CN114162115B - Vehicle collision risk monitoring method and domain controller for intelligent driving - Google Patents
Vehicle collision risk monitoring method and domain controller for intelligent driving Download PDFInfo
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Abstract
The present disclosure provides a vehicle collision risk monitoring method for intelligent driving, comprising the steps of: acquiring motion information and lane information of a vehicle and an obstacle; determining relative position information of the vehicle and the obstacle based on the motion information and the lane information; judging whether a longitudinal collision risk along the direction of the head of the vehicle and a transverse collision risk vertical to the direction of the head of the vehicle exist between the vehicle and the obstacle or not based on the motion information and the relative position information; a security response request is generated. Further, there is also provided a domain controller for smart driving, including: the planning control system generates a vehicle planning control instruction based on the current obstacle information and the current vehicle state information; and the safety monitoring system executes the method and shields the vehicle planning control command generated by the planning control system when a safety response request is sent out.
Description
Technical Field
The present disclosure relates to an automatic driving and high-order driving assistance control system and method, and more particularly, to a vehicle collision risk control method and a domain controller for intelligent driving.
Background
For a vehicle safety monitoring system including an Advanced Driving Assistance System (ADAS) and an automated driving system (AD) that are intelligently driven, current mainstream monitoring methods include a time to collision monitoring method (TTC), a time to collision monitoring Method (MTTC) that considers acceleration, a vehicle speed-distance monitoring method, and the like.
The current planning control algorithm is not mature, and under the driving situation that the road environment is complex and changeable, the method cannot reliably avoid the damage of vehicle collision. Meanwhile, chips such as SOC (system on chip) and FPGA (field programmable gate array) with strong computing power are mostly adopted for deploying the planning control algorithm, and the high computing power chips have the possibility of failure of the planning control algorithm caused by hardware failure.
Therefore, a need exists for further improvement of the safety monitoring method in the prior art, which ensures that the intelligent driving system has the capability of reliably avoiding the collision risk even under extreme traffic conditions.
Disclosure of Invention
The present disclosure addresses the shortcomings of the prior art, and provides a vehicle collision risk monitoring method for intelligent driving, comprising:
acquiring motion information and lane information of a vehicle and an obstacle;
determining relative position information of the vehicle and the obstacle based on the motion information and the lane information;
Judging whether a longitudinal collision risk along the direction of the head of the vehicle and a transverse collision risk vertical to the direction of the head of the vehicle exist between the vehicle and the obstacle or not based on the motion information and the relative position information;
generating a security response request when at least one of:
the longitudinal position of the self vehicle is overlapped with the longitudinal position of the barrier, and the transverse position of the self vehicle is overlapped with the transverse position of the barrier;
the longitudinal positions of the self-vehicle and the barrier are overlapped, and the transverse collision risk exists between the self-vehicle and the barrier;
the transverse positions of the self-vehicle and the barrier are overlapped, and the transverse collision risk exists between the self-vehicle and the barrier;
there is a risk of lateral and longitudinal collision between the host vehicle and the obstacle.
Further, when the own vehicle is in front, the obstacle is behind, and the speed of the own vehicle and the obstacle is reversed, the longitudinal collision risk between the own vehicle and the obstacle does not exist.
Further, when the obstacle is behind, the speed of the self-vehicle and the obstacle are in the same direction, and a first longitudinal safe distance between the self-vehicle and the obstacle is larger than the current longitudinal minimum distance between the self-vehicle and the obstacle, the longitudinal collision risk exists between the self-vehicle and the obstacle, wherein the calculation formula of the first longitudinal safe distance is as follows:
Wherein, the first and the second end of the pipe are connected with each other,
dsafe1first longitudinal safe distance
v1Longitudinal speed of obstacle
ρ1Delay of barrier adopting deceleration action
a1Maximum longitudinal acceleration of obstacle
a2Anticipated longitudinal deceleration of an obstacle
v2Longitudinal speed of bicycle
a3The maximum longitudinal deceleration of the bicycle.
Further, when the host vehicle is behind, the obstacle is in front, the host vehicle and the obstacle have the same speed and a second longitudinal safe distance between the host vehicle and the obstacle is larger than the longitudinal minimum distance between the current host vehicle and the obstacle, the longitudinal collision risk exists between the host vehicle and the obstacle, wherein the second longitudinal safe distance is calculated according to the following formula:
wherein the content of the first and second substances,
dsafe2a second longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
a6Maximum longitudinal deceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8The maximum longitudinal deceleration of the bicycle.
Further, when the host vehicle is behind, the obstacle is in front, the speed of the host vehicle and the obstacle is opposite, and a third longitudinal safe distance between the host vehicle and the obstacle is larger than the longitudinal minimum distance between the current host vehicle and the obstacle, the longitudinal collision risk exists between the host vehicle and the obstacle, wherein the third longitudinal safe distance is calculated according to the following formula:
Wherein, the first and the second end of the pipe are connected with each other,
dsafe3third longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
ρ1Delay of barrier by deceleration action
a1Maximum longitudinal acceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8Maximum longitudinal deceleration of bicycle
a2The obstacle anticipates a longitudinal deceleration.
Further, when the lateral speed of the self-vehicle after the relative acceleration in the lateral direction is towards the left and the lateral speed of the obstacle after the relative acceleration in the lateral direction is towards the right, the lateral collision risk does not exist between the self-vehicle and the obstacle, wherein the calculation formula of the relative acceleration is as follows:
wherein the content of the first and second substances,
v4transverse velocity after accelerating from opposite directions
v5The current lateral speed of the bicycle
a9Expected maximum lateral acceleration of the bicycle
ρ3Avoiding delay of transverse collision of self-vehicle
v6Transverse velocity after obstacle acceleration
v7The current transverse speed of the obstacle
a10Expected lateral maximum acceleration of an obstacle
ρ4The transverse collision of the barrier avoids time delay.
Further, if the lateral speed of the self-vehicle after lateral opposite acceleration is rightward, the lateral speed of the obstacle after lateral opposite acceleration is leftward, and a first lateral safe distance between the self-vehicle and the obstacle is greater than a current lateral minimum distance between the self-vehicle and the obstacle, the risk of lateral collision exists between the self-vehicle and the obstacle, wherein a calculation formula of the first lateral safe distance is as follows:
Wherein the content of the first and second substances,
dsafe4first lateral safety distance
v4Transverse velocity after accelerating from opposite directions
v5The current lateral speed of the bicycle
ρ3Avoiding delay of transverse collision of self-vehicle
a11Anticipating lateral deceleration from the vehicle
v6Transverse velocity after obstacle acceleration
v7The current transverse speed of the obstacle
ρ4The transverse collision of the barrier avoids time delay.
a13The obstacle anticipates lateral deceleration.
Further, if the lateral speed directions of the self-vehicle and the obstacle after laterally opposite acceleration are the same, and a second lateral safe distance between the self-vehicle and the obstacle is larger than the current lateral minimum distance between the self-vehicle and the obstacle, the risk of lateral collision exists between the self-vehicle and the obstacle, wherein the calculation formula of the second lateral safe distance is as follows:
wherein the content of the first and second substances,
dsafe5the second transverse safety distance
v8Catch up with the current lateral velocity of the object
v9Transverse speed after the objects to be chased are accelerated in opposite directions
ρ5Avoiding delay of transverse collision of object
a14Expected lateral deceleration of catch-up object
v10The current transverse speed of the object to be chased
v11Transverse speed of the object to be chased after accelerating in opposite directions
ρ6Avoiding time delay by transverse collision of the object to be chased;
and wherein, if the two speeds are both greater than or equal to zero after the transverse acceleration and the self-vehicle is on the left side relative to the obstacle, the self-vehicle is the object to be chased, and the obstacle is the object to be chased;
If the speeds of the two vehicles are larger than or equal to zero after the transverse acceleration and the vehicle is on the right side relative to the obstacle, the vehicle is the object to be pursued, and the obstacle is the object to be pursued;
if the speeds of the two vehicles are smaller than zero after the transverse acceleration and the vehicle is on the left side relative to the obstacle, the vehicle is the object to be pursued, and the obstacle is the object to be pursued;
if the speed of the self-vehicle is smaller than zero after the transverse acceleration and the speed of the self-vehicle is smaller than zero and the self-vehicle is on the right side relative to the obstacle, the self-vehicle is the object to be chased, and the obstacle is the object to be chased.
The present disclosure also provides a domain controller for smart driving, including:
the planning control system generates a vehicle planning control instruction based on the current obstacle information and the current vehicle state information;
and the safety monitoring system executes the vehicle collision risk monitoring method and shields the vehicle planning control instruction generated by the planning control system when a safety response request is sent out.
Further, the security response request includes one or more of: the speed of the bicycle is reduced, the speed direction of the bicycle is changed, light or sound warning is generated, and a driver is reminded to take over the bicycle.
Drawings
Further details and advantages of the disclosed aspects will be described in further detail below with reference to the drawings, in which:
FIG. 1 is a block diagram of modules of an exemplary domain controller;
FIG. 2 is an exemplary step of a host vehicle-obstacle scene construction;
FIG. 3 is a schematic diagram of a transformation of coordinates of a vehicle-obstacle;
FIG. 4 is a flow chart of an exemplary method for determining a longitudinal relative position of a host vehicle to an obstacle;
FIG. 5 is a flow chart of an exemplary method for determining a lateral relative position of a host vehicle to an obstacle;
FIG. 6 illustrates a collision avoidance measure decision strategy used in one or more examples;
FIG. 7 is a flow diagram of a longitudinal collision risk determination method used in one or more examples;
FIG. 8 is a flow diagram of a lateral collision risk determination method used in one or more examples.
Detailed Description
FIG. 1 discloses a block diagram of an exemplary domain controller. The domain controller includes a sensing system 101, which obtains various sensing information about lanes, vehicles and obstacles from a monitoring device of a vehicle or a cloud, for example: lane line fitting trajectory, position of the own vehicle, vehicle speed, acceleration, position of the obstacle, speed, acceleration, and the like. The sensory information is sent to the planning control system 102 to generate vehicle planning control instructions. Meanwhile, the perception information is also sent to the installation monitoring system 103 to perform perception input processing and the own vehicle-obstacle scene component, and further perform safety state recognition to determine whether there is a risk of a lateral collision and a risk of a longitudinal collision between the own vehicle and the obstacle. And when the safety monitoring system judges that a dangerous scene exists based on the vehicle-obstacle scene and the safety state, sending a safety response request and shielding a vehicle planning control instruction generated by the planning control system. The security response request is, for example: the speed of the bicycle is reduced, the speed direction of the bicycle is changed, light or sound warning is generated, and a driver is reminded to take over the bicycle. The safety response request can also be sent out as a control instruction to be executed by the whole vehicle motion execution system.
The safety monitoring system of the domain controller is used for monitoring and ensuring the safety of the intelligent driving system planning control system 102: namely, the obstacle information and the vehicle state information recognized by the sensing system 101 are used as input, and whether the current vehicle state has a potential collision risk is judged through the safety monitoring system 103. If a potential collision risk is identified, the safety monitoring system shields the control command of the planning control system and replaces the control command of the safety monitoring system to the motion state of the vehicle, so that the vehicle is ensured not to generate collision harm.
In one or more embodiments, the safety monitoring system may be completely decoupled from the intelligent driving planning control function, i.e. the monitoring and protection functions of the safety monitoring function are independent of the planning control instructions. The sensing input processing module 104 extracts information such as the size, position, speed and acceleration of the obstacle recognized by the sensing unit, the self-vehicle-obstacle analysis scene construction module 105 is independently used in combination with the position, speed and acceleration information of the self-vehicle and the lane line information of the self-vehicle, and the safety of the self-vehicle and the obstacle in the longitudinal direction (horizontal along the direction of the vehicle head) and the transverse direction (vertical to the direction of the vehicle head) is judged through the safety state recognition model 106. When a dangerous scene is identified, the safety instruction output module 107 prohibits the control instruction output of the planning control unit, and sends a safety response request to the vehicle motion execution system 108 (such as a driving system, a steering system, a braking system and a light voice alarm prompting system), so as to remind a driver to take over the vehicle at any time while ensuring that the vehicle is free from collision hazard.
FIG. 2 shows exemplary steps for a host vehicle-obstacle scene construction. When a vehicle-obstacle scene is constructed, a group of vehicle-obstacle scenes is generated for each obstacle, and the method specifically comprises the following steps:
s201: extracting the self vehicle lane:
and extracting lane line data of the perception input processing module and judging the lane where the self vehicle is located. And if the vehicle has the condition of crossing lanes, taking the lane with the larger vehicle body as the vehicle lane.
S202: generating the self track line:
the vehicle lane center line is taken as the vehicle trajectory line (see, e.g., fig. 3).
S203: transforming the coordinates of the bicycle:
in order to realize the decoupling of the transverse safety assessment and the longitudinal safety assessment, a frener (Frenet) coordinate system is established based on the self-vehicle track line generated in the step 202, and the Cartesian (Cartesian) coordinate system to the frener (Frenet) coordinate system is respectively carried out on the position, the speed and the acceleration of the self-vehicle.
For example, referring to fig. 3, regarding the own vehicle size coordinate transformation, four end points 305, 306, 307, 308 taken from the vehicle body outside envelope rectangle are subjected to coordinate transformation, thereby generating an own vehicle outside envelope 329 in the fleiner coordinate system. The vehicle speed coordinate conversion is performed based on the vehicle speed 301, and the vehicle transverse direction vehicle speed 314 and the vehicle longitudinal direction vehicle speed 313 in the flener coordinate system are generated. The own vehicle acceleration coordinate transformation is performed based on the own vehicle acceleration 302, and the own vehicle lateral acceleration 316 and the longitudinal acceleration 315 in the flener coordinate system are generated.
S204: and (3) transforming coordinates of the obstacle:
in this step, a Frenet coordinate system is established based on the vehicle trajectory line generated in step 202, and Cartesian (Cartesian) coordinate system to freiner (Frenet) coordinate system is respectively performed on the position, speed and acceleration of the obstacle (such as other vehicles, roadblocks, pedestrians, etc.) identified by various sensing units.
For example, referring to fig. 3, regarding the coordinate transformation of the obstacle position, four endpoints 309, 310, 311, 312 of the obstacle outer envelope rectangle are taken to perform coordinate transformation, thereby generating an obstacle outer envelope 330 in the flenner coordinate system. The obstacle speed coordinate transformation is performed based on the obstacle speed 303, and an obstacle transverse speed 318 and a longitudinal speed 317 in a flener coordinate system are generated. The obstacle acceleration coordinate transformation is performed based on the obstacle acceleration 304, and the obstacle lateral acceleration 320 and the longitudinal acceleration 319 in the flener coordinate system are generated.
S205: vehicle-obstacle scene generation:
based on the information calculated in step 204, a host vehicle-obstacle scene is generated for each obstacle.
Referring to fig. 3, in one or more examples, coordinate-transformed self-vehicle exterior envelope lines are first taken, and a self-vehicle longitudinal maximum position 321, a longitudinal minimum position 322, a transverse maximum position 323, and a transverse minimum position 324 are respectively calculated. Then, the obstacle outer envelope after coordinate transformation is taken, and the longitudinal maximum position 325, the longitudinal minimum position 326, the transverse maximum position 327 and the transverse minimum position 331 of the obstacle are respectively calculated. Then, the relative position of the vehicle and the obstacle is judged.
For example, when the peaks of the outer envelope of the vehicle are respectively A, B, C, D, the maximum position S in the longitudinal direction of the vehicle is1Can be expressed as:
S1＝max{SA,SB,SC,SD}
longitudinal minimum position S of bicycle2Can be expressed as:
S2＝min{SA，SB，SC，SD}
transverse maximum position l of bicycle1Can be expressed as:
l1＝max{lA，lB，lC，lD}
transverse minimum position l of bicycle2Can be expressed as:
l2＝min{lA，lB，lC，lD}
the peaks of the outer envelope of the obstacle are respectively recorded as E, F, G, H, the maximum longitudinal position S of the obstacle3Can be expressed as:
S3＝max{SE，SF，SG，SH}
longitudinal minimum position S of obstacle4Can be expressed as:
S4＝min{SE，SF，SG，SH}
transverse maximum position l of obstacle3Can be expressed as:
l3＝max{lE，lF，lG，lH}
transverse minimum position l of obstacle2Can be expressed as:
l2＝min{lE，lF，lG，lH}
in the longitudinal direction, referring to fig. 4, if the longitudinal maximum position of the own vehicle is smaller than the longitudinal minimum position of the obstacle, it is determined that the own vehicle is behind. If the longitudinal maximum position of the self-vehicle is larger than or equal to the longitudinal minimum position of the obstacle and the longitudinal minimum position of the self-vehicle is larger than the longitudinal maximum position of the obstacle, the self-vehicle is judged to be in front, and otherwise, the self-vehicle and the obstacle are judged to have position coincidence in the longitudinal direction.
In the lateral direction, referring to fig. 5, if the lateral maximum position of the own vehicle is smaller than the lateral minimum position of the obstacle, it is determined that the own vehicle is on the right. If the transverse maximum position of the self-vehicle is larger than or equal to the transverse minimum position of the obstacle and the transverse minimum position of the self-vehicle is larger than the transverse maximum position of the obstacle, the self-vehicle is judged to be on the left, and otherwise, the self-vehicle and the obstacle have position coincidence in the transverse direction.
Fig. 6 illustrates a collision avoidance measure determination strategy used in one or more examples, in which it is determined whether there is a risk of a longitudinal collision in a vehicle head direction and a risk of a lateral collision perpendicular to the vehicle head direction between a host vehicle and an obstacle based on motion information and relative position information of the host vehicle and the obstacle, and a safety response request is generated when there is at least one of: the longitudinal position of the self vehicle is overlapped with the longitudinal position of the barrier, and the transverse position of the self vehicle is overlapped with the transverse position of the barrier; the longitudinal positions of the self vehicle and the barrier are overlapped, and the transverse collision risk exists between the self vehicle and the barrier; the self vehicle and the obstacle are overlapped in transverse position, and a transverse collision risk exists between the self vehicle and the obstacle; there are lateral and longitudinal risks of collision between the host vehicle and the obstacle.
After the safety state identification module judges whether collision risks exist between the vehicle and all barriers, if the longitudinal collision risks exist, the safety command output module prohibits the output of the planning control system, and simultaneously sends a maximum longitudinal braking request to the whole vehicle motion control system and prompts a driver to take over the vehicle at any time. If the transverse collision risk exists, the safety command output module prohibits the output of the planning control system, and simultaneously sends a maximum transverse braking request to the whole vehicle motion control system and prompts a driver to take over the vehicle at any time.
For example, the specific steps of determining and executing are as follows:
the longitudinal relative position of the self-vehicle and the obstacle is firstly obtained based on the self-vehicle-obstacle scene. And if the longitudinal relative positions are not coincident, performing the self-vehicle-obstacle longitudinal safety state identification. If the self vehicle-obstacle has collision risk in the longitudinal direction and the self vehicle and the obstacle coincide in the transverse direction, the safety monitoring system takes longitudinal collision avoidance measures.
And if the self vehicle-obstacle has collision risk in the longitudinal direction and the self vehicle and the obstacle do not coincide in position in the transverse direction, performing the self vehicle-obstacle transverse safety state identification. If collision risks exist in the transverse direction, the safety monitoring system takes transverse and longitudinal collision avoidance measures. If there is no risk of collision laterally, the safety monitoring system will not interfere with the output of the planning control module.
And if the longitudinal relative positions are overlapped, judging whether the positions of the self vehicle and the obstacle in the transverse direction are overlapped or not. If the lateral positions also coincide, it can be determined that the own vehicle has collided with an obstacle. If the lateral positions do not coincide, the own vehicle-obstacle lateral safety state recognition is performed. If collision risk exists in the transverse direction, the safety monitoring system takes transverse collision avoidance measures. If there is no risk of lateral collision, the safety monitoring system will not interfere with the output of the planning control module.
Fig. 7 illustrates specific steps of the host vehicle-obstacle longitudinal collision risk identification, in one or more examples:
for the case of the same-direction driving of the vehicle and the obstacle, the following is taken as a basic scene of safe distance calculation: the object located behind suddenly accelerates, decelerates after a certain reaction time, and at the same time, the object in front decelerates when the acceleration of the object in back starts.
The first scenario is: if the vehicle is in front, the obstacle is behind, and the speed of the vehicle and the obstacle is opposite, the fact that the vehicle and the obstacle are in the process of being far away means that the vehicle-obstacle does not have collision risk.
The second scenario is: if the self-vehicle is in front of the obstacle, the obstacle is behind the self-vehicle, and the speed of the self-vehicle and the speed of the obstacle are the same, the self-vehicle is in the process of catching up with the obstacle, at the moment, the risk that the self-vehicle is collided by the obstacle can exist, and the longitudinal safety distance needs to be calculated through the longitudinal safety formula 1. Its longitudinal safety formula 1 is as follows:
wherein the content of the first and second substances,
dsafe1first longitudinal safety distance
v1Longitudinal speed of obstacle
ρ1Delay of barrier by deceleration action
a1Maximum longitudinal acceleration of an obstacle
a2Anticipated longitudinal deceleration of an obstacle
v2Longitudinal speed of bicycle
a3The maximum longitudinal deceleration of the bicycle.
For the rear obstacle, it is different according to its type (such as pedestrian, Non-motor vehicle, motorcycle, passenger vehicle, truck, bus) and ρ thereof1、a1、a2Different values may be taken for the calculation. For the bicycle a3Because the self-vehicle is in an intelligent driving mode, the planning control module may have abnormal algorithm or failure, and the maximum longitudinal braking capacity of the self-vehicle is taken as a3The set value of (2).
The third scenario is as follows: if the vehicle is behind, the obstacle is in front, and the speed of the vehicle and the speed of the obstacle are the same, the vehicle is in the process of catching up with the obstacle, at this time, the risk of collision with the obstacle in front of the vehicle may exist, the longitudinal safety distance needs to be calculated through a longitudinal safety formula 2, and the longitudinal safety formula 2 is as follows:
wherein the content of the first and second substances,
dsafe2a second longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
a6Maximum longitudinal deceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8The maximum longitudinal deceleration of the bicycle.
For self-vehicles, the potential failures that would lead to a reduction in safety distances can be divided into two categories: a limiting a of deceleration capacity of a vehicle caused by abnormality of a vehicle braking system5(ii) a The other is the occurrence of an undesired acceleration behavior a of the vehicle7But after a certain time, the safety monitoring module can pass the maximum braking capacity a of the bicycle 8And carrying out collision risk avoidance. Therefore, the safe distance calculation at the moment takes the value with smaller safe distance in the two failure modes as the subsequent safe risk assessmentThe basis of (1).
The fourth scenario is as follows: if the vehicle is behind, the obstacle is in front, and the speed of the vehicle and the obstacle is opposite, the vehicle and the obstacle approach oppositely, at this time, the risk of collision with the obstacle in front of the vehicle may exist, and the longitudinal safety distance needs to be calculated through the longitudinal safety formula 3. At this time, the vehicle and the obstacle are all taken to decelerate suddenly and then decelerate after a certain reaction time as a basic scene of safe distance calculation. Longitudinal safety equation 3 is as follows:
wherein the content of the first and second substances,
dsafe3third longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
ρ1Delay of barrier by deceleration action
a1Maximum longitudinal acceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8Maximum longitudinal deceleration of bicycle
a2The obstacle anticipates a longitudinal deceleration.
For self-vehicles, the potential failures that would lead to a reduction in safety distances can be divided into two categories: one is a vehicle deceleration capacity limitation a5 caused by vehicle braking system abnormity; the other is that the vehicle has unexpected acceleration behavior a7, but after a certain time, the collision risk avoidance can be carried out by the safety monitoring module through the maximum braking capacity a8 of the vehicle. Therefore, the safety distance calculation at this time takes the smaller value of the safety distance in the two failure modes as the basis of the subsequent safety risk assessment.
Except that the first scene is a safe scene, if the safe distance calculated in the second scene to the fourth scenes is larger than the current minimum distance between the current vehicle and the obstacle in the longitudinal direction, the longitudinal collision risk is judged to exist.
Fig. 8 illustrates specific steps of the vehicle-obstacle lateral collision risk identification in one or more examples, where a hypothetical scenario is taken with the vehicle on the left and the obstacle on the right. The scene of the vehicle on the right and the obstacle on the left has the same principle with the illustration in the figure, and only the vehicle and the obstacle need to be replaced with each other).
Firstly, the speed of the self vehicle and the barrier after opposite acceleration is calculated, and the formula is as follows:
wherein, the first and the second end of the pipe are connected with each other,
v4transverse velocity after accelerating from opposite directions
v5The current lateral speed of the bicycle
a9Expected maximum lateral acceleration of the bicycle
ρ3Avoiding delay of transverse collision of self-vehicle
v6Transverse velocity after obstacle acceleration
v7The current transverse speed of the obstacle
a10Expected lateral maximum acceleration of an obstacle
ρ4The transverse collision of the barrier avoids time delay.
If the transverse speed of the self-vehicle is towards the left and the transverse speed of the obstacle is towards the right after the opposite acceleration, the two have no collision risk.
If the transverse speed of the self-vehicle is rightward and the transverse speed of the obstacle is leftward after the self-vehicle accelerates in opposite directions, the self-vehicle and the obstacle are in a transverse approaching process, at the moment, the transverse side collision risk possibly exists, and the transverse safety distance needs to be calculated through a transverse safety formula 1. The lateral safety equation 1 is as follows:
Wherein the content of the first and second substances,
dsafe4first lateral safety distance
v4Transverse velocity after accelerating from opposite directions
v5The current lateral speed of the bicycle
ρ3Avoiding delay of transverse collision of self-vehicle
a11Anticipating lateral deceleration from the vehicle
v6Transverse velocity after obstacle acceleration
v7The current transverse speed of the obstacle
ρ4The transverse collision of the barrier avoids time delay.
a13The obstacle anticipates lateral deceleration.
In other cases, the transverse speed directions of the two parts are the same after the two parts are accelerated oppositely, the two parts still can be in the transverse approaching process, the transverse side collision risk can exist at the moment, and the transverse safety distance needs to be calculated through a transverse safety formula 2. The lateral safety equation 2 is as follows:
wherein the content of the first and second substances,
dsafe5the second transverse safety distance
v8Catch up with the current lateral velocity of the object
v9Transverse speed after the objects to be chased are accelerated in opposite directions
ρ5Avoiding delay of transverse collision of object
a14Expected lateral deceleration of catch-up object
v10The current transverse speed of the object to be chased
v11Transverse speed of the object to be chased after accelerating in opposite directions
ρ6The object to be chased avoids time delay when laterally colliding.
If the speed directions of the two parts are towards the left after the two parts are accelerated in opposite directions, the self-vehicle is the object to be chased, and the obstacle is the object to be chased; if the speed directions of the two parts are towards the right after the two parts are accelerated in opposite directions, the self-vehicle is the object to be chased, and the obstacle is the object to be chased; and taking the scene that the chased object decelerates after accelerating in opposite directions and the chased object runs at the speed after maintaining accelerating in opposite directions after accelerating in opposite directions as the calculation of the safe distance.
Except that the two vehicles move towards the far direction after accelerating towards each other to form a safe scene, the safe distance obtained by calculating the other scenes is larger than the current minimum distance between the vehicle and the obstacle in the transverse direction, and then the situation that the collision risk exists in the transverse direction is judged.
The present invention has been described with reference to elements, modules and steps for illustrative purposes only and is not intended to be limited to the order in which the elements, modules or steps are performed unless the context clearly dictates otherwise.
It should be understood by those skilled in the art that the above units or modules may be implemented by software or special hardware, such as a field programmable gate array, a single chip, or a microchip, or by a combination of software and hardware.
The present invention also provides an electronic device, comprising: a processor; a memory for storing the processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the present invention.
The invention also relates to a computer software which, when executed by a computing device (such as a single-chip microcomputer, a computer, a CPU, etc.), can implement the method of the invention.
The present invention also relates to a computer software storage device, such as a hard disk, a floppy disk, a flash memory, etc., which stores the above computer software.
The description of the method or steps of the invention may be used for understanding the description of the unit or device, and the description of the unit or device may be used for understanding the method or steps of the invention.
The above description is intended to be illustrative, and not restrictive, and any changes and substitutions that come within the spirit of the invention are desired to be protected.
Claims (9)
1. A vehicle collision risk monitoring method for intelligent driving, comprising:
acquiring motion information and lane information of a vehicle and an obstacle;
determining relative position information of the vehicle and the obstacle based on the motion information and the lane information;
judging whether a longitudinal collision risk along the direction of the head of the vehicle and a transverse collision risk vertical to the direction of the head of the vehicle exist between the vehicle and the barrier or not based on the motion information and the relative position information;
generating a security response request when at least one of:
the longitudinal position of the self-vehicle is overlapped with the longitudinal position of the barrier, and the transverse position of the self-vehicle is overlapped with the transverse position of the barrier;
the longitudinal positions of the self vehicle and the barrier are overlapped, and the transverse collision risk exists between the self vehicle and the barrier;
the self vehicle and the obstacle are overlapped in transverse position, and a transverse collision risk exists between the self vehicle and the obstacle;
The self vehicle and the barrier have a transverse collision risk and a longitudinal collision risk;
when the obstacle is behind, the speed of the self-vehicle is the same as that of the obstacle, and the first longitudinal safe distance between the self-vehicle and the obstacle is larger than the longitudinal minimum distance between the current self-vehicle and the obstacle, the longitudinal collision risk exists between the self-vehicle and the obstacle, wherein the calculation formula of the first longitudinal safe distance is as follows:
wherein the content of the first and second substances,
dsafe1first longitudinal safety distance
v1Longitudinal speed of obstacle
ρ1The obstacle adopts decelerationBehavioral delay
a1Maximum longitudinal acceleration of an obstacle
a2Anticipated longitudinal deceleration of an obstacle
v2Longitudinal speed of bicycle
a3The maximum longitudinal deceleration of the bicycle.
2. The vehicle collision risk monitoring method according to claim 1, wherein the longitudinal collision risk is absent between the own vehicle and the obstacle when the own vehicle is ahead, the obstacle is behind, and the speed of the own vehicle and the obstacle is reversed.
3. The vehicle collision risk monitoring method according to claim 1, wherein when the own vehicle is behind, the obstacle is in front, the own vehicle and the obstacle have the same speed, and a second longitudinal safe distance between the own vehicle and the obstacle is larger than a longitudinal minimum distance between the current own vehicle and the obstacle, the longitudinal collision risk exists between the own vehicle and the obstacle, wherein the second longitudinal safe distance is calculated by the following formula:
Wherein the content of the first and second substances,
dsafe2a second longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
a6Maximum longitudinal deceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8The maximum longitudinal deceleration of the bicycle.
4. The vehicle collision risk monitoring method according to claim 1, wherein when the host vehicle is behind, the obstacle is in front, the host vehicle and the obstacle have opposite speeds, and a third longitudinal safe distance between the host vehicle and the obstacle is greater than a longitudinal minimum distance between the current host vehicle and the obstacle, a longitudinal collision risk exists between the host vehicle and the obstacle, wherein the third longitudinal safe distance is calculated by the following formula:
wherein the content of the first and second substances,
dsafe3third longitudinal safety distance
v2Longitudinal speed of bicycle
ρ2Avoiding delay of longitudinal collision of self-vehicle
a4The current longitudinal acceleration of the bicycle
a5Minimum longitudinal deceleration of bicycle
v1Longitudinal speed of obstacle
ρ1Delay of barrier by deceleration action
a1Maximum longitudinal acceleration of an obstacle
a7Maximum longitudinal acceleration of bicycle
a8Maximum longitudinal deceleration of bicycle
a2The obstacle anticipates a longitudinal deceleration.
5. The vehicle collision risk monitoring method according to claim 1, wherein when a lateral velocity after a relative acceleration in a lateral direction of the own vehicle is to the left and a lateral velocity after a relative acceleration in a lateral direction of the obstacle is to the right, the lateral collision risk does not exist between the own vehicle and the obstacle, wherein a calculation formula of the relative acceleration is as follows:
Wherein, the first and the second end of the pipe are connected with each other,
v4transverse speed after opposite acceleration from vehicle
v5The current transverse speed of the bicycle
a9Expected lateral maximum acceleration from the vehicle
ρ3Lateral collision avoidance delay of self-vehicle
v6Transverse velocity after obstacle relative acceleration
v7The current transverse speed of the obstacle
a10Expected lateral maximum acceleration of an obstacle
ρ4The transverse collision of the barrier avoids time delay.
6. The vehicle collision risk monitoring method according to claim 1, wherein the lateral collision risk exists between the host vehicle and the obstacle if a lateral velocity of the host vehicle after lateral opposite acceleration is rightward, a lateral velocity of the obstacle after lateral opposite acceleration is leftward, and a first lateral safe distance between the host vehicle and the obstacle is greater than a current lateral minimum distance between the host vehicle and the obstacle, wherein the first lateral safe distance is calculated as follows:
wherein the content of the first and second substances,
dsafe4first lateral safety distance
v4Transverse velocity after accelerating from opposite directions
v5The current lateral speed of the bicycle
ρ3Avoiding delay of transverse collision of self-vehicle
a11Anticipating lateral deceleration from the vehicle
v6Transverse velocity after obstacle acceleration
v7The current transverse speed of the obstacle
ρ4Obstacle lateral collision avoidance delay
a13The obstacle anticipates lateral deceleration.
7. The vehicle collision risk monitoring method according to claim 1, wherein the lateral collision risk exists between the host vehicle and the obstacle if the lateral speed directions of the host vehicle and the obstacle after accelerating laterally towards each other are the same and a second lateral safety distance between the host vehicle and the obstacle is greater than a current lateral minimum distance between the host vehicle and the obstacle, wherein the second lateral safety distance is calculated by the following formula:
Wherein, the first and the second end of the pipe are connected with each other,
dsafe5second transverse safety distance
v8Catching up the current transverse velocity of an object
v9Transverse speed after the objects to be chased are accelerated in opposite directions
ρ5Avoiding delay of transverse collision of object
a14Expected lateral deceleration of catch-up object
v10The current transverse speed of the object to be chased
v11Transverse speed of the object to be chased after accelerating in opposite directions
ρ6Avoiding time delay by transverse collision of the object to be chased;
and wherein, if the two speeds are both greater than or equal to zero after the transverse acceleration and the self-vehicle is on the left side relative to the obstacle, the self-vehicle is the object to be chased, and the obstacle is the object to be chased;
if the speeds of the two vehicles are greater than or equal to zero after the transverse acceleration and the vehicle is on the right side relative to the obstacle, the vehicle is the object to be pursued and the obstacle is the object to be pursued;
if the speed of the self-vehicle is smaller than zero after the transverse acceleration and the speed of the self-vehicle is on the left side relative to the obstacle, the self-vehicle is the object to be pursued, and the obstacle is the object to be pursued;
if the speed of the self-vehicle is smaller than zero after the transverse acceleration and the speed of the self-vehicle is smaller than zero and the self-vehicle is on the right side relative to the obstacle, the self-vehicle is the object to be chased, and the obstacle is the object to be chased.
8. A domain controller for smart driving, comprising:
the planning control system generates a vehicle planning control instruction based on the current obstacle information and the current vehicle state information;
A safety monitoring system that performs the method of any of claims 1-7 and masks vehicle planning control instructions generated by the planning control system when a safety response request is issued.
9. The domain controller of claim 8, wherein the security response request comprises one or more of: the speed of the bicycle is reduced, the speed direction of the bicycle is changed, light or sound warning is generated, and a driver is reminded to take over the bicycle.
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