CN113516862A - Early warning method and device, electronic equipment and storage medium - Google Patents

Early warning method and device, electronic equipment and storage medium Download PDF

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Publication number
CN113516862A
CN113516862A CN202110829110.9A CN202110829110A CN113516862A CN 113516862 A CN113516862 A CN 113516862A CN 202110829110 A CN202110829110 A CN 202110829110A CN 113516862 A CN113516862 A CN 113516862A
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vehicle
obstacle
longitudinal
collision
relative
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关瀛洲
厉健峰
王祎男
付仁涛
魏源伯
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FAW Group Corp
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FAW Group Corp
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees

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  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention discloses an early warning method, an early warning device, electronic equipment and a storage medium, and belongs to the technical field of automatic driving. The method comprises the following steps: determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; wherein the motion attribute information of the vehicle includes a yaw rate and a vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle; and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value. Through the technical scheme, the accuracy of the early warning of the front obstacle is improved, and a new idea is provided for the early warning of collision of the front obstacle during automatic driving.

Description

Early warning method and device, electronic equipment and storage medium
Technical Field
The embodiment of the invention relates to the technical field of automatic driving, in particular to the technical field of automatic driving decision control, and specifically relates to an early warning method, an early warning device, electronic equipment and a storage medium.
Background
At present, the automobile industry is under the wave of 'intelligent' revolution, and the automatic driving technology is vigorously developed by the traditional OEM, the Tier1, the science and technology company and the new momentum of automobile manufacturing at home and abroad. The automatic driving function is an important label for automobile intellectualization, the automatic driving function is configured for middle-end and high-end automobile models at home and abroad, and the front obstacle collision early warning function gradually becomes the standard configuration of the automatic driving automobile.
At present, the collision early warning function of the front obstacle has the problems of poor scene adaptability, low early warning accuracy rate and the like, and needs to be improved urgently.
Disclosure of Invention
The invention provides an early warning method, an early warning device, electronic equipment and a storage medium, which are used for improving the accuracy of early warning of collision of an obstacle in front of automatic driving.
In a first aspect, an embodiment of the present invention provides an early warning method, including:
determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; wherein the motion attribute information of the vehicle includes a yaw rate and a vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle;
and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
In a second aspect, an embodiment of the present invention further provides an early warning apparatus, including:
the possibility determining module is used for determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; wherein the motion attribute information of the vehicle includes a yaw rate and a vehicle speed of the vehicle; the movement attribute information of the obstacle at least includes at least two of a relative position, a relative speed and a relative acceleration of the obstacle and the vehicle;
and the early warning determining module is used for determining longitudinal collision time and transverse collision time if the collision time exists, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
In a third aspect, an embodiment of the present invention further provides an electronic device, including:
one or more processors;
a memory for storing one or more programs;
when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the warning method provided by any embodiment of the present invention.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the warning method provided in any embodiment of the present invention.
According to the technical scheme of the embodiment of the invention, whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle is determined according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; the motion attribute information of the vehicle comprises the yaw rate and the vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle; and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value. Through the technical scheme, the early warning of the front barrier of the automatic driving automobile can be realized under the conditions of no high-precision map and no high-precision positioning, the early warning accuracy of the front barrier is improved, and a new idea is provided for the early warning of collision of the automatic driving front barrier.
Drawings
Fig. 1 is a flowchart of an early warning method according to an embodiment of the present invention;
fig. 2 is a flowchart of an early warning method according to a second embodiment of the present invention;
fig. 3A is a flowchart of an early warning method according to a third embodiment of the present invention;
fig. 3B is a schematic diagram of coordinate system transformation according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of an early warning device according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of an electronic device according to a fifth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a flowchart of an early warning method according to an embodiment of the present invention; the method can be executed by an early warning device, can be realized by a software/hardware mode, and can be integrated in electronic equipment with an early warning function, such as a vehicle controller.
As shown in fig. 1, the method may specifically include:
and S110, determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle.
The motion attribute information of the vehicle refers to real-time motion state information of the vehicle, and may include, but is not limited to, a yaw rate and a vehicle speed of the vehicle, and further, the yaw rate and the vehicle speed of the vehicle may be obtained through sensors disposed on the vehicle.
The motion attribute information of the obstacle refers to real-time motion state information of the obstacle relative to the vehicle, and at least comprises at least two of relative position, relative speed and relative acceleration between the obstacle and the vehicle, wherein the relative position comprises a transverse relative position and a longitudinal relative position; the relative speed includes a lateral relative speed and a longitudinal relative speed; the relative acceleration includes a lateral relative acceleration and a longitudinal relative acceleration. The lateral relative position is a relative position between an obstacle in front of the vehicle and the vehicle in a direction perpendicular to a traveling direction of the vehicle; the longitudinal relative position is a relative position of an obstacle in front of the vehicle and the vehicle in the direction of travel of the vehicle; the lateral relative speed is a relative speed between the vehicle and the obstacle in front in a direction perpendicular to the traveling direction of the vehicle; the longitudinal relative speed is a relative speed between an obstacle in front of the vehicle and the vehicle in a direction horizontal to a vehicle traveling direction; the lateral relative acceleration is a relative acceleration between the vehicle and the obstacle in front in a direction perpendicular to the traveling direction of the vehicle; the longitudinal relative acceleration is a relative acceleration between the vehicle and an obstacle ahead of the vehicle in a direction horizontal to the traveling direction of the vehicle. Further, the lateral relative position, the longitudinal relative position, the lateral relative speed, the longitudinal relative speed, the lateral relative acceleration, and the longitudinal relative acceleration of the front obstacle and the vehicle itself can be obtained by a vehicle-mounted sensor.
The lateral collision possibility means a possibility that an obstacle in front of the vehicle collides with the vehicle in a direction perpendicular to the traveling direction of the vehicle.
The longitudinal collision possibility means a possibility that an obstacle in front of the vehicle collides with the vehicle in a direction horizontal to the traveling direction of the vehicle.
The obstacle may be stationary or moving in the vehicle traveling direction and an object in front of the vehicle.
In the present embodiment, whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle is determined based on at least two of the motion attribute information of the vehicle and the motion attribute information of the obstacle, and for example, whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle may be determined based on the motion attribute information of the vehicle, the relative position and the relative speed between the obstacle and the vehicle. Specifically, the motion attribute information of the vehicle, the relative position and the relative speed between the obstacle and the vehicle may be input into a prediction model, and the prediction model outputs whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle. For another example, it may be determined whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle based on the motion attribute information of the vehicle, the relative position and the relative acceleration between the obstacle and the vehicle. Alternatively, it may be determined whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle based on the motion attribute information of the vehicle, the relative speed and the relative acceleration between the obstacle and the vehicle. Alternatively, it may be determined whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle based on the motion attribute information of the vehicle, the relative position, the relative speed, and the relative acceleration between the obstacle and the vehicle.
And S120, if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
The longitudinal collision time is a time required from the current time to the time when the obstacle collides with the vehicle in a direction horizontal to the traveling direction of the vehicle. The lateral collision time is a time required from the current time to the time when the obstacle collides with the vehicle in a direction perpendicular to the traveling direction of the vehicle.
In this embodiment, if the absolute value of the difference between the longitudinal collision time and the lateral collision time is smaller than the collision time threshold, it is determined that collision warning is triggered. Wherein, the collision time threshold is set by a person skilled in the art according to actual conditions.
According to the technical scheme of the embodiment of the invention, whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle is determined according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; the motion attribute information of the vehicle comprises the yaw rate and the vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle; and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value. Through the technical scheme, the early warning of the front barrier of the automatic driving automobile can be realized under the conditions of no high-precision map and no high-precision positioning, the early warning accuracy of the front barrier is improved, and a new idea is provided for the early warning of collision of the automatic driving front barrier.
Example two
Fig. 2 is a flowchart of an early warning method according to a second embodiment of the present invention; on the basis of the above embodiment, an alternative embodiment is provided by optimizing "determining whether there is a lateral collision possibility and a longitudinal collision possibility between an obstacle and a vehicle according to the movement attribute information of the vehicle and the movement attribute information of the obstacle".
As shown in fig. 2, the method may specifically include:
and S210, determining the running track of the vehicle according to the motion attribute information of the vehicle.
In this embodiment, a cartesian coordinate system may be established with a projection point of the center of the front bumper of the vehicle to the ground as an origin and the advancing direction of the vehicle as a longitudinal axis. It should be noted that the cartesian coordinate system is updated in real time with the movement of the vehicle.
In a cartesian coordinate system, a relative longitudinal position, a relative lateral position, a relative longitudinal velocity, a relative lateral velocity, a relative longitudinal acceleration, and a relative lateral acceleration of the obstacle and the vehicle are obtained by a sensing sensor mounted on the vehicle. In the cartesian coordinate system, a vehicle yaw rate and a vehicle speed are obtained by a vehicle body sensor mounted on the vehicle, and a travel track of the vehicle is determined.
For example, the driving track of the vehicle may be determined by the following formula:
y(s)＝ω/2vv*x2
where s denotes a travel track of the vehicle, ω denotes a yaw rate of the vehicle, vv denotes a vehicle speed, and x denotes a relative lateral position of the obstacle to the vehicle.
And S220, determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the running track and the movement attribute information of the obstacle.
In this embodiment, whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle may be determined based on at least two of the travel track and the movement attribute information of the obstacle, and whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle may be determined based on the travel track of the vehicle, the relative position and the relative speed between the obstacle and the vehicle, for example. Specifically, the travel track of the vehicle, the relative position and the relative speed between the obstacle and the vehicle may be input to a prediction model, and the prediction model outputs whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle. As another example, whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle may be determined based on the travel track of the vehicle, the relative position and the relative acceleration between the obstacle and the vehicle. Alternatively, it may be determined whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle based on the travel track of the vehicle, the relative speed and the relative acceleration between the obstacle and the vehicle. Alternatively, it may be determined whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle based on the travel track of the vehicle, the relative position, the relative speed, and the relative acceleration between the obstacle and the vehicle.
And S230, if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
According to the technical scheme of the embodiment of the invention, the driving track of the vehicle is determined according to the motion attribute information of the vehicle, then whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle is determined according to the driving track and the motion attribute information of the obstacle, further, if the transverse collision possibility and the longitudinal collision possibility exist, the longitudinal collision time and the transverse collision time are determined, and whether collision early warning is triggered is determined according to the longitudinal collision time, the transverse collision time and the collision time threshold value. Through the technical scheme, the early warning of the front barrier of the automatic driving automobile can be realized under the conditions of no high-precision map and no high-precision positioning, the early warning accuracy of the front barrier is improved, and a new idea is provided for the early warning of collision of the automatic driving front barrier.
EXAMPLE III
Fig. 3A is a flowchart of an early warning method according to a third embodiment of the present invention; fig. 3B is a schematic diagram of coordinate system transformation according to a third embodiment of the present invention. On the basis of the above embodiment, an alternative embodiment is provided by optimizing "determining whether there is a lateral collision possibility and a longitudinal collision possibility between an obstacle and a vehicle according to a travel track and movement attribute information of the obstacle".
As shown in fig. 3A, the method may specifically include:
and S310, determining the running track of the vehicle according to the motion attribute information of the vehicle.
In this embodiment, a cartesian coordinate system may be established with a projection point of the center of the front bumper of the vehicle to the ground as an origin and the advancing direction of the vehicle as a longitudinal axis. It should be noted that the cartesian coordinate system is updated in real time with the movement of the vehicle.
In the cartesian coordinate system, the relative longitudinal position, the relative lateral position, the relative longitudinal velocity, the relative lateral velocity, the relative longitudinal acceleration, and the relative lateral acceleration of the obstacle and the vehicle are obtained by a sensing sensor mounted on the vehicle, and are denoted as x, y, vx, vy, ax, ay, respectively. In the cartesian coordinate system, a vehicle yaw rate and a vehicle speed are obtained by a vehicle body sensor mounted on the vehicle, and a travel track of the vehicle is determined.
And S320, constructing a target coordinate system by taking the running track as a coordinate axis, and mapping the motion attribute information of the obstacle under the target coordinate system.
Wherein the target coordinate system may be a flener coordinate system.
Optionally, a flener coordinate system is constructed by taking the driving track as a vertical axis and a projection point from the center of the front bumper of the vehicle to the ground as an origin, and the motion attribute information of the obstacle is mapped to the flener coordinate system, as shown in fig. 3B. For example, the motion attribute information of the obstacle in the cartesian coordinate system may be mapped to the fleiner coordinate system by the following formula:
s＝arctan(x/(vv/ω-y))*π*(vv/ω)/180
Figure BDA0003174856840000091
vs＝cos(arctan(x/(vv/ω-y)))*vx+sin((arctan(x/(vv/ω-y))))*vy
vd＝sin(arctan(x/(vv/ω-y)))*vx+cos((arctan(x/(vv/ω-y))))*vy
as＝cos(arctan(x/(vv/ω-y)))*ax+sin((arctan(x/(vv/ω-y))))*ay
ad＝sin(arctan(x/(vv/ω-y)))*ax+cos((arctan(x/(vv/ω-y))))*ay
where s represents a longitudinal relative position of the obstacle to the vehicle, d represents a lateral relative position of the obstacle to the vehicle, vs represents a longitudinal relative velocity of the obstacle to the vehicle, vd represents a lateral relative velocity of the obstacle to the vehicle, as represents a longitudinal relative acceleration of the obstacle to the vehicle, and ad represents a lateral relative acceleration of the obstacle to the vehicle, as shown in fig. 3B.
S330, determining whether the obstacle and the vehicle have the transverse collision possibility and the longitudinal collision possibility according to the movement attribute information of the obstacle in the target coordinate system.
Alternatively, it may be determined whether there is a lateral collision possibility between the obstacle and the vehicle using the motion attribute information according to the obstacle in the target coordinate system. For example, if the absolute value of the transverse relative position in the target coordinate system is greater than the transverse safe distance, and the numerical signs of the transverse relative position in the target coordinate system and the transverse relative speed in the target coordinate system are the same, it is determined that there is no transverse collision possibility between the obstacle and the vehicle; otherwise, it is determined that there is a lateral collision possibility between the obstacle and the vehicle. Wherein, the transverse safe distance is set by the technical personnel according to the actual situation.
Specifically, if the absolute value of the transverse relative position in the target coordinate system is greater than the transverse safe distance, the numerical signs of the transverse relative position in the target coordinate system and the transverse relative speed in the target coordinate system of the current obstacle and the vehicle are the same, that is, | d | > w, and d | > vd >0, where w represents the transverse safe distance, as shown in fig. 3B, there are two transverse safe distance lines on both sides of the vehicle driving track; that is, the obstacle is farther away from the vehicle, it is determined that there is no possibility of a lateral collision between the obstacle and the vehicle; otherwise, it is determined that there is a lateral collision possibility between the obstacle and the vehicle. Wherein, the transverse safe distance is set by the technical personnel according to the actual situation.
Optionally, it is determined whether there is a possibility of a longitudinal collision between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system. For example, if the longitudinal relative speed in the target coordinate system and the longitudinal relative acceleration in the target coordinate system are both greater than a set value, it is determined that there is no possibility of longitudinal collision between the obstacle and the vehicle; otherwise it is determined that there is a possibility of a longitudinal collision between the obstacle and the vehicle. The set value is set by a person skilled in the art according to actual conditions, and may be 0, for example.
Specifically, if the longitudinal relative speed in the target coordinate system and the longitudinal relative acceleration in the target coordinate system are both greater than a set value, that is, vs >0 and as >0, that is, the obstacle moves faster than the vehicle, it is determined that there is no longitudinal collision possibility between the obstacle and the vehicle; otherwise it is determined that there is a possibility of a longitudinal collision between the obstacle and the vehicle. The set value is set by a person skilled in the art according to actual conditions, and may be 0, for example.
Optionally, it is determined whether there is a possibility of a longitudinal collision between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system. Exemplarily, if the longitudinal relative velocity in the target coordinate system is smaller than a set value and the longitudinal relative acceleration in the target coordinate system is larger than the set value, determining the longitudinal relative displacement in the target coordinate system; and determining whether the longitudinal collision possibility exists between the obstacle and the vehicle according to the longitudinal relative displacement in the target coordinate system and the longitudinal relative position in the target coordinate system. The set value is set by a person skilled in the art according to actual conditions, and may be 0, for example.
Specifically, if the longitudinal relative speed in the target coordinate system is less than a set value and the longitudinal relative acceleration in the target coordinate system is greater than the set value, that is, the obstacle moves slower than the vehicle, but the acceleration of the obstacle is greater than the acceleration of the vehicle, then the longitudinal relative displacement in the target coordinate system is determined; if the longitudinal relative displacement under the target coordinate system is smaller than the longitudinal relative position under the target coordinate system, determining that the longitudinal collision possibility exists between the obstacle and the vehicle; otherwise it is determined that there is no possibility of a longitudinal collision between the obstacle and the vehicle. The set value is set by a person skilled in the art according to actual conditions, and may be 0, for example.
For example, determining the longitudinal relative displacement in the target coordinate system may be determining a time period required when the relative longitudinal velocity in the target coordinate system is converted from a current value to a set value; a relative longitudinal displacement between the obstacle and the vehicle over the period of time is determined. The set value is set by a person skilled in the art according to actual conditions, and may be 0, for example.
Specifically, a time period required when the relative longitudinal speed in the target coordinate system is converted from a current value to a set value is calculated by using a constant acceleration model, and then the direct relative longitudinal displacement between the obstacle and the vehicle in the time period is determined, for example, the relative longitudinal displacement can be determined by the following formula:
-(vs*|vs/as|+0.5*as*(vs/as)2)
wherein vs/as represents a time period required when the relative longitudinal velocity is converted from the current value to the set value, and vs represents the relative velocity.
And S340, if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
Alternatively, the longitudinal collision time t1 has been calculated from the lateral acceleration model as follows:
Figure BDA0003174856840000121
where s represents the relative longitudinal position of the obstacle to the vehicle, vs represents the relative longitudinal velocity of the obstacle to the vehicle, and as represents the relative longitudinal acceleration of the obstacle to the vehicle.
Alternatively, since the front lateral safe distance lines exist on both sides of the vehicle travel track, as shown in the fleineur coordinate system in the right side of fig. 3B, if | d | > w, that is, the front obstacle is outside the lateral safe distance lines, there is a possibility of colliding with the two lateral safe distance lines, so there are two lateral collision times, which are the first lateral collision time and the second lateral collision time, respectively. Specifically, the lateral collision time may be determined by a constant velocity model, for example, in the flenner coordinate system in the right side of fig. 3B, the time required for an obstacle to touch the right-side safe distance line while being on the right side of the vehicle may be calculated by calculating the difference between the lateral relative position and the lateral safe distance and taking the absolute value of the quotient of the difference and the lateral relative velocity as the first lateral collision time; summing the transverse relative position and the transverse safe distance, quoting the summed result and the transverse relative speed, and taking the absolute value of the quotient result as a second transverse collision time; this can be calculated, for example, by the following formula:
t2＝|(d-w)/vd|，t3＝|(d+w)/vd|
where t2 denotes the first lateral collision time, t3 denotes the second lateral collision time, d denotes the lateral relative position, w denotes the lateral safe distance, and vd denotes the lateral relative velocity.
Correspondingly, if the absolute value of the difference between the first collision time and the longitudinal collision time is smaller than the collision time threshold, or if the absolute value of the difference between the second collision time and the longitudinal collision time is smaller than the collision time threshold, the collision early warning is determined to be triggered.
Alternatively, if | d | < w, that is, the obstacle is between two transverse safe distance lines, the moving direction of the obstacle is one, so there is a possibility of touching one transverse safe distance line, so that the transverse collision time is only 1, and is referred to as a third transverse collision time. Illustratively, if the front obstacle is between two lateral safe distance lines (| d | < w) and the lateral relative velocity is greater than 0, a difference between the lateral relative position and the lateral safe distance is calculated, and the absolute value of the result of the quotient of the difference and the lateral relative velocity is taken as the third lateral collision time; or if the front obstacle is between the two transverse safe distance lines (| d | < w) and the transverse relative speed is less than 0, taking the sum of the transverse relative position and the transverse safe distance, taking the sum result and the transverse relative speed as a quotient, and taking the absolute value of the quotient result as the third transverse collision time; the lateral collision time may be determined, for example, by the following equation:
such as | d | < w, vd >0, t4 | (w-d)/vd |;
such as | d | < w, vd <0, t4 | (w + d)/vd |;
where t4 denotes the third lateral collision time, d denotes the lateral relative position, w denotes the lateral safe distance, and vd denotes the lateral relative velocity.
Correspondingly, if the absolute value of the difference value between the third collision time and the longitudinal collision time is smaller than the collision time threshold, the collision early warning is determined to be triggered.
According to the technical scheme of the embodiment of the invention, the driving track of the vehicle is determined according to the motion attribute information of the vehicle, then whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle is determined according to the driving track and the motion attribute information of the obstacle, further, if the transverse collision possibility and the longitudinal collision possibility exist, the longitudinal collision time and the transverse collision time are determined, and whether collision early warning is triggered is determined according to the longitudinal collision time, the transverse collision time and the collision time threshold value. Through the technical scheme, the early warning of the front barrier of the automatic driving automobile can be realized under the conditions of no high-precision map and no high-precision positioning, the early warning accuracy of the front barrier is improved, and a new idea is provided for the early warning of collision of the automatic driving front barrier.
Example four
Fig. 4 is a schematic structural diagram of an early warning device according to a fourth embodiment of the present invention; the device can be realized in a software/hardware mode and can be integrated into electronic equipment with an early warning function, such as a vehicle controller.
As shown in fig. 4, the apparatus includes a likelihood determination module 410 and an early warning determination module 420, wherein,
a possibility determining module 410 for determining whether there is a lateral collision possibility and a longitudinal collision possibility between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; the motion attribute information of the vehicle comprises the yaw rate and the vehicle speed of the vehicle; the movement attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration of the obstacle and the vehicle;
and the early warning determining module 420 is configured to determine a longitudinal collision time and a lateral collision time if the collision time exists, and determine whether to trigger a collision early warning according to the longitudinal collision time, the lateral collision time and a collision time threshold.
According to the technical scheme of the embodiment of the invention, whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle is determined according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; the motion attribute information of the vehicle comprises the yaw rate and the vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle; and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value. Through the technical scheme, the early warning of the front barrier of the automatic driving automobile can be realized under the conditions of no high-precision map and no high-precision positioning, the early warning accuracy of the front barrier is improved, and a new idea is provided for the early warning of collision of the automatic driving front barrier.
Further, the likelihood determination module 410 includes a travel track determination submodule and a likelihood determination submodule, wherein,
the driving track determining submodule is used for determining the driving track of the vehicle according to the motion attribute information of the vehicle;
and the possibility determining submodule is used for determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the running track and the motion attribute information of the obstacle.
Further, the likelihood determination submodule includes a target coordinate system construction unit and a likelihood determination unit, wherein,
the target coordinate system construction unit is used for constructing a target coordinate system by taking the running track as a coordinate axis and mapping the motion attribute information of the barrier under the target coordinate system;
and the possibility determining unit is used for determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system.
Further, the relative position includes a lateral relative position, the relative velocity includes a lateral relative velocity, and the relative velocity includes a lateral relative velocity;
the likelihood determination unit is specifically configured to:
if the absolute value of the transverse relative position under the target coordinate system is larger than the transverse safe distance, and the numerical signs of the transverse relative position under the target coordinate system and the transverse relative speed under the target coordinate system are the same, determining that no transverse collision possibility exists between the obstacle and the vehicle; otherwise, it is determined that there is a lateral collision possibility between the obstacle and the vehicle.
Further, the relative velocity further includes a longitudinal relative velocity, and the relative acceleration includes a longitudinal relative acceleration;
the likelihood determination unit is further specifically configured to:
if the longitudinal relative speed under the target coordinate system and the longitudinal relative acceleration under the target coordinate system are both larger than the set values, determining that no longitudinal collision possibility exists between the obstacle and the vehicle; otherwise it is determined that there is a possibility of a longitudinal collision between the obstacle and the vehicle.
Further, the relative position further comprises a longitudinal relative position, the relative speed further comprises a longitudinal relative speed, and the relative acceleration comprises a longitudinal relative acceleration;
the likelihood determining unit comprises a longitudinal relative displacement determining subunit and a likelihood determining unit subunit, wherein,
the longitudinal relative displacement determining subunit is used for determining the longitudinal relative displacement under the target coordinate system if the longitudinal relative speed under the target coordinate system is smaller than a set value and the longitudinal relative acceleration under the target coordinate system is larger than the set value;
and the possibility determining unit subunit is used for determining whether the possibility of longitudinal collision exists between the obstacle and the vehicle according to the longitudinal relative displacement in the target coordinate system and the longitudinal relative position in the target coordinate system.
Further, the longitudinal relative displacement determining subunit is specifically configured to:
determining a time period required when the relative longitudinal speed under the target coordinate system is converted from a current numerical value to a set value;
a relative longitudinal displacement between the obstacle and the vehicle over the period of time is determined.
The early warning device can execute the early warning method provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
EXAMPLE five
Fig. 5 is a schematic structural diagram of an electronic device according to a fourth embodiment of the present invention, and fig. 5 shows a block diagram of an exemplary device suitable for implementing the embodiment of the present invention. The device shown in fig. 5 is only an example and should not bring any limitation to the function and the scope of use of the embodiments of the present invention.
As shown in FIG. 5, electronic device 12 is embodied in the form of a general purpose computing device. The components of electronic device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, and a bus 18 that couples various system components including the system memory 28 and the processing unit 16.
Bus 18 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. By way of example, such architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, micro-channel architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.
Electronic device 12 typically includes a variety of computer system readable media. Such media may be any available media that is accessible by electronic device 12 and includes both volatile and nonvolatile media, removable and non-removable media.
The system memory 28 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM)30 and/or cache memory (cache 32). The electronic device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from and write to non-removable, nonvolatile magnetic media (not shown in FIG. 5, and commonly referred to as a "hard drive"). Although not shown in FIG. 5, a magnetic disk drive for reading from and writing to a removable, nonvolatile magnetic disk (e.g., a "floppy disk") and an optical disk drive for reading from or writing to a removable, nonvolatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 by one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the invention.
A program/utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which examples or some combination thereof may comprise an implementation of a network environment. Program modules 42 generally carry out the functions and/or methodologies of embodiments described herein.
Electronic device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), with one or more devices that enable a user to interact with electronic device 12, and/or with any devices (e.g., network card, modem, etc.) that enable electronic device 12 to communicate with one or more other computing devices. Such communication may be through an input/output (I/O) interface 22. Also, the electronic device 12 may communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the Internet) via the network adapter 20. As shown, the network adapter 20 communicates with other modules of the electronic device 12 via the bus 18. It should be understood that although not shown in the figures, other hardware and/or software modules may be used in conjunction with electronic device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, among others.
The processing unit 16 executes various functional applications and data processing, such as implementing the warning method provided by the embodiments of the present invention, by executing programs stored in the system memory 28.
EXAMPLE six
The sixth embodiment of the present invention further provides a computer-readable storage medium, on which a computer program (or referred to as computer-executable instructions) is stored, where the computer program is used for executing the early warning method provided by the embodiment of the present invention when executed by a processor, and the method includes:
determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; the motion attribute information of the vehicle comprises the yaw rate and the vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle;
and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
Computer storage media for embodiments of the invention may employ any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Computer program code for carrying out operations for embodiments of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the embodiments of the present invention have been described in more detail through the above embodiments, the embodiments of the present invention are not limited to the above embodiments, and many other equivalent embodiments may be included without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. An early warning method, comprising:
determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; wherein the motion attribute information of the vehicle includes a yaw rate and a vehicle speed of the vehicle; the motion attribute information of the obstacle includes at least two of a relative position, a relative speed, and a relative acceleration between the obstacle and the vehicle;
and if so, determining longitudinal collision time and transverse collision time, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
2. The method of claim 1, wherein determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle comprises:
determining the running track of the vehicle according to the motion attribute information of the vehicle;
and determining whether the obstacle and the vehicle have the transverse collision possibility and the longitudinal collision possibility according to the running track and the movement attribute information of the obstacle.
3. The method of claim 2, wherein determining whether a lateral collision possibility and a longitudinal collision possibility exist between the obstacle and the vehicle according to the travel track and the movement attribute information of the obstacle comprises:
constructing a target coordinate system by taking the running track as a coordinate axis, and mapping the motion attribute information of the obstacle under the target coordinate system;
and determining whether the obstacle and the vehicle have the transverse collision possibility and the longitudinal collision possibility according to the motion attribute information of the obstacle in the target coordinate system.
4. The method of claim 3, wherein the relative position comprises a lateral relative position and the relative velocity comprises a lateral relative velocity;
correspondingly, the determining whether a lateral collision possibility exists between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system comprises:
if the absolute value of the transverse relative position in the target coordinate system is greater than the transverse safe distance, and the numerical signs of the transverse relative position in the target coordinate system and the transverse relative speed in the target coordinate system are the same, determining that no transverse collision possibility exists between the obstacle and the vehicle; otherwise, it is determined that there is a lateral collision possibility between the obstacle and the vehicle.
5. The method of claim 3, wherein the relative velocity further comprises a longitudinal relative velocity, the relative acceleration comprises a longitudinal relative acceleration;
correspondingly, the determining whether a longitudinal collision possibility exists between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system comprises:
if the longitudinal relative speed under the target coordinate system and the longitudinal relative acceleration under the target coordinate system are both larger than a set value, determining that no longitudinal collision possibility exists between the obstacle and the vehicle; otherwise it is determined that there is a possibility of a longitudinal collision between the obstacle and the vehicle.
6. The method of claim 3, wherein the relative position further comprises a longitudinal relative position, the relative velocity further comprises a longitudinal relative velocity, and the relative acceleration comprises a longitudinal relative acceleration;
correspondingly, the determining whether a longitudinal collision possibility exists between the obstacle and the vehicle according to the motion attribute information of the obstacle in the target coordinate system comprises:
if the longitudinal relative speed under the target coordinate system is smaller than a set value and the longitudinal relative acceleration under the target coordinate system is larger than a set value, determining the longitudinal relative displacement under the target coordinate system;
and determining whether the longitudinal collision possibility exists between the obstacle and the vehicle according to the longitudinal relative displacement under the target coordinate system and the longitudinal relative position under the target coordinate system.
7. The method of claim 6, wherein determining the longitudinal relative displacement in the target coordinate system if the longitudinal relative velocity in the target coordinate system is less than a set value and the longitudinal relative acceleration in the target coordinate system is greater than a set value comprises:
determining a time period required when the relative longitudinal speed under the target coordinate system is converted from a current numerical value to a set value;
determining a relative longitudinal displacement between the obstacle and the vehicle over the period of time.
8. An early warning device, comprising:
the possibility determining module is used for determining whether the transverse collision possibility and the longitudinal collision possibility exist between the obstacle and the vehicle according to the motion attribute information of the vehicle and the motion attribute information of the obstacle; wherein the motion attribute information of the vehicle includes a yaw rate and a vehicle speed of the vehicle; the movement attribute information of the obstacle at least includes at least two of a relative position, a relative speed and a relative acceleration of the obstacle and the vehicle;
and the early warning determining module is used for determining longitudinal collision time and transverse collision time if the collision time exists, and determining whether to trigger collision early warning according to the longitudinal collision time, the transverse collision time and a collision time threshold value.
9. An electronic device, comprising:
one or more processors;
a memory for storing one or more programs;
when executed by the one or more processors, cause the one or more processors to implement the warning method of any one of claims 1-7.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the warning method according to any one of claims 1 to 7.
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Application publication date: 20211019