CN114523904B - Automatic controller for vehicle rearview mirror and design method thereof - Google Patents

Automatic controller for vehicle rearview mirror and design method thereof Download PDF

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CN114523904B
CN114523904B CN202210189372.8A CN202210189372A CN114523904B CN 114523904 B CN114523904 B CN 114523904B CN 202210189372 A CN202210189372 A CN 202210189372A CN 114523904 B CN114523904 B CN 114523904B
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rearview mirror
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CN114523904A (en
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周丽华
李娟娟
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Hefei University of Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R1/00—Optical viewing arrangements; Real-time viewing arrangements for drivers or passengers using optical image capturing systems, e.g. cameras or video systems specially adapted for use in or on vehicles
    • B60R1/02—Rear-view mirror arrangements
    • B60R1/06—Rear-view mirror arrangements mounted on vehicle exterior
    • B60R1/062—Rear-view mirror arrangements mounted on vehicle exterior with remote control for adjusting position
    • B60R1/07—Rear-view mirror arrangements mounted on vehicle exterior with remote control for adjusting position by electrically powered actuators
    • B60R1/074—Rear-view mirror arrangements mounted on vehicle exterior with remote control for adjusting position by electrically powered actuators for retracting the mirror arrangements to a non-use position alongside the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
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    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
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    • G06—COMPUTING; CALCULATING OR COUNTING
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Abstract

The invention belongs to the technical field of driving safety, and particularly relates to an automatic controller for a vehicle rearview mirror and a design method thereof. The automatic controller is used for automatically controlling the overturning state of the rearview mirror of the vehicle under the using state of the vehicle, so that the blind area of a driver is reduced. The control logic of the automatic controller is as follows: (1) And in the flameout state of the vehicle, folding the rearview mirrors at the two sides to be in a state of being attached to the vehicle body. (2) In the starting state of the vehicle, when the front wheel steering angle of the vehicle is smaller than or equal to the front wheel safety steering angle, the rearview mirrors on the two sides of the vehicle are kept in the preset initial state. (3) When the front wheel turning angle is larger than the safety turning angle in the starting state of the vehicle, the rearview mirror at the steering side of the vehicle is dynamically adjusted according to a dynamically updated follow-up angle. The invention solves the problems that the rearview mirror assembly of the existing vehicle cannot be dynamically adjusted according to the running state of the vehicle, so that blind areas are easy to form at the tail of the vehicle in the turning process, and safety risks exist.

Description

Automatic controller for vehicle rearview mirror and design method thereof
Technical Field
The invention belongs to the technical field of driving safety, and particularly relates to an automatic controller for a vehicle rearview mirror and a design method thereof.
Background
With the continuous improvement of the social and economic level, the automobile conservation quantity of the city is also continuously improved. The automobile is convenient for people to travel, but various automobile safety accidents and the like can be caused. Among them, various technologies such as assisted driving and automatic driving are continuously developed and advanced in order to reduce the safety risk during the running of the vehicle.
The driver can effectively grasp the visual field about a circumferential range of about 200 ° in total on the front side of the vehicle while the vehicle is traveling while holding the sitting end without returning. In order to enlarge the field of view of the driver, all vehicles are provided with left and right rear view mirrors and a center rear view mirror. The visual range of about 60 ° can be increased by using the rear view mirror, so that the driver can observe objects within a range of 260 ° around the vehicle body at most in the vehicle, which still has a visual blind area of about 100 °. The driver cannot acquire the traffic condition in the blind area range of the vehicle, which brings hidden danger to safe driving of the vehicle.
At present, two methods for solving the vision blind area of a driver are mainly available, and one method is to add a wide-angle rearview mirror to widen the vision of the rearview mirror. However, the actual use effect of this method varies from person to person, and the dead zone during the running of the motor vehicle is not effectively eliminated. Another way is to add radar, sensors and other devices in the blind area range to sense and pre-warn objects in the blind area range, and the added systems are commonly called vehicle blind area pre-warning systems. The vehicle blind area early warning system can early warn the danger existing in the blind area and send an alarm signal to the driver, but the danger can be detected by replacing the driver with other signals, the driving blind area of the driver is not eliminated fundamentally, and the driver still cannot observe the traffic condition in the high-risk visual blind area range. Especially, in the turning process of the vehicle, the driver cannot observe the traffic conditions of the A column and the B column shielding areas at all.
By dynamically adjusting the rearview mirror, the blind area range of a driver can be reduced in the driving process; the driving safety of the vehicle is improved. However, how to ensure that the blind area can be reduced and the normal driving process of the driver cannot be interfered in the process of adjusting the turning angle of the rearview mirror is still a technical problem to be solved by the technicians in the field.
Disclosure of Invention
In order to solve the problem that the rearview mirror assembly of the existing vehicle cannot be dynamically adjusted according to the running state of the vehicle, so that dead zones are easily formed when the tail of the vehicle goes out in the turning process, and safety risks exist. The invention provides an automatic controller for a vehicle rearview mirror and a design method thereof.
The invention is realized by adopting the following technical scheme:
an automatic controller for a vehicle rearview mirror, which is used for automatically controlling the turning state of the vehicle rearview mirror in a vehicle use state, wherein the control logic of the automatic controller is as follows:
(1) And in the flameout state of the vehicle, folding the rearview mirrors at the two sides to be in a state of being attached to the vehicle body.
(2) In the starting state of the vehicle, when the vehicle isThe front wheel rotation angle alpha of the steering side of the vehicle is smaller than or equal to a preset front wheel safety rotation angle alpha s And when the vehicle is driven, the rearview mirrors on the two sides of the vehicle are kept in the initial state preset by the driver according to the driving state of the driver.
(3) In the vehicle start state, when the front wheel rotation angle alpha of the vehicle steering side is larger than a preset safety rotation angle alpha s And when the vehicle turns, the rearview mirror at the turning side of the vehicle is dynamically adjusted by taking a dynamically updated follow-up angle theta as the horizontal turning angle of the rearview mirror.
Wherein, the following angle θ satisfies the following formula with the vehicle parameter and the driving state:
i) Left turning state:
Figure BDA0003524768980000021
ii) right turn status:
Figure BDA0003524768980000022
in the above formula, l represents the wheelbase of the vehicle; w (w) Lf Representing the width of the front end of the visible area of the left rearview mirror; w (w) Lb The width of the rear end of the visible area of the left rearview mirror; w (w) Rf Representing the front end width of the visible area of the right rearview mirror; w (w) Rb Representing the width of the rear end of the visible area of the right rearview mirror; the |ap| represents a dangerous intercept, which is a critical value of a variable for representing whether a rear wheel of a vehicle interferes with a visible area of a rear view mirror during a turning process; r is (r) b The rear wheel turning radius on the vehicle turning side is indicated.
As a further improvement of the invention, the front wheel safety angle α on the steering side of the vehicle s Is an expert experience value determined based on vehicle state parameters; the expression is as follows:
Figure BDA0003524768980000023
Wherein s is α Represents a safety factor determined according to expert experience, and s α ＜1。
As a further improvement of the present invention, the automatic controller includes: an initial state recording unit, a turning state acquisition unit, a follow-up angle generating unit, and a turning control unit.
The initial state recording unit is used for recording the horizontal overturning angle and the vertical overturning angle of the left rearview mirror and the right rearview mirror which are adjusted by a driver according to the driving state of the driver.
The turning state acquisition unit is used for acquiring the current turning state of the vehicle, including the turning direction and the front wheel corner of the steering side.
The follow-up angle generating unit is used for calculating the follow-up angle of the steering side of the vehicle according to the current turning state of the vehicle.
The overturning control unit is used for: (1) Judging whether the front wheel steering angle of the steering side of the vehicle is smaller than or equal to a preset front wheel safety angle under the running state of the vehicle: and if so, an instruction is issued to the execution unit, so that the bilateral rearview mirrors are kept to be the horizontal overturning angle and the vertical overturning angle preset by the driver. And otherwise, an instruction is issued to the execution unit, and the horizontal turning angle of the rearview mirror at the steering side of the vehicle is dynamically adjusted according to the follow-up angle calculated by the follow-up angle generation unit. (2) After the vehicle is flameout, an instruction is given to the execution unit, and the rearview mirrors on both sides are adjusted to be in a folded state.
The invention also includes a design method of an automatic controller for designing the automatic controller for a vehicle rearview mirror as described above, the design method including the steps of:
s01: and establishing a kinematic model of the vehicle according to the parameter information of the vehicle.
S02, performing S02; the position distribution of the visual area and the blind area on both sides of the vehicle is determined based on the kinematic model.
S03: and determining the blind area characteristic value of the vehicle according to the position distribution of the visible area and the blind area in the kinematic model. The dead zone characteristic values include: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front end of visible area of right rearview mirrorWidth w Rf Rear end width w of right rearview mirror visible area Rb 。
S04: based on a kinematic model of the vehicle, determining a functional relationship between the front wheel rotation angle and the dead zone characteristic value of the vehicle in a turning state.
S05: and analyzing critical conditions when the motion trail and the blind area interfere in the turning state of the vehicle based on the kinematic model and the position distribution of the blind area, so as to determine the safety range of the front wheel corner of the vehicle without adjusting the steering side rearview mirror.
S06: and (3) analyzing the association relation between the horizontal turning angle of the steering side rearview mirror and the blind area distribution state under the turning state of the vehicle. And further calculating the horizontal turning angle of the turning side rearview mirror when the vehicle track does not interfere with the blind area, namely the required follow-up angle.
S07: when the front wheel rotation angle of the vehicle does not exceed the safety range in the running process of the vehicle, the rearview mirror of the vehicle is not adjusted; when the front wheel turning angle of the vehicle exceeds the safety range, the horizontal turning angle of the steering side rearview mirror of the vehicle is dynamically adjusted according to the follow-up angle.
As a further improvement of the present invention, in step S01, the parameter information of the vehicle includes: front track w of vehicle f Rear track w of vehicle b The section height H of the tire, the hub diameter R, the section width R of the tire, and the wheelbase l of the vehicle.
In the established kinematic model, a rectangular area surrounded by the centers of four wheels is taken as the boundary of a vehicle body, wherein the center of a left front wheel of the vehicle is A, the center of a right front wheel of the vehicle is B, the center of a left rear wheel of the vehicle is C, and the center of a right rear wheel of the vehicle is D.
As a further improvement of the present invention, in step S02, the determination process of the visible region and the blind region is as follows:
(1) Assuming that the vehicle is located in the middle of the lane, a surrounding area of the vehicle that can be observed by the driver is determined with reference to the seat position of the driver in the vehicle.
(2) Considering the wheelbase of the driving vehicle, the area which is observed by drivers on both sides of the vehicle, which is equal to the wheelbase length of the vehicle, in the lane is defined as a visible area, and the area which is not observed by drivers on both sides of the vehicle, which is equal to the wheelbase length of the vehicle, in the lane is defined as a blind area.
(3) In the established kinematic model, E point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the front end, F point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the rear end, G point represents the intersection point of the front end of the left rearview mirror blind area and the nearest lane boundary line, and H point represents the intersection point of the rear end of the left rearview mirror blind area and the nearest lane boundary line; the trapezoidal area AEFC represents the viewing area of the left rear view mirror of the automobile and the trapezoidal area EGHF represents the blind area of the left rear view mirror.
(4) The point I is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the front end, the point J is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the rear end, N is used for indicating the intersection point of the front end of the dead zone of the right rearview mirror and the nearest lane boundary line, and M is used for indicating the intersection point of the rear end of the dead zone of the right rearview mirror and the nearest lane boundary line; the trapezoidal area BIJD represents the visible area of the right mirror of the automobile and the trapezoidal area IJMN represents the dead zone of the right mirror.
As a further improvement of the present invention, in step S03, considering that the front end AE of the left mirror viewing area and the front end EG of the left mirror blind area are both collinear with the vehicle front wheel axis AB, the rear end CF of the left mirror viewing area and the rear end FH of the left mirror blind area are both collinear with the vehicle rear wheel axis CD; the front end BI of the right rearview mirror visual area and the front end IN of the right rearview mirror blind area are all collinear with the front wheel axle AB of the vehicle, and the rear end DJ of the right rearview mirror visual area and the rear end JM of the right rearview mirror blind area are all collinear with the rear wheel axle CD of the vehicle; the boundaries of the dead zones can thus be calculated from the determined boundaries: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf And the rear end width w of the visible area of the right rearview mirror Rb 。
As a further improvement of the present invention, in step S04, in the left-turn state of the vehicle, there is a relationship between the turning angles of the front wheels and the turning radii of the rear wheels of the vehicle as follows:
Figure BDA0003524768980000041
considering the symmetry of the vehicle movement process, in the right turning state of the vehicle, the following relationship exists between the turning angles of the two front wheels and the turning radius of the rear wheels:
Figure BDA0003524768980000051
in the above formula, α represents a left front wheel turning angle, and β represents a right front wheel turning angle; r is (r) Lb Representing the turning radius of the left rear wheel of the vehicle; r is (r) Rb Indicating the radius of the right rear wheel turn of the vehicle.
As a further improvement of the present invention, in step S05, the front wheel safety rotation angle α on the vehicle steering side s The determination method of (2) is as follows:
(1) When the turning angle of the front wheel of the vehicle is increased, the turning radius of each corresponding wheel is reduced, so that according to the established kinematic model, during the left turning, when r Lb When < |OF|, the left rear wheel interferes with the left rear view mirror blind area;
(2) In combination with the above steps, when r Lb When= |of|, the front wheel turning angle α on the vehicle steering side is the critical turning angle OF the mirror that does not need to be adjusted, and is denoted as α 0 And angle of turning alpha 0 Corresponding turning radius r of rear wheel Lb The critical radius of the curve is denoted as r Lb0 ；
(3) From this, it can be seen that the critical radius r of the left turn of the rear wheel of the vehicle Lb0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000052
considering that the motion state of the steering process of the vehicle has symmetry, the critical radius r of the right turn of the rear wheel of the vehicle Rb0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000053
(4) The critical turning angle alpha of the vehicle can be further calculated according to the critical turning radius of the rear wheels of the vehicle 0 ：
Critical turning radius alpha during left turn 0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000054
critical turning radius alpha during right turn 0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000055
(5) In order to reduce the running risk, the active safety measures are required to respond when the critical safety state is not reached in the turning process of the vehicle, so that the safety coefficient is increased before the critical radius and the critical turning angle of the turning to obtain the safety angle alpha of the vehicle s Or a safe turning radius R bs The method comprises the steps of carrying out a first treatment on the surface of the The calculation formula is as follows:
α s ＝s α *α 0
Figure BDA0003524768980000056
in the above, s r Sum s α The safety coefficients of the rear wheel turning radius and the front wheel turning angle are respectively set according to expert experience; wherein s is r ＞1，s α ＜1。
As a further improvement of the present invention, in step S06, the following calculation process of the following angle is as follows:
(1) In the turning process of the vehicle, the rotation angle of the current wheel is larger than the safety rotation angle alpha s When the turning radius of the rear wheel at the corresponding side is smaller than the safe turning radius r bs The method comprises the steps of carrying out a first treatment on the surface of the Therefore, the corresponding rear wheel turning process passes through the blind area of the rear view mirror at the corresponding side and intersects with the front end of the blind area of the corresponding rear view mirror, and the distance between the front wheel center at the corresponding turning side and the intersection point P is recorded as dangerous intercept |AP|;
(2) From the kinematic model of the vehicle, the calculation formula of the dangerous intercept |ap| when the vehicle turns left is as follows:
Figure BDA0003524768980000061
accordingly, when the vehicle turns right, the calculation formula of the dangerous intercept is as follows:
Figure BDA0003524768980000062
(3) In the state that the rear wheels of the vehicle pass through the blind areas, the visible area of the rearview mirror can pass through the intersection point P by rotating the rearview mirror at the corresponding side, so that the blind area range caused by turning of the vehicle is reduced; at this time, the rotation angle of the rearview mirror is recorded as a follow-up angle theta; the following formula is satisfied between the following angle theta and the dead zone characteristic value of the vehicle:
when the vehicle turns left:
Figure BDA0003524768980000063
when the vehicle is turning right in a direction,
Figure BDA0003524768980000064
(4) According to the known dangerous intercept |AP| and the dead zone characteristic value of the vehicle, solving the equation of the previous step, and obtaining the required follow-up angle theta of the rearview mirror at the steering side of the vehicle in the current turning state.
The technical scheme provided by the invention has the following beneficial effects:
The automatic controller for the vehicle rearview mirror can fold the left rearview mirror and the right rearview mirror according to conventional control logic; the rearview mirror at the steering side can be dynamically adjusted according to the change of the turning angle in the turning process of the vehicle. And further, under the condition of large rotation angle, the driver can still observe the real-time state of the rear wheel of the vehicle, so that the blind area of the driver is reduced, and the safety of the vehicle in the turning state is improved.
According to the design of the vehicle motion specification and the state parameters, the automatic controller provided by the invention comprehensively considers variables related to the vehicle motion state and blind area change in the scheme design process; and then the optimal turning angle of the rearview mirror of the vehicle under different conditions is obtained. The overturning angle can be dynamically adjusted along with the real-time rotation angle of the vehicle, so that the effect of eliminating the dead zone at the rear of the steering side of the vehicle is achieved, and the normal driving of a driver cannot be interfered.
Drawings
Fig. 1 is a schematic control logic diagram of an automatic controller for a vehicle rearview mirror according to embodiment 1 of the present invention.
Fig. 2 is a schematic block diagram of an automatic controller for a vehicle rearview mirror according to embodiment 1 of the present invention.
Fig. 3 is a flowchart showing steps of a method for designing an automatic controller for a vehicle rearview mirror according to embodiment 2 of the present invention.
Fig. 4 is a map of the blind area of the rearview mirror of the vehicle established in embodiment 2 of the invention.
Fig. 5 is a kinematic model in the state of a left turn of the vehicle established in embodiment 2 of the present invention.
Fig. 6 is a schematic diagram of the position of the vehicle in the case where the vehicle corner is small and the movement track and the blind area distribution of the vehicle are not overlapped in embodiment 2 of the present invention.
Fig. 7 is a schematic diagram of the position of the vehicle when the movement track and the blind area distribution overlap when the vehicle corner is large in embodiment 2 of the present invention.
Fig. 8 is a position superposition diagram of the effective observation area and the blind area range of the vehicle, which are realized by the rearview mirror under different angles, in the following angle calculation process in embodiment 2 of the present invention.
Fig. 9 is a flowchart showing steps of a follow-up control method for a vehicle rearview mirror according to embodiment 3 of the present invention.
Fig. 10 is a logic block diagram of a follow-up control method of a vehicle rearview mirror according to embodiment 3 of the invention in one of the processing procedures of the application procedure.
Fig. 11 is a logic block diagram of another processing procedure of the following control method of the vehicle rearview mirror in the embodiment 3 of the invention in the application process.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Example 1
The embodiment provides an automatic controller for a vehicle rearview mirror, which is used for automatically controlling the turning state of the vehicle rearview mirror in a vehicle use state. As shown in fig. 1, the control logic of the automatic controller is as follows:
(1) And in the flameout state of the vehicle, folding the rearview mirrors at the two sides to be in a state of being attached to the vehicle body.
(2) In the vehicle starting state, when the front wheel rotation angle alpha of the steering side of the vehicle is smaller than or equal to a preset front wheel safety rotation angle alpha s And when the vehicle is driven, the rearview mirrors on the two sides of the vehicle are kept in the initial state preset by the driver according to the driving state of the driver.
(3) In the vehicle start state, when the front wheel rotation angle alpha of the vehicle steering side is larger than a preset safety rotation angle alpha s And when the vehicle turns, the rearview mirror at the turning side of the vehicle is dynamically adjusted by taking a dynamically updated follow-up angle theta as the horizontal turning angle of the rearview mirror.
Wherein, the following angle θ satisfies the following formula with the vehicle parameter and the driving state:
i) Left turning state:
Figure BDA0003524768980000081
ii) right turn status:
Figure BDA0003524768980000082
in the above formula, l represents the wheelbase of the vehicle; w (w) Lf Representing the width of the front end of the visible area of the left rearview mirror; w (w) Lb The width of the rear end of the visible area of the left rearview mirror; w (w) Rf Representing the front end width of the visible area of the right rearview mirror; w (w) Rb Representing the width of the rear end of the visible area of the right rearview mirror; the |ap| represents a dangerous intercept, which is a critical value of a variable for representing whether a rear wheel of a vehicle interferes with a visible area of a rear view mirror during a turning process; r is (r) b The rear wheel turning radius on the vehicle turning side is indicated.
In the present embodiment, the front wheel safety rotation angle α on the vehicle steering side s Is an expert experience value determined based on vehicle state parameters; the expression is as follows:
Figure BDA0003524768980000083
wherein s is α Represents a safety factor determined according to expert experience, and s α ＜1。
Based on the above control logic, as shown in fig. 2, the automatic controller in the present embodiment includes: an initial state recording unit, a turning state acquisition unit, a follow-up angle generating unit, and a turning control unit.
The initial state recording unit is used for recording the horizontal overturning angle and the vertical overturning angle of the left rearview mirror and the right rearview mirror which are adjusted by a driver according to the driving state of the driver.
The turning state acquisition unit is used for acquiring the current turning state of the vehicle, including the turning direction and the front wheel corner of the steering side.
The follow-up angle generating unit is used for calculating the follow-up angle of the steering side of the vehicle according to the current turning state of the vehicle.
The overturning control unit is used for: (1) Judging whether the front wheel steering angle of the steering side of the vehicle is smaller than or equal to a preset front wheel safety angle under the running state of the vehicle: and if so, an instruction is issued to the execution unit, so that the bilateral rearview mirrors are kept to be the horizontal overturning angle and the vertical overturning angle preset by the driver. And otherwise, an instruction is issued to the execution unit, and the horizontal turning angle of the rearview mirror at the steering side of the vehicle is dynamically adjusted according to the follow-up angle calculated by the follow-up angle generation unit. (2) After the vehicle is flameout, an instruction is given to the execution unit, and the rearview mirrors on both sides are adjusted to be in a folded state.
The general procedure of the automatic controller for a vehicle rearview mirror provided in this embodiment in the use process is as follows: under the flameout state, the left rearview mirror and the right rearview mirror of the vehicle are in a folded state, so that occupied space on two sides of the vehicle can be reduced, and meanwhile, a driver is reminded that the vehicle is flameout.
When a user starts the vehicle, the left rearview mirror and the right rearview mirror turn transversely and longitudinally at the same time, and the rearview mirrors of the vehicle are adjusted to the optimal observation angle state of a driver. This state is the normal state of the rear view mirror, which is set by manual adjustment by the driver. The vehicle can be automatically adjusted to the overturning state after the last manual adjustment after each start.
In the running process of the vehicle, the automatic controller can also judge whether the real-time rotation angle of the front wheels of the vehicle is larger than a preset safety rotation angle. When the rotation angle of the vehicle is overlarge and is larger than a preset safety rotation angle, the rear wheel of the vehicle enters a dead zone, so that the rearview mirror needs to be adjusted, a specific adjustment strategy comprises an automatic controller for automatically calculating a follow-up angle corresponding to the current turning state, and then the rearview mirror at the turning side is adjusted to be in a follow-up angle state. When the turning of the vehicle is finished, the rearview mirror at the turning side can be restored to the normal state after the turning angle of the vehicle is smaller than the safety turning angle.
When the driving process of the driver is finished and the vehicle is flameout, the automatic controller can fold the rearview mirrors at the two sides of the vehicle again.
Compared with the controller of the conventional rearview mirror, the automatic controller of the embodiment dynamically adjusts the turning angle of the rearview mirror at the turning side according to the vehicle turning angle only when the real-time turning angle of the vehicle is overlarge, so that the process basically does not influence the attention of a driver, the blind area of the driver can be effectively reduced, and the safety of the vehicle is improved.
Example 2
The present embodiment provides a method for designing an automatic controller for a vehicle rearview mirror as in embodiment 1, as shown in fig. 3, comprising the steps of:
S01: and establishing a kinematic model of the vehicle according to the parameter information of the vehicle.
The parameter information of the vehicle includes: front track w of vehicle f Rear track w of vehicle b The section height H of the tire, the hub diameter R, the section width R of the tire, and the wheelbase l of the vehicle.
In the established kinematic model, a rectangular area surrounded by the centers of four wheels is taken as the boundary of a vehicle body, wherein the center of a left front wheel of the vehicle is A, the center of a right front wheel of the vehicle is B, the center of a left rear wheel of the vehicle is C, and the center of a right rear wheel of the vehicle is D.
S02, performing S02; the position distribution of the visual area and the blind area on both sides of the vehicle is determined based on the kinematic model.
In this embodiment, the determination process of the visual area and the blind area is as follows:
s021: assuming that the vehicle is located in the middle of the lane, a surrounding area of the vehicle that can be observed by the driver is determined with reference to the seat position of the driver in the vehicle.
S022: considering the wheelbase of the driving vehicle, the area which is observed by drivers on both sides of the vehicle, which is equal to the wheelbase length of the vehicle, in the lane is defined as a visible area, and the area which is not observed by drivers on both sides of the vehicle, which is equal to the wheelbase length of the vehicle, in the lane is defined as a blind area.
S023: in the established kinematic model, E point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the front end, F point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the rear end, G point represents the intersection point of the front end of the left rearview mirror blind area and the nearest lane boundary line, and H point represents the intersection point of the rear end of the left rearview mirror blind area and the nearest lane boundary line; the trapezoidal area AEFC represents the viewing area of the left rear view mirror of the automobile and the trapezoidal area EGHF represents the blind area of the left rear view mirror.
S024: the point I is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the front end, the point J is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the rear end, N is used for indicating the intersection point of the front end of the dead zone of the right rearview mirror and the nearest lane boundary line, and M is used for indicating the intersection point of the rear end of the dead zone of the right rearview mirror and the nearest lane boundary line; the trapezoidal area BIJD represents the visible area of the right mirror of the automobile and the trapezoidal area IJMN represents the dead zone of the right mirror.
S03: and determining the blind area characteristic value of the vehicle according to the position distribution of the visible area and the blind area in the kinematic model. The dead zone characteristic values include: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf Rear end width w of right rearview mirror visible area Rb 。
Considering that the front end AE of the left mirror viewing area and the front end EG of the left mirror blind area are both collinear with the vehicle front axle AB, the rear end CF of the left mirror viewing area and the rear end FH of the left mirror blind area are both collinear with the vehicle rear axle CD; the front end BI of the right rearview mirror visual area and the front end IN of the right rearview mirror blind area are all collinear with the front wheel axle AB of the vehicle, and the rear end DJ of the right rearview mirror visual area and the rear end JM of the right rearview mirror blind area are all collinear with the rear wheel axle CD of the vehicle; after the specification and the size of a vehicle are determined, the dead zone characteristic value is also uniquely determined.
Thus, from the determined boundaries of the dead zones, it is possible to calculate respectively: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf And the rear end width w of the visible area of the right rearview mirror Rb 。
S04: based on a kinematic model of the vehicle, determining a functional relationship between the front wheel rotation angle and the dead zone characteristic value of the vehicle in a turning state.
In the left turning state of the vehicle, the relationship between the turning angles of the two front wheels and the turning radius of the rear wheels of the vehicle is as follows:
Figure BDA0003524768980000101
considering the symmetry of the vehicle movement process, in the right turning state of the vehicle, the following relationship exists between the turning angles of the two front wheels and the turning radius of the rear wheels:
Figure BDA0003524768980000102
In the above formula, α represents a left front wheel turning angle, and β represents a right front wheel turning angle; r is (r) Lb Representing the turning radius of the left rear wheel of the vehicle; r is (r) Rb Indicating the radius of the right rear wheel turn of the vehicle.
S05: and analyzing critical conditions when the motion trail and the blind area interfere in the turning state of the vehicle based on the kinematic model and the position distribution of the blind area, so as to determine the safety range of the front wheel corner of the vehicle without adjusting the steering side rearview mirror.
In the present embodiment, the front wheel safety rotation angle α on the vehicle steering side s The determination method of (2) is as follows:
s051: when the turning angle of the front wheel of the vehicle is increased, the turning radius of each corresponding wheel is reduced, so that according to the established kinematic model, during the left turning, when r Lb When < |OF|, the left rear wheel interferes with the left rear view mirror blind area;
s052: in combination with the above steps, when r Lb When= |of|, the front wheel turning angle α on the vehicle steering side is the critical turning angle OF the mirror that does not need to be adjusted, and is denoted as α 0 And angle of turning alpha 0 Corresponding turning radius r of rear wheel Lb The critical radius of the curve is denoted as r Lb0 ；
S053: from this, it can be seen that the rear wheels of the vehicle are turned leftRadius of demarcation r Lb0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000111
considering that the motion state of the steering process of the vehicle has symmetry, the critical radius r of the right turn of the rear wheel of the vehicle Rb0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000112
s054: the critical turning angle alpha of the vehicle can be further calculated according to the critical turning radius of the rear wheels of the vehicle 0 ：
Critical turning radius alpha during left turn 0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000113
critical turning radius alpha during right turn 0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000114
s055: in order to reduce the running risk, the active safety measures are required to respond when the critical safety state is not reached in the turning process of the vehicle, so that the safety coefficient is increased before the critical radius and the critical turning angle of the turning to obtain the safety angle alpha of the vehicle s Or a safe turning radius R bs The method comprises the steps of carrying out a first treatment on the surface of the The calculation formula is as follows:
α s ＝s α *α 0
Figure BDA0003524768980000115
in the above, s r Sum s α Respectively the rootSafety coefficients of the rear wheel turning radius and the front wheel turning angle set according to expert experience;
wherein s is r ＞1，s α ＜1。
S06: and (3) analyzing the association relation between the horizontal turning angle of the steering side rearview mirror and the blind area distribution state under the turning state of the vehicle. And further calculating the horizontal turning angle of the turning side rearview mirror when the vehicle track does not interfere with the blind area, namely the required follow-up angle.
In this embodiment, the following angle θ is calculated as follows:
s061: in the turning process of the vehicle, the rotation angle of the current wheel is larger than the safety rotation angle alpha s When the turning radius of the rear wheel at the corresponding side is smaller than the safe turning radius r bs The method comprises the steps of carrying out a first treatment on the surface of the Therefore, the corresponding rear wheel turning process passes through the blind area of the rear view mirror at the corresponding side and intersects with the front end of the blind area of the corresponding rear view mirror, and the distance between the front wheel center at the corresponding turning side and the intersection point P is recorded as dangerous intercept |AP|;
s062: from the kinematic model of the vehicle, the calculation formula of the dangerous intercept |ap| when the vehicle turns left is as follows:
Figure BDA0003524768980000121
accordingly, when the vehicle turns right, the calculation formula of the dangerous intercept is as follows:
Figure BDA0003524768980000122
s063: in the state that the rear wheels of the vehicle pass through the blind areas, the visible area of the rearview mirror can pass through the intersection point P by rotating the rearview mirror at the corresponding side, so that the blind area range caused by turning of the vehicle is reduced; at this time, the rotation angle of the rearview mirror is recorded as a follow-up angle theta; the following formula is satisfied between the following angle theta and the dead zone characteristic value of the vehicle:
when the vehicle turns left:
Figure BDA0003524768980000123
when the vehicle is turning right in a direction,
Figure BDA0003524768980000124
s064: according to the known dangerous intercept |AP| and the dead zone characteristic value of the vehicle, solving the equation of the previous step, and obtaining the required follow-up angle theta of the rearview mirror at the steering side of the vehicle in the current turning state.
S07: when the front wheel rotation angle of the vehicle does not exceed the safety range in the running process of the vehicle, the rearview mirror of the vehicle is not adjusted; when the front wheel turning angle of the vehicle exceeds the safety range, the horizontal turning angle of the steering side rearview mirror of the vehicle is dynamically adjusted according to the follow-up angle.
In order to make the design process in this embodiment clearer, the following detailed explanation is given with reference to the accompanying drawings:
1. determining a blind zone distribution of a vehicle
For a vehicle in a driving state, a model of the blind area range of the rearview mirror of the vehicle as shown in fig. 4 is established. In fig. 4, it is assumed that a represents the left front wheel center, B represents the right front wheel center, C represents the left rear wheel center, and D represents the right rear wheel center. E represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the front end, F represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the rear end, G represents the intersection point of the left rearview mirror blind area front end and the nearest lane boundary line, and H represents the intersection point of the left rearview mirror blind area rear end and the nearest lane boundary line.
The enclosed area AEFC of the trapezoid in the figure represents the visible area of the left rearview mirror of the automobile; while the trapezoidal enclosing area EGHF represents the left mirror dead zone. Wherein, front end AE and the front end EG of left rear-view mirror visual zone all with vehicle front axle AB collineation, the rear end CF of left rear-view mirror visual zone and the rear end FH of left rear-view mirror blind zone all with vehicle rear axle CD collineation.
Correspondingly, the visual area of the right rearview mirror and the blind area of the right rearview mirror of the vehicle are distributed similarly to the left rearview mirror, I represents the boundary point of the visual area of the right rearview mirror and the blind area of the right rearview mirror at the front end, J represents the boundary point of the visual area of the right rearview mirror and the blind area of the right rearview mirror at the rear end, N represents the intersection point of the front end of the blind area of the right rearview mirror and the nearest lane boundary line, and M represents the intersection point of the rear end of the blind area of the right rearview mirror and the nearest lane boundary line.
In the figure, the BIJD of the trapezoid enclosing area represents the visible area of the right rearview mirror of the automobile; while the trapezoidal enclosing region IJMN represents the right mirror dead zone. Wherein, the front end BI of the right rearview mirror visual area and the front end IN of the right rearview mirror blind area are all collinear with the vehicle front wheel axle AB, and the rear end DJ of the right rearview mirror visual area and the rear end JM of the right rearview mirror blind area are all collinear with the vehicle rear wheel axle CD.
In combination with the above analysis, after the information such as the model, specification and parameters of the vehicle is obtained, the front end width of the visible area of the left rearview mirror of the vehicle can be actually measured or calibrated, the rear end width of the visible area of the left rearview mirror, the front end width of the visible area of the right rearview mirror, and the rear end width of the visible area of the right rearview mirror can be actually measured or calibrated.
In this embodiment, w is used for ease of analysis and labeling Lf Representing the width of the front end of the visible area of the rearview mirror, w Lb Represents the width of the rear end of the visible area of the rearview mirror, w Rf Represents the width of the front end of the visible area of the right rearview mirror, w Rb Indicating the width of the rear end of the viewing zone of the right rear view mirror. Furthermore, w is used b Represents the rear track of the vehicle, and l represents the wheelbase of the vehicle.
2. Establishing a kinematic model of a vehicle
In a vehicle, a motion model of the vehicle in a turning state can be determined according to the turning angles of two front wheels of the vehicle and the turning radius of each wheel. In view of symmetry of the motion model of the vehicle in the left-turn and right-turn states, in order to avoid repetition, the following description will be given by taking the left-turn as an example only.
The kinematic model of the left turn of the vehicle is simplified as shown in fig. 5, the turning center of the left turn state of the vehicle is the O point, a represents the left front wheel turning angle, β represents the right front wheel turning angle,r Lb indicating the turning radius of the left rear wheel of the vehicle, r Lf Indicating the turning radius of the left front wheel of the vehicle, r Rf Indicating the radius of the right front wheel turn of the vehicle.
It can thus be seen that there is a functional relationship between the vehicle front wheel angle and the turning radius of each wheel as follows:
Figure BDA0003524768980000141
namely: the kinematic model in the left turning state of the vehicle can be expressed in the above manner, and the kinematic model in the right turning state and the kinematic model in the left turning have symmetry, and will not be described in detail.
3. Determining critical conditions for overlapping movement track and blind area under turning state of vehicle
1. In a cornering situation, if the cornering angle of the front wheels is small, it is still possible that the rear wheels of the vehicle do not pass through the blind area of the rear view mirror. The following description will be made still with reference to the left turn as an example. Fig. 6 reflects a map of the blind area distribution and the vehicle movement locus in the case where the turning angle of the vehicle is small at the time of left turning. From the image, it can be found that the movement track of the left rear wheel of the vehicle does not pass through the blind area of the left rear view mirror in the fixed angle state. I.e. the left rear wheel passes AE, no adaptation of the left rear view mirror of the vehicle is required at this time.
2. When the front wheel turning angle at the time of turning the vehicle is large, there is a high possibility that the wheels pass through the mirror dead zone of the vehicle. Specifically, fig. 7 reflects a schematic diagram of the blind area distribution and the vehicle movement locus in the case where the turning angle of the vehicle is large at the time of left turning. As can be seen from fig. 7, at this time, the left rear wheel of the vehicle passes through the blind area of the left rear view mirror, and the left rear wheel intersects with the left rear view mirror blind area front end EG at point P. Therefore, the driving state at this time has a potential safety hazard. The driver cannot completely observe the overall state of the vehicle, so that the angle adjustment of the rearview mirror needs to be performed in advance, thereby reducing the blind area of the view behind the vehicle.
3. It can be seen from the above analysis that there is a correlation between whether the vehicle track and the blind zone range overlap and the turning angle of the vehicle. The critical state of the two when overlap occurs can thus be determined from the kinematic model of the vehicle. The critical state is then used as a basis for making a relevant decision as to whether or not to adjust the rear view mirror of the vehicle.
In the present embodiment, as can be seen from the kinematic model of the vehicle in conjunction with fig. 5 to 7, when the turning angles α and β of the left and right front wheels of the vehicle are increased, the turning radius r of each wheel Lb And r Lf And (5) synchronous shrinking. And at r Lb When < |OF|, the vehicle turns left so that the left rear wheel can interfere with the left rear view mirror blind area. Thus, r can be set Lb The vehicle turning angle α at the time of= |of| is denoted as α as a turning critical angle OF whether or not the mirror needs to be adjusted 0 And angle of turning alpha 0 Corresponding turning radius r Lb The critical radius of the curve is denoted as r Lb0 。
As can be determined from fig. 4 and 5, the critical turning radius r Lb0 The calculation formula of (2) is as follows:
Figure BDA0003524768980000142
according to critical turning radius r of vehicle Lb0 The critical turning angle alpha of the vehicle can be further calculated 0 ：
Figure BDA0003524768980000143
The critical turning radius and the critical turning angle calculated above are ideal values determined from a theoretical model established based on the basic parameters of the vehicle. In order to reduce the risk coefficient in the application process, in this embodiment, a safety coefficient is added to the two, so as to improve the sensitivity of the vehicle to execute adjustment measurement. The added safety factor should be such that the vehicle turning angle is slightly less than the critical turning angle or slightly greater than the critical turning radius, an early warning has been generated to determine that the vehicle is adjusting the mirror. And the specific value of the safety factor is determined by expert experience.
Specifically, in the present embodiment, after the safety factor is increased, the safe turning radius (taking a left turn as an example) and the safe turning angle of the vehicle are obtained as follows:
Figure BDA0003524768980000154
Wherein s is r Sum s α The safety coefficients corresponding to the turning radius and the turning angle are respectively obtained, and the values of the safety coefficients and the safety coefficients can be manually set according to the test result.
4. Determining a follow-up angle when adjusting a vehicle mirror
According to the analysis, when the actual turning angle of the vehicle is larger than the safe turning angle or the real-time turning radius of the vehicle is smaller than the safe turning radius, the rearview mirror of the vehicle is adjusted, so that the observation field of view of a driver is changed, and then the condition in the blind area range corresponding to the rear wheels of the vehicle can be observed. Thus, the measured angle of rotation of the mirror can be considered to satisfy a particular functional relationship with the wheel angle or wheel torque of the vehicle.
Specifically, taking the left turning of the vehicle as an example, when the left front wheel turning angle of the vehicle is larger than the safe turning angle, the left rear wheel turning radius is smaller than the safe turning radius, and the left rear wheel turning process passes through a left rear view mirror blind zone and intersects with the front end of the left rear view mirror blind zone at a point P at the moment, so that the calculation and the marking are convenient, and the absolute value AP is recorded as the dangerous intercept.
Assuming that the turning angle of the left front wheel is alpha when the vehicle turns left 1 And satisfies: alpha 1 ＞α s The turning radius r of the left rear wheel can be calculated according to the following formula Lb1 ：
Figure BDA0003524768980000151
Further calculation results in a dangerous intercept |ap|:
Figure BDA0003524768980000152
and taking the point A as the center of a circle, rotating the rearview mirror to enable the angle of the visual area of the rearview mirror passing through the point P to be the rearview mirror follow-up angle, and recording the angle as theta. For ease of calculation, the P-point may also be rotated in the opposite direction so that the P-point is on EF. The distribution relationship between the blind area range and the mirror visible area range at this time is shown in fig. 8. As can be seen from fig. 8, the following equation is satisfied between the following angle θ of the mirror and the turning radius of each wheel of the vehicle:
Figure BDA0003524768980000153
therefore, by solving the above equation, the follow-up angle θ of the mirror can be calculated.
Accordingly, it can be obtained that the following angle θ of the rearview mirror can be obtained by solving the following equation under the right turning condition:
Figure BDA0003524768980000161
the motion model is similar to a left turn in a right turn state, so that the analysis process is not repeated.
In summary, in the whole running process of the vehicle, when the actual turning angle of the vehicle is greater than the safe turning angle or the actual rear turning radius of the vehicle is smaller than the safe turning radius, the vehicle is considered to have a blind zone risk. At this time, it is necessary to dynamically adjust the mirror on the side of the turn in the vehicle, and the follow-up angle in the adjustment of the mirror is obtained by solving the corresponding equation.
Example 3
On the basis of the above embodiment, the present embodiment further provides a follow-up control method for a rearview mirror of a vehicle, which is used for adaptively adjusting an angle of the rearview mirror during driving of the vehicle, so as to reduce or eliminate a visual blind area of a driver when the vehicle turns. As shown in fig. 9, the follow-up control method includes the steps of:
s1: and modeling the vehicle according to the basic parameters of the vehicle, further determining the range of the visible area of the vehicle, and generating the dead zone characteristic value of the vehicle. The dead zone characteristic values include: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf Rear end width w of right rearview mirror visible area Rb 。
S2: calculating the safe turning radius r of the vehicle according to the basic parameters and the blind area characteristic values of the current vehicle bs . Safe turning radius r of vehicle bs The calculation formula is as follows:
Figure BDA0003524768980000162
wherein s is r Represents a safety factor determined according to expert experience values, and s r ＞1。
S3: acquiring the turning direction of the vehicle and the real-time turning angle alpha of the front wheel at one side of the turning direction of the vehicle, and further calculating the turning radius r of the rear wheel at one side of the turning direction of the vehicle b And vehicle hazard intercept |ap|.
In step S3, when the vehicle turns to any one side, the real-time turning angle α of the front wheel corresponding to the inside of the turning direction is set to the rear wheel turning radius r corresponding to the inside of the turning direction b The calculation formula of (2) is as follows:
Figure BDA0003524768980000163
the dangerous intercept |ap| of the vehicle is a critical value of a variable for indicating whether the rear wheel of the vehicle will interfere with the viewing area of the rear view mirror during a turn. Rear wheel turning radius r corresponding to dangerous intercept |AP| and inner side of turning direction of vehicle b The calculation formula is as follows:
Figure BDA0003524768980000164
Figure BDA0003524768980000171
s4: according to the turning radius r of the rear wheel on one side of the turning direction of the vehicle b And a safe turning radius r bs The relationship between them makes the following determination:
(1) When r is b ＞r bs And when the vehicle turns, judging that a dangerous blind area does not exist in the current turning state of the vehicle, and keeping the current state of the rearview mirror unadjusted.
(2) When r is b ≤r bs And judging that a dangerous blind area exists in the current turning state of the vehicle, and self-adaptively adjusting the rearview mirror on one side of the turning direction of the vehicle according to the real-time turning angle of the vehicle.
S5: when the rearview mirror needs to be adaptively adjusted, the rearview mirror rotation angle at one side of the turning direction of the vehicle is dynamically adjusted according to the calculated follow-up angle theta. Wherein, the following angle θ is calculated as follows:
(1) When the current turning direction of the vehicle is toward the left, the following angle θ is calculated by solving the following equation:
Figure BDA0003524768980000172
(2) When the current turning direction of the vehicle is toward the right, the following angle θ is calculated by solving the following equation:
Figure BDA0003524768980000173
in the above formula, l represents the wheelbase of the vehicle.
As shown in fig. 10, the overall processing logic of the method provided in this embodiment is as follows: the method comprises the steps of firstly calculating the safe turning radius of the vehicle according to the basic information of the vehicle, wherein the safe turning radius is a critical condition for evaluating whether the rearview mirror needs to be turned or not. And then determining the real-time turning radius of the vehicle in the current state according to the real-time turning direction and the turning angle value of the vehicle. And then determining whether the rearview mirror needs to be adjusted according to the magnitude relation between the real-time rear wheel turning radius and the safe turning radius of the vehicle. When the rearview mirror needs to be adjusted, solving a follow-up angle of the rearview mirror according to the calculated dangerous intercept, and dynamically adjusting the rearview mirror of the vehicle at one steering side according to the follow-up angle.
In addition, there is another implementation of this embodiment in addition to the implementation in fig. 10. For example, in step S3 of the present embodiment, the front wheel turning angle α on the vehicle turning direction side and the rear wheel turning radius r on the corresponding side are taken into consideration b The relationship of (2) is as follows:
Figure BDA0003524768980000174
then according to the safe turning radius r bs Can calculate the safe turning angle alpha of a corresponding front wheel s The method comprises the steps of carrying out a first treatment on the surface of the Safety turning angle alpha of front wheel s The calculation formula of (2) is as follows:
Figure BDA0003524768980000181
wherein s is α Represents a safety factor determined according to expert experience values, and s α ＜1。
Therefore, when the front wheel safe turning angle α of the vehicle under the current turning direction condition is calculated s Afterwards; in step S4, the real-time turning angle α of the front wheel on the side of the turning direction of the vehicle and the corresponding safe turning angle α of the front wheel may also be determined s The relation between the two is used for judging whether the rearview mirror needs to be adaptively adjusted or not, and the judgment strategy is as follows:
(1) When alpha is less than alpha s When in use; judging that the dangerous blind area does not exist in the current turning state of the vehicle, and keeping the current state of the rearview mirror unadjusted.
(2) When alpha is greater than or equal to alpha s When in use; judging that the vehicle is in the current turning stateDangerous blind areas exist, and the rearview mirror on one side of the turning direction of the wheel needs to be adjusted in a self-adaptive mode according to the real-time turning angle of the vehicle.
Specifically, the second implementation of the present embodiment after adjustment is shown in the logic block diagram in fig. 11.
The principle of the method in the embodiment is that for a specific model of vehicle, the blind area range can be approximately determined, meanwhile, the vehicle state of the vehicle in a turning state can be determined, the dynamic change process of the blind area range of the vehicle in the turning state can be determined according to the data, and then the adjustment strategy of the rearview mirror which is adopted by the vehicle in different states for eliminating or reducing the blind area range is determined.
Example 4
The embodiment provides a follow-up control device of a vehicle rearview mirror, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor. The steps of the follow-up control method of the vehicle mirror as in embodiment 3 are realized when the processor executes the program.
The computer device may be a smart phone, a tablet computer, a notebook computer, a desktop computer, a rack-mounted server, a blade server, a tower server, or a rack-mounted server (including a stand-alone server or a server cluster composed of a plurality of servers) that may execute a program, or the like. The computer device of the present embodiment includes at least, but is not limited to: a memory, a processor, and the like, which may be communicatively coupled to each other via a system bus.
In this embodiment, the memory (i.e., readable storage medium) includes flash memory, hard disk, multimedia card, card memory (e.g., SD or DX memory, etc.), random Access Memory (RAM), static Random Access Memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory may be an internal storage unit of a computer device, such as a hard disk or memory of the computer device. In other embodiments, the memory may also be an external storage device of a computer device, such as a plug-in hard disk, smart Media Card (SMC), secure Digital (SD) Card, flash Card (Flash Card) or the like, which are provided on the computer device. Of course, the memory may also include both internal storage units of the computer device and external storage devices. In this embodiment, the memory is typically used to store an operating system and various application software installed on the computer device. In addition, the memory can be used to temporarily store various types of data that have been output or are to be output.
The processor may be a central processing unit (Central Processing Unit, CPU), controller, microcontroller, microprocessor, or other data processing chip in some embodiments. The processor is typically used to control the overall operation of the computer device. In this embodiment, the processor is configured to run the program code or process data stored in the memory, so as to implement the processing procedure of the follow-up control method for the vehicle rearview mirror in the foregoing embodiment, thereby obtaining the dynamic adjustment policy for the vehicle rearview mirror according to the characteristic information of the turning state of the vehicle, and executing the policy.
Example 5
The invention also includes a vehicle that includes a rearview mirror assembly and a vehicle angle sensor. The vehicle corner sensor is used for collecting the turning direction and the front wheel corner of the vehicle in real time. The automatic controller as in embodiment 1 is adopted in the rearview mirror assembly, so that the self-adaptive adjustment strategy for the installation angle of the reflector is realized according to the steering signal of the vehicle, which is acquired by the vehicle steering angle sensor. And the observation visual field of the driver is dynamically adjusted, so that the blind area of the driver is eliminated.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.

Claims (10)

1. An automatic controller for a vehicle rearview mirror, which is used for automatically controlling the turning state of the vehicle rearview mirror in a vehicle use state, wherein the control logic of the automatic controller is as follows:
(1) Folding the rearview mirrors at two sides to be attached to the vehicle body in a flameout state of the vehicle;
(2) In the vehicle starting state, when the front wheel rotation angle alpha of the steering side of the vehicle is smaller than or equal to a preset front wheel safety rotation angle alpha s When the vehicle is driven, the rearview mirrors on the two sides of the vehicle are kept in an initial state preset by a driver according to the driving state of the driver;
(3) In the vehicle start state, when the front wheel rotation angle alpha of the vehicle steering side is larger than a preset safety rotation angle alpha s When the vehicle steering system is used, the dynamically updated follow-up angle theta is used as the horizontal turning angle of the rearview mirror, and the rearview mirror at the vehicle steering side is dynamically adjusted;
wherein, the following angle θ satisfies the following formula with the vehicle parameter and the driving state:
i) left turn status:
Figure FDA0003524768970000011
ii) right turn status:
Figure FDA0003524768970000012
in the above formula, l represents the wheelbase of the vehicle; w (w) Lf Representing the width of the front end of the visible area of the left rearview mirror; w (w) Lb The width of the rear end of the visible area of the left rearview mirror; w (w) Rf Representing the front end width of the visible area of the right rearview mirror; w (w) Rb Representing the width of the rear end of the visible area of the right rearview mirror; the |ap| represents a dangerous intercept, which is a critical value of a variable for representing whether a rear wheel of a vehicle interferes with a visible area of a rear view mirror during a turning process; r is (r) b The rear wheel turning radius on the vehicle turning side is indicated.
2. The automatic controller for a vehicle rearview mirror according to claim 1, wherein: front of steering side of vehicleWheel safety rotation angle alpha s Is an expert experience value determined based on vehicle state parameters; the expression is as follows:
Figure FDA0003524768970000021
wherein s is α Represents a safety factor determined according to expert experience, and s α ＜1。
3. The automatic controller for a vehicle rearview mirror according to claim 2, characterized in that the automatic controller comprises:
the initial state recording unit is used for recording the horizontal overturning angle and the vertical overturning angle of the left rearview mirror and the right rearview mirror which are adjusted by a driver according to the driving state of the driver;
a turning state acquisition unit for acquiring a current turning state of the vehicle, including a turning direction and a front wheel turning angle of a steering side;
a follow-up angle generation unit for calculating a follow-up angle of a steering side of the vehicle according to a current turning state of the vehicle;
a flip control unit for: (1) Judging whether the front wheel steering angle of the steering side of the vehicle is smaller than or equal to a preset front wheel safety angle under the running state of the vehicle: if yes, an instruction is given to the execution unit, and the bilateral rearview mirrors are kept to be the horizontal turnover angle and the vertical turnover angle preset by a driver; otherwise, an instruction is issued to the execution unit, and the horizontal turning angle of the rearview mirror at the steering side of the vehicle is dynamically adjusted according to the follow-up angle calculated by the follow-up angle generation unit; (2) After the vehicle is flameout, an instruction is given to the execution unit, and the rearview mirrors on both sides are adjusted to be in a folded state.
4. A method for designing an automatic controller for a vehicle rearview mirror according to any one of claims 1 to 3, comprising the steps of:
s01: establishing a kinematic model of the vehicle according to the parameter information of the vehicle;
s02, performing S02; determining the position distribution of the visible areas and the blind areas on the two sides of the vehicle based on the kinematic model;
s03: determining a blind area characteristic value of the vehicle according to the position distribution of the visible area and the blind area in the kinematic model; the blind area characteristic value comprises: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf Rear end width w of right rearview mirror visible area Rb ；
S04: based on a kinematic model of the vehicle, determining a functional relation between a front wheel corner and a dead zone characteristic value of the vehicle in a turning state;
s05: analyzing critical conditions when the motion trail and the blind area interfere in the turning state of the vehicle based on the kinematic model and the position distribution of the blind area, and further determining the safety range of the front wheel corner of the vehicle without adjusting the steering side rearview mirror;
s06: analyzing the association relation between the horizontal turning angle of the steering side rearview mirror and the blind area distribution state under the turning state of the vehicle; further calculating the horizontal turning angle of the turning side rearview mirror when the vehicle track is not interfered with the blind area, namely the required follow-up angle;
S07: when the front wheel rotation angle of the vehicle does not exceed the safety range in the running process of the vehicle, the rearview mirror of the vehicle is not adjusted; when the front wheel turning angle of the vehicle exceeds the safety range, the horizontal turning angle of the steering side rearview mirror of the vehicle is dynamically adjusted according to the follow-up angle.
5. The method for designing an automatic controller according to claim 4, wherein: in step S01, the parameter information of the vehicle includes: front track w of vehicle f Rear track w of vehicle b The section height H of the tire, the hub diameter R, the section width R of the tire and the wheelbase I of the vehicle;
in the established kinematic model, a rectangular area surrounded by the centers of four wheels is taken as the boundary of a vehicle body, wherein the center of a left front wheel of the vehicle is A, the center of a right front wheel of the vehicle is B, the center of a left rear wheel of the vehicle is C, and the center of a right rear wheel of the vehicle is D.
6. The method for designing an automatic controller according to claim 5, wherein: in step S02, the determination process of the visible region and the blind region is as follows:
(1) Assuming that the vehicle is positioned in the middle of the lane, determining a surrounding area of the vehicle which can be observed by a driver by taking the seat position of the driver in the vehicle as a reference;
(2) Considering the wheelbase of a driving vehicle, defining an area which is inside a lane and is equal to the wheelbase length of the vehicle and can be observed by drivers on two sides of the vehicle through a rearview mirror as a visible area, and defining an area which is inside the lane and is equal to the wheelbase length of the vehicle and cannot be observed by drivers on two sides of the vehicle through the rearview mirror as a blind area;
(3) In the established kinematic model, E point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the front end, F point represents the boundary point of the left rearview mirror visual area and the left rearview mirror blind area at the rear end, G point represents the intersection point of the front end of the left rearview mirror blind area and the nearest lane boundary line, and H point represents the intersection point of the rear end of the left rearview mirror blind area and the nearest lane boundary line; the trapezoidal area AEFC represents the visible area of the left rear view mirror of the automobile and the trapezoidal area EGHF represents the blind area of the left rear view mirror;
(4) The point I is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the front end, the point J is used for indicating the boundary point of the visual area of the right rearview mirror and the dead zone of the right rearview mirror at the rear end, N is used for indicating the intersection point of the front end of the dead zone of the right rearview mirror and the nearest lane boundary line, and M is used for indicating the intersection point of the rear end of the dead zone of the right rearview mirror and the nearest lane boundary line; the trapezoidal area BIJD represents the visible area of the right mirror of the automobile and the trapezoidal area IJMN represents the dead zone of the right mirror.
7. The method for designing an automatic controller according to claim 6, wherein: in step S03, considering that the front end AE of the left-rear-view mirror visible region and the front end EG of the left-rear-view mirror dead zone are both collinear with the vehicle front axle AB, the rear of the left-rear-view mirror visible region The rear end FH of the dead zone of the end CF and the left rearview mirror is collinear with the rear wheel axle CD of the vehicle; the front end BI of the right rearview mirror visual area and the front end IN of the right rearview mirror blind area are all collinear with the front wheel axle AB of the vehicle, and the rear end DJ of the right rearview mirror visual area and the rear end JM of the right rearview mirror blind area are all collinear with the rear wheel axle CD of the vehicle; the boundaries of the dead zones can thus be calculated from the determined boundaries: front width w of viewing area of left rearview mirror Lf Left rear view mirror viewing zone rear end width w Lb Front width w of visible area of right rearview mirror Rf And the rear end width w of the visible area of the right rearview mirror Rb 。
8. The method for designing an automatic controller according to claim 7, wherein: in step S04, in the vehicle left-turn state, there is a relationship between the turning angles of the front wheels and the turning radii of the rear wheels of the vehicle as follows:
Figure FDA0003524768970000041
considering the symmetry of the vehicle movement process, in the right turning state of the vehicle, the following relationship exists between the turning angles of the two front wheels and the turning radius of the rear wheels:
Figure FDA0003524768970000042
in the above formula, α represents a left front wheel turning angle, and β represents a right front wheel turning angle; r is (r) Lb Representing the turning radius of the left rear wheel of the vehicle; r is (r) Rb Indicating the radius of the right rear wheel turn of the vehicle.
9. The method for designing an automatic controller according to claim 8, wherein: in step S05, the front wheel safety steering angle α on the vehicle steering side s The determination method of (2) is as follows:
(1) When the turning angle of the front wheel of the vehicle increases, the turning radius of each corresponding wheel becomes smaller, so that the left turning is known according to the established kinematic modelIn the process, when r Lb When < |OF|, the left rear wheel interferes with the left rear view mirror blind area;
(2) In combination with the above steps, when r Lb When= |of|, the front wheel turning angle α on the vehicle steering side is the critical turning angle OF the mirror that does not need to be adjusted, and is denoted as α 0 And angle of turning alpha 0 Corresponding turning radius r of rear wheel Lb The critical radius of the curve is denoted as r Lb0 ；
(3) From this, it can be seen that the critical radius r of the left turn of the rear wheel of the vehicle Lb0 The calculation formula of (2) is as follows:
Figure FDA0003524768970000043
considering that the motion state of the steering process of the vehicle has symmetry, the critical radius r of the right turn of the rear wheel of the vehicle Rb0 The calculation formula of (2) is as follows:
Figure FDA0003524768970000044
(4) The critical turning angle alpha of the vehicle can be further calculated according to the critical turning radius of the rear wheels of the vehicle 0 ：
Critical turning radius alpha during left turn 0 The calculation formula of (2) is as follows:
Figure FDA0003524768970000045
critical turning radius alpha during right turn 0 The calculation formula of (2) is as follows:
Figure FDA0003524768970000046
(5) In order to reduce the driving risk, the active safety measure is required when the vehicle turning process does not reach the critical safety stateResponding, thus increasing the safety coefficient before the critical radius and critical angle of turning to obtain the safety angle alpha of the vehicle s Or a safe turning radius R bs The method comprises the steps of carrying out a first treatment on the surface of the The calculation formula is as follows:
α s ＝s α *α 0
Figure FDA0003524768970000051
in the above, s r Sum s α The safety coefficients of the rear wheel turning radius and the front wheel turning angle are respectively set according to expert experience; wherein s is r ＞1，s α ＜1。
10. The method for designing an automatic controller according to claim 9, wherein: in step S06, the following calculation process of the following angle is as follows:
(1) In the turning process of the vehicle, the rotation angle of the current wheel is larger than the safety rotation angle alpha s When the turning radius of the rear wheel at the corresponding side is smaller than the safe turning radius r bs The method comprises the steps of carrying out a first treatment on the surface of the Therefore, the corresponding rear wheel turning process passes through the blind area of the rear view mirror at the corresponding side and intersects with the front end of the blind area of the corresponding rear view mirror, and the distance between the front wheel center at the corresponding turning side and the intersection point P is recorded as dangerous intercept |AP|;
(2) From the kinematic model of the vehicle, the calculation formula of the dangerous intercept |ap| when the vehicle turns left is as follows:
Figure FDA0003524768970000052
the calculation formula of the dangerous intercept when the vehicle turns right is as follows:
Figure FDA0003524768970000053
the dangerous intercept in right turns should be
(3) In the state that the rear wheels of the vehicle pass through the blind areas, the visible area of the rearview mirror can pass through the intersection point P by rotating the rearview mirror at the corresponding side, so that the blind area range caused by turning of the vehicle is reduced; at this time, the rotation angle of the rearview mirror is recorded as a follow-up angle theta; the following formula is satisfied between the following angle theta and the dead zone characteristic value of the vehicle:
When the vehicle turns left:
Figure FDA0003524768970000054
when the vehicle is turning right in a direction,
Figure FDA0003524768970000055
(4) According to the known dangerous intercept |AP| and the dead zone characteristic value of the vehicle, solving the equation of the previous step, and obtaining the required follow-up angle theta of the rearview mirror at the steering side of the vehicle in the current turning state.
CN202210189372.8A 2022-02-28 2022-02-28 Automatic controller for vehicle rearview mirror and design method thereof Active CN114523904B (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2003901355A0 (en) * 2003-03-25 2003-04-10 Schefenacker Vision Systems Australia Pty Ltd Power fold mirror control circuit
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Publication number Priority date Publication date Assignee Title
AU2003901355A0 (en) * 2003-03-25 2003-04-10 Schefenacker Vision Systems Australia Pty Ltd Power fold mirror control circuit
CN110509847A (en) * 2019-08-30 2019-11-29 重庆工程职业技术学院 Vehicle turning blind area method for early warning and system

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