, a processor, a bus, and a communication interface; the memory is used for storing computer execution instructions, and the processor is connected with the memory through a bus; when the vehicle collision avoidance device is operated, the processor executes computer-executable instructions stored in the memory to cause the vehicle collision avoidance device to perform the vehicle collision avoidance method as provided in the second aspect.

In a fourth aspect, a computer-readable storage medium is provided that includes computer-executable instructions that, when executed on a computer, cause the computer to perform the vehicle collision avoidance method as provided in the second aspect.

The present application provides a vehicle collision avoidance apparatus and method because the apparatus includes: the acquisition module is used for acquiring the steering angle of the vehicle; the processing module is used for determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module; the output module is used for preventing collision of the running information when the processing module determines that the vehicle and the road edge can collide; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance. Therefore, according to the technical scheme provided by the application, whether the vehicle has the risk of road-edge collision or not can be determined according to the steering angle of the vehicle at the current moment, and when the vehicle has the risk of road-edge collision, the anti-collision driving information for indicating the driver how to control the vehicle to drive to the safe target position is output, so that the vehicle can safely drive or stop, and the damage to the vehicle and the economic loss of a vehicle owner can not be caused.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained based on these drawings without creative efforts.

FIG. 1 is a schematic view of a vehicle crash barrier according to the present disclosure;

FIG. 2 is a schematic view of a vehicle and a road edge according to the present disclosure;

FIG. 3 is a schematic view of another vehicle and curb location provided herein;

FIG. 4 is a schematic view of another embodiment of a vehicle impact protection apparatus provided herein;

FIG. 5 is a schematic view of a center of rotation corresponding to a vehicle travel path provided herein;

FIG. 6 is a schematic view of a crash location provided herein;

FIG. 7 is a schematic diagram of a second distance provided herein;

FIG. 8 is a schematic view of crash-proof driving information provided herein;

FIG. 9 is a schematic flow chart of a method for preventing collision of a vehicle according to the present application;

FIG. 10 is a schematic flow chart of another method for preventing collision of a vehicle provided by the present application;

FIG. 11 is a schematic flow chart of yet another method for preventing collision of a vehicle provided herein;

fig. 12 is a schematic structural view of another vehicle crash protection apparatus provided in the present application.

Detailed Description

The technical solutions in the present application will be described clearly and completely with reference to the accompanying drawings in the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It is noted that, in the present application, words such as "exemplary" or "for example" are used to mean exemplary, illustrative, or descriptive. Any embodiment or design described herein as "exemplary" or "e.g.," is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, use of the word "exemplary" or "such as" is intended to present concepts related in a concrete fashion.

It should be noted that, in the present application, "of", "corresponding" and "corresponding" may be sometimes used in combination, and it should be noted that the intended meaning is consistent when the difference is not emphasized.

For the convenience of clearly describing the technical solutions of the present application, in the embodiments of the present invention, the words "first", "second", and the like are used for distinguishing the same items or similar items with basically the same functions and actions, and those skilled in the art will understand that the words "first", "second", and the like are not limited in number or execution order.

Due to the limitation of the structure of the vehicle, when a driver looks out from a cab of the vehicle, a certain blind area exists in a part of space close to the vehicle, so when the vehicle approaches a road edge, the driver cannot visually see the distance between the vehicle and the road edge, and the problem of scraping and rubbing between the vehicle and the road edge is often caused, thereby causing the loss of vehicle owners and even traffic accidents.

In view of the above problems, the present application provides a vehicle collision prevention apparatus capable of outputting collision prevention travel information indicating how a driver of a vehicle controls the vehicle to travel to a safe target position when it is determined that there is a risk of collision between the vehicle and a road edge, thereby avoiding damage to the vehicle and economic loss of the vehicle owner.

Referring to fig. 1, an embodiment of the present invention further provides a vehicle collision prevention apparatus 01, including: an acquisition module 11, a processing module 12 and an output module 13.

And the acquisition module 11 is used for acquiring the steering angle of the vehicle. For example, the steering angle of the vehicle may be derived directly from the turning angle of the steering wheel of the vehicle itself.

Optionally, referring to fig. 2, the driver may not observe the road edge only when the vehicle approaches the road edge, that is, when the distance L from the vehicle to the road edge is small, and when the height H of the road edge is lower than the height H of the lower edge of the wheel hub of the vehicle, the vehicle directly enters the road edge when encountering the road edge, and the vehicle does not generate damage due to collision with the road edge, so the obtaining module 11 is further configured to obtain the first distance L from the vehicle to the road edge and the target height H of the road edge; when the processing module 12 determines that the first distance is smaller than a first preset distance and the target height is greater than the lower edge height of the wheel hub of the vehicle, the obtaining module 11 is configured to obtain a steering angle of the vehicle; when the processing module 12 determines that the first distance is greater than the first preset distance and/or the target height is less than the lower edge height of the wheel hub of the vehicle, it is determined that there is no collision risk between the vehicle and the road edge, and then the obtaining module 11 obtains the first distance between the vehicle and the road edge and the target height of the road edge again after a certain period of time.

It should be noted that, when the first distance is equal to the first preset distance, which is a critical condition, the condition may be further implemented that the first distance is smaller than the first preset distance, that is, the "first distance is smaller than the first preset distance" is changed to the "first distance is smaller than or equal to the first preset distance", or the first distance is greater than the first preset distance, that is, the "first distance is greater than the first preset distance" is changed to the "first distance is greater than or equal to the first preset distance"; the target height is equal to the height of the lower edge of the hub of the vehicle for the same reason.

For example, taking an example that the road edge is on the right side of the vehicle and the central axis of the vehicle is not parallel to the road edge, referring to fig. 3, the obtaining module 11 may measure the distance from the road edge to the distance measuring sensor a by using a distance measuring sensor a arranged on the right side of the vehicle, and then determine the distance from the vehicle to the road edge according to the position of the distance measuring sensor a on the vehicle and the state of the vehicle at the current time; the obtaining module 11 may also measure the distance between each distance measuring sensor and the road edge through a plurality of distance measuring sensors (distance measuring sensor a, distance measuring sensor B, and distance measuring sensor C) arranged on the right side of the vehicle, and then integrate an average value obtained by a plurality of distance values as the distance between the vehicle and the road edge; of course, any other feasible manner is also possible, and the method is not particularly limited here. It should be noted that, for convenience in the specific measurement process, the entire vehicle may be regarded as a rectangular parallelepiped.

For example, the acquisition module may search for the height of the road edge from a traffic database corresponding to the currently-driven road, or may analyze the height of the road edge by taking a picture of the road edge through a camera and then combining the distance between the vehicle and the road edge after performing image recognition; of course, any other feasible scheme is possible, and no specific limitation is made here.

And the processing module 12 is configured to determine whether the vehicle has a collision risk with a road edge of a road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module 11.

Because in practice, when a vehicle is running, a driver may continuously adjust a steering wheel to ensure that the vehicle runs according to the desired mode, if the vehicle needs to run for a long distance according to the current deflection angle to collide with the road edge, in this case, the situation that the vehicle collides with the road edge is unlikely to occur because the steering angle of the vehicle is changed for many times; however, when the vehicle needs to travel a short distance according to the current deflection angle and collides with the road edge, the driver is likely to want to approach the road edge at this time, so the number of times of adjusting the steering wheel is small, and the vehicle may collide with the road edge in the subsequent traveling process, so optionally, referring to fig. 4, the processing module 12 includes a determining unit 121, a calculating unit 122, and a judging unit 123.

A determination unit 121 for determining a travel path of the vehicle according to the steering angle of the vehicle acquired by the acquisition module 11.

Optionally, the determining unit 121 is specifically configured to: determining a rotation center corresponding to a vehicle traveling path according to the steering angle of the vehicle acquired by the acquisition module 11; and determining the traveling path of the vehicle according to the distance between the contour point of the vehicle and the rotation center and the steering angle of the vehicle acquired by the acquisition module.

For example, referring to fig. 5(1), when the vehicle is traveling north and the steering angle is 40 ° north, the rotation center O1 corresponding to the vehicle traveling path is the intersection point of the connecting line of the centers of the rear two wheels of the vehicle and the central axis of the front left wheel of the vehicle. Referring to fig. 5(2), taking the vehicle driving in the north direction and the steering angle of the vehicle being 40 ° off the west, the rotation center O2 corresponding to the traveling path of the vehicle is the intersection point of the line connecting the centers of the rear two wheels of the vehicle and the central axis of the front right wheel of the vehicle. Referring to fig. 6, taking the vehicle driving in the north direction and the steering angle of the vehicle being 40 ° off the east of the north as an example, after the rotation center O1 of the vehicle traveling route is determined, an arc corresponding to each vehicle contour point can be made according to the distance between the vehicle contour point (e.g., four corner points in the figure) and the rotation center O1 as a radius, the arc of each vehicle contour point is a corresponding track in the vehicle traveling path, and the vehicle traveling path can be obtained by integrating the arcs of each vehicle contour point.

The determination unit 121 is also configured to determine that the vehicle travels along the travel path to a collision position at which the vehicle collides with the road edge when the determination unit 123 determines that the travel path is deviated toward the road edge.

For example, referring to fig. 6, taking the vehicle driving to the north and the steering angle of the vehicle being 35 degrees to the east of the north, and the road edge being on the right side of the vehicle as an example, after the traveling path of the vehicle is obtained, a position where the vehicle has a point just collided with the road edge in the traveling path is taken as a collision position.

A calculating unit 122, configured to calculate a second distance that the target point on the vehicle moves during the process that the vehicle moves from the current position to the collision position determined by the determining unit 121.

Optionally, the target point may be any point on the vehicle, or may be a point having a fixed positional relationship with the vehicle.

For example, referring to fig. 7, taking the target point as the middle point of the connection between the axes of the two rear wheels of the vehicle, the vehicle travels to the north, and the steering angle is 35 ° north, and the road edge is on the right side of the vehicle, the calculating unit 122 may establish a two-dimensional or three-dimensional model of the current position of the vehicle moving to the collision position according to the travel path and the collision position determined by the determining unit 121, so as to obtain the second distance moved by the target point, i.e. the length of the arc ab in fig. 7. Of course, any other feasible manner is also possible, and the method is not particularly limited here.

When the judgment unit 123 determines that the second distance calculated by the calculation unit 122 is smaller than the second preset distance, the determination unit 121 determines that the vehicle has a collision risk with the road edge.

Optionally, the second preset distances corresponding to different target points may be different or the same, and are specifically determined according to actual situations.

Since, in practice, the faster the vehicle is, the less time the vehicle takes to travel from the current position to the collision position, even if the determined second distance is greater than the second distance, there may be a situation where the vehicle has already reached the collision position and collided with the road edge because the vehicle speed is faster and the driver of the vehicle has no time to adjust the steering wheel, so optionally, the obtaining module 11 is also configured to obtain the travel speed of the vehicle; the calculating unit 122 is further configured to calculate a target time length required for the vehicle to move from the current position to the target position determined by the determining unit 121 according to the second distance and the traveling speed acquired by the acquiring module 11; when the judgment unit 123 determines that the target time length calculated by the calculation unit 122 is less than the preset time length, the determination unit 121 determines that the vehicle has a collision risk with the road edge.

Further, when the determining unit 123 determines that the second distance is greater than the second preset distance and/or the target time length is greater than the preset time length, the determining unit 121 determines that there is no collision risk between the vehicle and the road edge, and then the obtaining module 11 obtains the steering angle of the vehicle again after a certain time.

It should be noted that, when the second distance is equal to the second preset distance, which is a critical condition, the second distance may be further reduced to be smaller than the second preset distance, that is, the "second distance is smaller than the second preset distance" to be changed to the "second distance is smaller than or equal to the second preset distance", or the second distance is larger than the second preset distance, that is, the "second distance is larger than the second preset distance" to be changed to the "second distance is larger than or equal to the second preset distance"; the target time length is equal to the preset time length in the same way.

The output module 13 is used for preventing the running information from being collided when the processing module 12 determines that the vehicle collides with the road edge; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance. Illustratively, the safety distance is greater than zero, e.g., 1 m.

In one implementation, the collision avoidance driving information includes: an auxiliary travel path and a travel path on which the vehicle continues to travel in the current travel state; when the vehicle travels along the auxiliary travel path from the current position, the vehicle may be caused to travel to the target position. For example, the output module 13 may be an on-board terminal, and the on-board terminal may display an image as shown in fig. 8, where during the driving process of the vehicle, a driving path of the vehicle, which continues to drive in the current driving state, changes with the rotation of the steering wheel by the driver of the vehicle, so that the driver can know whether the operation of the steering wheel by the driver is correct at any time, and finally the driver can drive the vehicle to the target position. It may be exemplified by a two-dimensional or three-dimensional model of the movement of the vehicle according to the range of angles in which the steering wheel of the vehicle can be rotated, the shape structure of the vehicle, the target position and the auxiliary travel path.

In another implementable manner, the collision avoidance driving information includes: auxiliary driving path and real-time auxiliary voice information; the real-time auxiliary voice information is used for instructing a driver of the vehicle how to operate a steering wheel of the vehicle in real time so that the vehicle travels on an auxiliary travel path. As an example, the real-time auxiliary voice information may specifically be: when the angle of the steering wheel rotated by the driver is far smaller than the angle corresponding to the auxiliary driving path, the vehicle-mounted terminal emits the sound of ticker, ticker and ticker; when the driver makes the rotating angle of the steering wheel extremely close to the angle corresponding to the corresponding auxiliary driving path, the vehicle-mounted terminal makes sounds of 'biting, biting and stung'; when the driver rotates the steering wheel by an angle equal to the angle corresponding to the auxiliary driving path, the vehicle-mounted terminal gives out beep sound; when the driver turns the steering wheel by an angle smaller than an angle far larger than an angle corresponding to the auxiliary travel path, the vehicle-mounted terminal makes a sound of "clattering, and clattering". Therefore, the driver can determine the rotating direction of the steering wheel according to the auxiliary driving path and can also determine the rotating angle of the steering wheel according to the real-time auxiliary voice information, and finally the vehicle can be driven to reach the target position. Of course, the real-time auxiliary voice information may also be other feasible ways, and is not limited in particular here.

Optionally, in order to enable the driver to check or check the anti-collision driving information in time, the vehicle anti-collision device further comprises an alarm module 24; and the alarm module 24 is used for outputting alarm information when the processing module 12 determines that the vehicle and the road edge have the collision risk. For example, the alarm information may be characters displayed on a screen of the vehicle-mounted terminal, or may be specific flashing lights and sounds emitted by an audible and visual alarm provided inside the vehicle. The specific form of the alarm information is not limited herein.

The application provides a vehicle buffer stop because the device includes: the acquisition module is used for acquiring the steering angle of the vehicle; the processing module is used for determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module; the output module is used for preventing collision of the running information when the processing module determines that the vehicle and the road edge can collide; the collision avoidance driving information is used at least for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance. Therefore, according to the technical scheme provided by the application, whether the vehicle has the risk of road-edge collision or not can be determined according to the steering angle of the vehicle at the current moment, and when the vehicle has the risk of road-edge collision, the anti-collision driving information for indicating the driver how to control the vehicle to drive to the safe target position is output, so that the vehicle can safely drive or stop, and the damage to the vehicle and the economic loss of a vehicle owner can not be caused.

Referring to fig. 9, based on the vehicle collision prevention apparatus provided in the foregoing embodiment, the present application further provides a vehicle collision prevention method, which includes 901 and 903:

901. the steering angle of the vehicle is acquired.

Optionally, referring to fig. 10, before the step 901, steps S1 and S2 are further included:

and S1, acquiring a first distance between the vehicle and the road edge and the target height of the road edge.

And S2, judging whether the first distance is smaller than a first preset distance and the target height is larger than the lower edge height of the hub of the vehicle.

When the first distance is determined to be smaller than the first preset distance and the target height is determined to be larger than the lower edge height of the wheel hub of the vehicle, executing 901; when it is determined that the first distance is not less than the first preset distance and/or the target height is not greater than the lower-edge height of the wheel hub of the vehicle, S1 is performed after a certain period of time.

902. And determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle.

When determining that the vehicle and the road edge of the road where the vehicle is located have collision risks, 903 is executed; when it is determined that there is no risk of collision between the vehicle and the road edge of the road on which the vehicle is located, 901 is performed.

Optionally, as shown in fig. 10, 902 specifically includes 9021 and 9025:

9021. and determining the traveling path of the vehicle according to the steering angle of the vehicle.

Optionally, as shown in fig. 11, the 9021 specifically includes 90211 and 90212:

90211. and determining a rotation center corresponding to the vehicle traveling path according to the steering angle of the vehicle.

90212. And determining the traveling path of the vehicle according to the distance between the contour point of the vehicle and the rotation center and the steering angle of the vehicle.

9022. When the travel path is determined to be deviated to the road edge, the vehicle is determined to travel along the travel path to a collision position where the vehicle collides with the road edge.

9023. And calculating a second distance moved by the target point on the vehicle in the process of moving the vehicle from the current position to the collision position.

9024. And when the second distance is determined to be smaller than the second preset distance, determining that the vehicle and the road edge have the collision risk.

After 9024, 903 is executed.

9025. And when the second distance is larger than the second preset distance, determining that the vehicle and the road edge have no collision risk.

S1 is executed after 9025.

Optionally, 9026 is further included after 9023:

9026. the running speed of the vehicle is acquired.

9027. And calculating the target time length required for the vehicle to move from the current position to the collision position according to the second distance and the running speed.

9028. And when the target time length is determined to be less than the preset time length, determining that the vehicle and the road edge have the collision risk.

After 9028, 903 is executed.

9029. And when the target time length is determined to be greater than the preset time length, determining that the vehicle and the road edge have the collision risk.

After 9029, 903 is executed.

90210. And when the second distance is larger than the second preset distance or the target time length is larger than the preset time length, determining that the vehicle and the road edge have no collision risk.

S1 is executed after 90210.

903. And outputting the anti-collision driving information.

Wherein the collision prevention driving information is at least used for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

Illustratively, the collision avoidance driving information includes: an auxiliary travel path and a travel path on which the vehicle continues to travel in the current travel state; when the vehicle runs along the auxiliary running path from the current position, the vehicle can be driven to the target position; alternatively, the collision avoidance travel information includes: auxiliary driving path and real-time auxiliary voice information; the real-time auxiliary voice information is used for instructing a driver of the vehicle how to operate a steering wheel of the vehicle in real time so that the vehicle travels on an auxiliary travel path.

Optionally, referring to fig. 11, the method for preventing collision of a vehicle further includes 904:

904. and outputting alarm information.

Specifically, when it is determined that the vehicle is at risk of collision with the road edge, 904 is performed.

The embodiment of the present application also provides a vehicle crash prevention apparatus, and fig. 12 shows a possible architecture diagram of the vehicle crash prevention apparatus, which includes a memory 11, a processor 12, a bus 13, and a communication interface 14; the memory 11 is used for storing computer execution instructions, and the processor 12 is connected with the memory 11 through a bus 13; when the vehicle collision prevention apparatus is operated, the processor 12 executes computer-executable instructions stored in the memory 11 to cause the vehicle collision prevention apparatus to perform the vehicle collision prevention method provided as the above-described embodiment.

In particular implementations, processor 12(12-1 and 12-2) may include one or more Central Processing Units (CPUs), such as CPU0 and CPU1 shown in FIG. 12, as one example. And as an example, the vehicle crash guard may include a plurality of processors 12, such as processor 12-1 and processor 12-2 shown in fig. 12. Each of the processors 12 may be a single-Core Processor (CPU) or a multi-Core Processor (CPU). Processor 12 may refer herein to one or more devices, circuits, and/or processing cores that process data (e.g., computer program instructions).

The Memory 11 may be a Read-Only Memory 11 (ROM) or other types of static storage devices that can store static information and instructions, a Random Access Memory (RAM) or other types of dynamic storage devices that can store information and instructions, an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc Read-Only Memory (CD-ROM) or other optical Disc storage, optical Disc storage (including Compact Disc, laser Disc, optical Disc, digital versatile Disc, blu-ray Disc, etc.), a magnetic Disc storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to such. The memory 11 may be self-contained and coupled to the processor 12 via a bus 13. The memory 11 may also be integrated with the processor 12.

In a specific implementation, the memory 11 is used for storing data in the present application and computer-executable instructions corresponding to software programs for executing the present application. The processor 12 may perform various functions of the vehicle collision prevention apparatus by running or executing a software program stored in the memory 11 and calling up data stored in the memory 11.

The communication interface 14 is a device such as any transceiver for communicating with other devices or communication Networks, such as a control system, a Radio Access Network (RAN), a Wireless Local Area Network (WLAN), and the like. The communication interface 14 may include a receiving unit implementing a receiving function and a transmitting unit implementing a transmitting function.

The bus 13 may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (enhanced Industry Standard Architecture) bus, or the like. The bus 13 may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 12, but this is not intended to represent only one bus or type of bus.

The present application also provides a computer-readable storage medium, which includes computer-executable instructions, when the computer-executable instructions are run on a computer, the computer is caused to execute the vehicle collision prevention method provided by the above embodiment.

The present application further provides a computer program, which can be directly loaded into the memory and contains software codes, and the computer program can be loaded and executed by the computer to implement the vehicle collision prevention method provided by the above embodiments.

Those skilled in the art will recognize that, in one or more of the examples described above, the functions described in this invention may be implemented in hardware, software, firmware, or any combination thereof. When implemented in software, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer-readable storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.

Through the above description of the embodiments, it is clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device may be divided into different functional modules to complete all or part of the above described functions.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described embodiments of the apparatus are merely illustrative, and for example, a module or a unit may be divided into only one logic function, and another division may be implemented in practice. For example, various elements or components may be combined or may be integrated into another device, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form. Units described as separate parts may or may not be physically separate, and parts displayed as units may be one physical unit or a plurality of physical units, may be located in one place, or may be distributed to a plurality of different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, 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 are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit. The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application may be essentially or partially contributed to by the prior art, or all or part of the technical solutions may be embodied in the form of a software product, where the software product is stored in a storage medium and includes several instructions to enable a device (which may be a single chip, a chip, or the like) or a processor (processor) to execute all or part of the steps of the methods according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a U disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A vehicle bump guard, comprising:

the acquisition module is used for acquiring the steering angle of the vehicle;

the processing module is used for determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle acquired by the acquisition module;

the output module is used for preventing collision of running information when the processing module determines that the vehicle and the road edge can collide; the collision avoidance driving information is at least used for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is located at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

2. The vehicle bump preventing device according to claim 1,

the acquisition module is further used for acquiring a first distance between the vehicle and the road edge and a target height of the road edge;

when the processing module determines that the first distance is smaller than a first preset distance and the target height is larger than the lower edge height of the hub of the vehicle, the obtaining module is used for obtaining the steering angle of the vehicle.

3. The vehicle collision avoidance device of claim 1, wherein the processing module includes a determination unit, a calculation unit, and a determination unit;

the determining unit is used for determining a traveling path of the vehicle according to the steering angle of the vehicle acquired by the acquiring module;

the determining unit is further used for determining that the vehicle runs to a collision position when colliding with the road edge along the travel path when the judging unit determines that the travel path is deviated to the road edge;

the calculating unit is used for calculating a second distance moved by a target point on the vehicle in the process that the vehicle moves from the current position to the collision position determined by the determining unit;

when the judging unit determines that the second distance calculated by the calculating unit is smaller than a second preset distance, the determining unit determines that the vehicle and the road edge have a collision risk.

4. The vehicle anti-collision device according to claim 3, characterized in that the determination unit is specifically configured to:

determining a rotation center corresponding to the vehicle traveling path according to the steering angle of the vehicle acquired by the acquisition module;

and determining the traveling path of the vehicle according to the distance between the contour point of the vehicle and the rotation center and the steering angle of the vehicle acquired by the acquisition module.

5. The vehicle bump preventing device according to claim 3,

the acquisition module is further used for acquiring the running speed of the vehicle;

the calculating unit is further used for calculating a target time length required for the vehicle to move from the current position to the collision position determined by the determining unit according to the second distance and the running speed acquired by the acquiring module;

when the judging unit determines that the target time length calculated by the calculating unit is less than a preset time length, the determining unit determines that the vehicle and the road edge have a collision risk.

6. The vehicle bump prevention device of claim 1, further comprising an alarm module;

and the alarm module is used for outputting alarm information when the processing module determines that the vehicle and the road edge have collision risks.

7. The vehicle bump preventing device according to claim 1,

the collision prevention travel information includes: an auxiliary travel path and a travel path on which the vehicle continues to travel in a current travel state; when the vehicle travels along the auxiliary travel path from the current position, the vehicle may be caused to travel to the target position;

alternatively, the first and second electrodes may be,

the collision prevention travel information includes: the auxiliary driving path and the real-time auxiliary voice information; the real-time auxiliary voice information is used for indicating a driver of the vehicle how to operate a steering wheel of the vehicle in real time so that the vehicle runs on the auxiliary running path.

8. A method of vehicle collision avoidance, comprising:

acquiring a steering angle of a vehicle;

determining whether the vehicle has collision risk with the road edge of the road where the vehicle is located according to the steering angle of the vehicle;

when the vehicle is determined to collide with the road edge, outputting collision-prevention running information; the collision avoidance driving information is at least used for instructing a driver of the vehicle to drive the vehicle to a target position; when the vehicle is located at the target position, the central axis of the vehicle is parallel to the edge of the road edge close to the vehicle, and the distance between the vehicle and the road edge is a safe distance.

9. The vehicle anti-collision method according to claim 8, wherein the obtaining of the steering angle of the vehicle further comprises:

acquiring a first distance between the vehicle and the road edge and a target height of the road edge;

and when the first distance is determined to be smaller than a first preset distance and the target height is determined to be larger than the lower edge height of the hub of the vehicle, acquiring the steering angle of the vehicle.

10. The vehicle collision avoidance method of claim 8, wherein the determining whether the vehicle is at risk of collision with the road edge of the road on which the vehicle is located according to the steering angle of the vehicle comprises:

determining a traveling path of the vehicle according to the steering angle of the vehicle;

when the traveling path is determined to be deviated to the road edge, determining that the vehicle travels along the traveling path to a collision position where the vehicle collides with the road edge;

calculating a second distance moved by a target point on the vehicle in the process that the vehicle moves from the current position to the collision position;

and when the second distance is determined to be smaller than a second preset distance, determining that the vehicle and the road edge have a collision risk.

11. The vehicle collision avoidance method of claim 10, wherein the determining the travel path of the vehicle as a function of the steering angle of the vehicle comprises:

determining a rotation center corresponding to the vehicle traveling path according to the steering angle of the vehicle;

and determining the traveling path of the vehicle according to the distance between the contour point of the vehicle and the rotation center and the steering angle of the vehicle.

12. The vehicle collision avoidance method of claim 10, wherein the calculating a second distance the target point on the vehicle moves in moving the vehicle from the current location to the collision location further comprises:

acquiring the running speed of the vehicle;

calculating a target time length required for the vehicle to move from a current position to the collision position according to the second distance and the running speed;

and when the target time length is determined to be less than the preset time length, determining that the vehicle and the road edge have the collision risk.

13. The vehicle collision avoidance method of claim 8, further comprising:

and when determining that the vehicle and the road edge have collision risks, outputting alarm information.

14. The vehicle collision avoidance method of claim 8,

alternatively, the first and second electrodes may be,

15. A vehicle anti-collision device is characterized by comprising a memory, a processor, a bus and a communication interface; the memory is used for storing computer execution instructions, and the processor is connected with the memory through the bus; the processor executes the computer-executable instructions stored by the memory to cause the vehicle collision avoidance device to perform the vehicle collision avoidance method of any of claims 8-14 when the vehicle collision avoidance device is in operation.

16. A computer-readable storage medium comprising computer-executable instructions that, when executed on a computer, cause the computer to perform the vehicle collision avoidance method of any of claims 8-14.