CN116142180B - Collision risk determination method based on millimeter wave radar - Google Patents

Collision risk determination method based on millimeter wave radar Download PDF

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CN116142180B
CN116142180B CN202310395044.8A CN202310395044A CN116142180B CN 116142180 B CN116142180 B CN 116142180B CN 202310395044 A CN202310395044 A CN 202310395044A CN 116142180 B CN116142180 B CN 116142180B
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vehicle
curvature
moment
obtaining
coordinate value
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CN116142180A (en
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李兴坤
王国晖
张国军
李浩阳
王一军
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Beijing Yujun Automobile Technology Research Institute Co ltd
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Beijing Yujun Automobile Technology Research Institute Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/803—Relative lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

The application relates to a collision risk determining method based on millimeter wave radar, and relates to the field of vehicle auxiliary driving. The collision risk determining method based on the millimeter wave radar comprises the following steps: obtaining the speed of the self-vehicle; obtaining the curvature of a road at the position of the vehicle; acquiring the relative motion states of the front vehicle and the self vehicle through a millimeter wave radar at the front end of the front vehicle, wherein the relative motion states comprise a relative vehicle speed, a relative distance and an azimuth angle; obtaining the relative positions of the front vehicle and the own vehicle according to the relative distance and the azimuth angle; obtaining the predicted curvature of the position of the front vehicle according to the speed of the vehicle, the curvature of the road where the self vehicle is located and the relative position; under the condition that continuous predicted curvature exists at the position of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the predicted curvature and the relative motion state. The method and the device are used for solving the problem that whether collision risks between the front vehicle and the own vehicle cannot be accurately judged.

Description

Collision risk determination method based on millimeter wave radar
Technical Field
The application relates to the field of vehicle auxiliary driving, in particular to a collision risk determining method based on millimeter wave radar.
Background
The existing auxiliary driving systems such as ACC (adaptive cruise control system), ABE (automatic braking system), FCW (front collision early warning system) and the like need to identify front obstacle information, and whether collision risk exists in the own vehicle is determined through judging the obstacle information.
At present, there are two main ways to judge whether there is collision risk between the preceding vehicle and the own vehicle:
(1) The yaw rate of the vehicle is determined through equipment such as a gyroscope, the road curvature of the current position of the vehicle is determined according to the yaw rate of the vehicle, the road curvature of the current position of the vehicle is used as the curvature of the front vehicle position, the movement state of the front vehicle acquired by combining the millimeter wave radar is calculated, whether the front vehicle is in the range of a vehicle driving lane is judged, so that whether collision risk exists is judged, a needed sensor is simple, but the accuracy is poor, the road curvature of the current position of the vehicle is used as the curvature of the whole road, and deviation is easy to cause, so that error judgment is caused.
(2) The method comprises the steps of obtaining a road lane line by using visual equipment such as a camera, judging whether a front vehicle and a self vehicle are in the same lane, obtaining the relative motion state of the front vehicle and the self vehicle by using a millimeter wave radar, and judging whether collision risk exists or not by using the relative motion state of the front vehicle and the self vehicle. The method judges whether the two vehicles are in the same lane accurately or not, but one sensor is added, so that the cost is increased, the recognition distance of the scheme is short, and the vehicles beyond the recognition range of the camera cannot be accurately judged.
Disclosure of Invention
The application provides a collision risk determining method based on millimeter wave radar, which is used for solving the problem that whether collision risk between a front vehicle and a self vehicle cannot be accurately judged.
The embodiment of the application provides a collision risk determining method based on millimeter wave radar, which comprises the following steps:
obtaining the speed of the self-vehicle;
obtaining the curvature of a road at the position of the vehicle;
acquiring the relative motion states of a front vehicle and the self vehicle through a millimeter wave radar at the front end of the front vehicle, wherein the relative motion states comprise a relative vehicle speed, a relative distance and an azimuth angle;
obtaining the relative positions of the front vehicle and the self vehicle according to the relative distance and the azimuth angle;
obtaining the predicted curvature of the position of the front vehicle according to the vehicle speed, the road curvature of the position of the self vehicle and the relative position;
and under the condition that continuous predicted curvature exists at the position of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the predicted curvature and the relative motion state.
Optionally, the obtaining the predicted curvature of the front vehicle position according to the vehicle speed, the road curvature of the position where the own vehicle is located and the relative position includes:
at a first time T 1 Is located at the position O of the own vehicle 1 Establishing a first Cartesian coordinate system for an origin, and obtaining a first coordinate value P of a front vehicle position at a first moment in the first Cartesian coordinate system according to the relative position at the first moment 1 (x 1 ,y 1 )；
At a second time T 2 Is located at the position O of the own vehicle 2 Establishing a second Cartesian coordinate system for the origin, and obtaining a second coordinate value P of the front vehicle position at the second moment in the second Cartesian coordinate system according to the relative position at the second moment 2 (x 2 ,y 2 )；
-at said second moment T 2 Subtracting the first time T 1 Obtaining a first time period t 1 And the first time length t 1 And the speed v of the own vehicle at the first moment 1 Multiplying to obtain a first bicycle travel distance l 1 ；
According to the curvature rho of the road where the own vehicle is at the first moment 1 And the first bicycle travel distance l 1 Calculating a first rotation angle theta of the second Cartesian coordinate system relative to the first Cartesian coordinate system 1 ；
According to the road curvature rho of the position of the own vehicle at the first moment 1 And the first rotation angle theta 1 Calculating the second time T 2 Is located at the position O of the own vehicle 2 With respect to the first moment T 1 Is located at the position O of the own vehicle 1 Is a first translation amount (xo) 2 ,yo 2 )；
According to the first coordinate value P 1 (x 1 ,y 1 ) The first rotation angle theta 1 And said first translation (xo 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle at the first moment in the second Cartesian coordinate system 12 (x 12 ,y 12 )；
At a third time T 3 Is located at the position O of the own vehicle 3 Establishing a third Cartesian coordinate system for an origin, and obtaining a fourth coordinate value P of the front vehicle position at the third moment in the third Cartesian coordinate system according to the relative position at the third moment 3 (x 3 ,y 3 )；
The third time T 3 Subtracting the second time T 2 Obtaining a second time period t 2 And putting the firstTwo time period t 2 And the speed v of the own vehicle at the second moment 2 Multiplying to obtain a second bicycle travel distance l 2 ；
According to the road curvature rho of the position of the own vehicle at the second moment 2 And the second bicycle travel distance l 2 Calculating a second rotation angle theta of the second Cartesian coordinate system relative to the third Cartesian coordinate system 2 ；
According to the road curvature rho of the position of the own vehicle at the second moment 2 And the second rotation angle theta 2 Calculating the third time T 3 Is located at the position O of the own vehicle 3 With respect to said second moment T 2 Is located at the position O of the own vehicle 2 Is a second translation amount (xo) 3 ,yo 3 )；
According to the fourth coordinate value P 3 (x 3 ,y 3 ) The second rotation angle theta 2 And said second translation (xo 3 ,yo 3 ) Calculating a fifth coordinate value P of the front vehicle position at the third moment in the second Cartesian coordinate system 32 (x 32 ,y 32 )；
According to the third coordinate value P 12 (x 12 ,y 12 ) The second coordinate value P 2 (x 2 ,y 2 ) And the fifth coordinate value P 32 (x 32 ,y 32 ) Calculating at the first time T 1 And said third moment T 3 Predicted curvature of the front vehicle position in between.
Optionally, the first rotation angle θ 1 The calculation formula of (2) is as follows:
Figure SMS_1
Figure SMS_2
wherein R is 1 Is the road radius.
Optionally, the first translation amount (xo 2 ,yo 2 ) The calculation formula of (2) is as follows:
Figure SMS_3
Figure SMS_4
。
optionally, the first coordinate value P 1 (x 1 ,y 1 ) The first rotation angle theta 1 And said first translation (xo 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle at the first moment in the second Cartesian coordinate system 12 (x 12 ,y 12 ) Comprising:
rotating the first Cartesian coordinate system counterclockwise by the first rotation angle θ 1 Obtaining a rotated Cartesian coordinate system;
according to the first coordinate value P 1 (x 1 ,y 1 ) And the first rotation angle theta 1 Obtaining a sixth coordinate value of the front vehicle at the first moment in the rotated Cartesian coordinate system
Figure SMS_5
(/>
Figure SMS_6
)；
According to the sixth coordinate value
Figure SMS_7
(/>
Figure SMS_8
) And said first translation (xo 2 ,yo 2 ) Obtaining the third coordinate value P 12 (x 12 ,y 12 )。
Optionally, the sixth coordinate value
Figure SMS_9
(/>
Figure SMS_10
) The calculation formula of (2) is as follows:
Figure SMS_11
。
optionally, the third coordinate value P 12 (x 12 ,y 12 ) The calculation formula of (2) is as follows:
Figure SMS_12
。
optionally, after the predicted curvature of the front vehicle position is obtained according to the vehicle speed, the road curvature of the position where the own vehicle is located, and the relative position, the method further includes:
and under the condition that the position of the own vehicle does not have continuous predicted curvature, determining whether collision risk exists between the own vehicle and the front vehicle according to the road curvature of the position of the own vehicle and the relative motion state.
Optionally, the determining whether there is a collision risk between the own vehicle and the front vehicle according to the predicted curvature and the relative motion state includes:
drawing a road network curve according to the predicted curvature;
judging whether the front vehicle is in the lane of the own vehicle or not according to the road network curve;
if the front vehicle is in the lane of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the relative motion state;
and if the front vehicle is not in the lane of the own vehicle, determining that no collision risk exists between the own vehicle and the front vehicle.
Optionally, the obtaining the curvature of the road where the vehicle is located includes:
obtaining the yaw rate of the own vehicle;
and obtaining the curvature of the road where the own vehicle is located according to the yaw rate.
Compared with the prior art, the technical scheme provided by the embodiment of the application has the following advantages: in this embodiment, obtain the relative motion state of preceding car and car through the millimeter wave radar of car front end, wherein, relative motion state includes relative speed of a motor vehicle, relative distance and azimuth, keep track of the relative motion state of preceding car and car, obtain the relative position of preceding car and car according to relative distance and azimuth, according to the speed of a motor vehicle, the road curvature and the relative position of car place, obtain the predictive curvature of preceding car place, under the condition that there is continuous predictive curvature in car place, according to predictive curvature and relative motion state, confirm whether there is collision risk between car and the preceding car.
According to the method and the device, the predicted curvature of the position of the front vehicle is updated in real time in the process of continuously tracking the relative motion state of the front vehicle and the front vehicle, whether collision risk exists between the front vehicle and the front vehicle is determined according to the predicted curvature and the relative motion state, compared with the traditional method, the method and the device only use the curvature of the position of the front vehicle as the curvature of the whole road to judge the collision risk, the real condition of the road can be reflected more accurately, whether the collision risk exists between the two vehicles is judged more accurately, and the situation that whether collision risk misjudgment exists between the two vehicles is avoided (for example, the curvature difference between the positions of the two vehicles is larger) so that danger is caused. Meanwhile, misjudgment of the side lane vehicles is avoided, when the vehicles with lower vehicle speed exist in the side lane, the side lane vehicles can not influence the running of the self-vehicle, the vehicles can pass through the vehicle normally, if the side lane vehicles are misjudged, the self-vehicle is caused to be unnecessarily decelerated, the fuel consumption is increased, the driver is uncomfortable due to larger deceleration, and the driving comfort is reduced.
Moreover, the problem that whether the recognition distance in the same lane line is relatively close can be avoided by using image equipment such as a camera and the like, and the millimeter wave radar has a farther detection distance relative to the camera. The safety auxiliary driving capability can be improved, the cost is reduced, and the user experience is improved. Therefore, the method and the device solve the problem that whether collision risks between the front vehicle and the self vehicle cannot be accurately judged.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the invention or the technical solutions of the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, and it will be obvious to a person skilled in the art that other drawings can be obtained from these drawings without inventive effort.
Fig. 1 is a schematic flow chart of a method for determining collision risk based on millimeter wave radar in an embodiment of the present application;
FIG. 2 is a flow chart of a method for obtaining a predicted curvature of a lead vehicle position in one embodiment of the present application;
FIG. 3 is a schematic diagram of a first Cartesian coordinate system and a second Cartesian coordinate system in accordance with an embodiment of the present application;
FIG. 4 is a graph showing the calculation of a first rotation angle θ in one embodiment of the present application 1 Is a geometric schematic of (2);
FIG. 5 is a diagram showing the calculation of a third coordinate value P in one embodiment of the present application 12 (x 12 ,y 12 ) A method flow diagram of (2);
FIG. 6 is a flowchart of calculating a sixth coordinate value in one embodiment of the present application
Figure SMS_13
(/>
Figure SMS_14
) Is a geometric schematic of (2);
FIG. 7 is a diagram illustrating the calculation of a third coordinate value P in one embodiment of the present application 12 (x 12 ,y 12 ) Is a geometric schematic of (2);
FIG. 8 is a flow chart illustrating a method for collision risk determination in one embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present application based on the embodiments herein.
In an embodiment of the application, a collision risk determining method based on millimeter wave radar is provided. As shown in fig. 1, the method flow for determining collision risk based on millimeter wave radar mainly includes:
step 101, obtaining the speed of the own vehicle.
Other status information of the vehicle may also be obtained, such as mass, acceleration, etc.
Step 102, obtaining the curvature of the road at the position of the own vehicle.
In one embodiment, obtaining the curvature of the road at the location of the vehicle comprises: obtaining the yaw rate of the own vehicle; and obtaining the curvature of the road where the own vehicle is located according to the yaw rate.
The yaw rate of the vehicle may be obtained by a device such as a gyroscope of the vehicle.
In addition, the curvature of the road obtained from the position of the vehicle can be achieved in other ways, such as a camera, a map and the like.
And step 103, acquiring the relative motion state of the front vehicle and the own vehicle through the millimeter wave radar at the front end of the own vehicle.
The relative motion state comprises a relative vehicle speed, a relative distance and an azimuth angle.
The relative motion state may also include other information, such as relative acceleration.
Step 104, obtaining the relative positions of the front vehicle and the own vehicle according to the relative distance and the azimuth angle.
Since the relative distance is a specific value and the relative position is a vector, it is directional, and thus, the relative positions of the preceding vehicle and the own vehicle can be obtained according to the relative distance and the azimuth.
And 105, obtaining the predicted curvature of the position of the front vehicle according to the vehicle speed, the road curvature of the position of the own vehicle and the relative position.
In one embodiment, as shown in fig. 2, obtaining the predicted curvature of the front vehicle position according to the vehicle speed, the road curvature of the position where the own vehicle is located, and the relative position includes:
step 201, at a first time T 1 Is located at the position O of the own vehicle 1 Establishing a first Cartesian coordinate system for an origin, and obtaining a first coordinate value P of a front vehicle position at the first moment in the first Cartesian coordinate system according to the relative position at the first moment 1 (x 1 ,y 1 )。
The polar coordinate information measured by the millimeter wave radar is converted into Cartesian coordinate system information.
Step 202, at a second time T 2 Is located at the position O of the own vehicle 2 Establishing a second Cartesian coordinate system for the origin, and obtaining a second coordinate value P of the front vehicle position at the second moment in the second Cartesian coordinate system according to the relative position at the second moment 2 (x 2 ,y 2 )。
Wherein at a second time T 2 Greater than the first time T 1 。
In one embodiment, as shown in fig. 3, a schematic diagram of a first cartesian coordinate system and a second cartesian coordinate system is provided. In FIG. 3 (a), at a first time T 1 Is located at the position O of the own vehicle 1 Establishing a first Cartesian coordinate system X for an origin 1 O 1 Y 1 First time T 1 Is positioned in a first Cartesian coordinate system X 1 O 1 Y 1 The first coordinate value of (a) is P 1 (x 1 ,y 1 ). After the own vehicle and the front vehicle travel for a while, in FIG. 3 (b), at a second time T 2 Is located at the position O of the own vehicle 2 Establishing a second Cartesian coordinate system X for the origin 2 O 2 Y 2 Second time T 2 Is positioned in a second Cartesian coordinate system X 2 O 2 Y 2 The second coordinate value of (a) is P 2 (x 2 ,y 2 )。
Step 203, the second time T 2 Subtracting the first time T 1 Obtaining a first time period t 1 And will be a first time period t 1 And the speed v of the own vehicle at the first moment 1 Multiplying to obtain a first bicycle travel distance l 1 。
The specific calculation formula is as follows:
t 1 =T 2 -T 1
l 1 =t 1 *v 1
step 204, according to the road curvature ρ of the position of the own vehicle at the first moment 1 And a first self-vehicle travel distance l 1 Calculating a first rotation angle theta of the second Cartesian coordinate system relative to the first Cartesian coordinate system 1 。
In one embodiment, the first rotation angle θ 1 The calculation formula of (2) is as follows:
Figure SMS_15
Figure SMS_16
wherein R is 1 Is the road radius.
In one embodiment, as shown in FIG. 4, a first rotation angle θ is calculated 1 Is a geometric schematic of (c). O (O) 1 For the first time T 1 Is positioned at the own vehicle position O 2 For the second time T 2 R is the position of the vehicle 1 Is the road radius, l 1 For the first time T 1 To a second time T 2 First distance travelled by host vehicle, θ, during this time period 1 Is a second Cartesian coordinate system X 2 O 2 Y 2 Relative to a first Cartesian coordinate system X 1 O 1 Y 1 Is provided for the first rotation angle of the first bearing member.
Step 205, according to the road curvature ρ of the position of the own vehicle at the first moment 1 And a first rotation angle theta 1 Calculate the second time T 2 Is located at the position O of the own vehicle 2 Relative to the first time T 1 Is located at the position O of the own vehicle 1 Is a first translation amount (xo) 2 ,yo 2 )。
In one embodiment, the first translation (xo 2 ,yo 2 ) The calculation formula of (2) is as follows:
Figure SMS_17
Figure SMS_18
。
according to FIG. 4, the first translation (xo 2 ,yo 2 ) Is a calculation formula of (2).
Step 206, according to the first coordinate value P 1 (x 1 ,y 1 ) First rotation angle theta 1 And a first translation amount (xo 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle position at the first moment in a second Cartesian coordinate system 12 (x 12 ,y 12 )。
In one embodiment, as shown in FIG. 5, according to the first coordinate value P 1 (x 1 ,y 1 ) First rotation angle theta 1 And a first translation amount (xo 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle position at the first moment in a second Cartesian coordinate system 12 (x 12 ,y 12 ) Comprising:
step 501, rotating the first Cartesian coordinate system counterclockwise by a first rotation angle θ 1 A rotated cartesian coordinate system is obtained.
Step 502, according to the first coordinate value P 1 (x 1 ,y 1 ) And a first rotation angle theta 1 Obtaining the front vehicle position at the first moment in a rotating Cartesian coordinate systemIs the sixth coordinate value of (2)
Figure SMS_19
(/>
Figure SMS_20
)。
In one embodiment, the sixth coordinate value
Figure SMS_21
(/>
Figure SMS_22
) The calculation formula of (2) is as follows:
Figure SMS_23
。
in one embodiment, as shown in FIG. 6, a sixth coordinate value is calculated
Figure SMS_24
(/>
Figure SMS_25
) Is a geometric schematic of (c). In FIG. 6, a first Cartesian coordinate system X 1 O 1 Y 1 Rotate counterclockwise by a first rotation angle theta 1 Obtaining a rotated Cartesian coordinate system
Figure SMS_26
Point O 1 And (4) point->
Figure SMS_27
And (5) overlapping. According to FIG. 6, the above-mentioned sixth coordinate value +.>
Figure SMS_28
(/>
Figure SMS_29
) Is a calculation formula of the calculation formula of (c).
Step 503, according to the sixth coordinate value
Figure SMS_30
(/>
Figure SMS_31
) And a first translation amount (xo 2 ,yo 2 ) Obtaining a third coordinate value P 12 (x 12 ,y 12 )。
In one embodiment, the third coordinate value P 12 (x 12 ,y 12 ) The calculation formula of (2) is as follows:
Figure SMS_32
。
in one embodiment, as shown in FIG. 7, a third coordinate value P is calculated 12 (x 12 ,y 12 ) Is a geometric schematic of (c). In FIG. 7, the rotated Cartesian coordinate system
Figure SMS_33
Origin +.>
Figure SMS_34
Translate to O 2 Where a second Cartesian coordinate system X is obtained 2 O 2 Y 2 。
In FIG. 7, vectors
Figure SMS_35
。
Figure SMS_36
Figure SMS_37
=/>
Figure SMS_38
Figure SMS_39
=/>
Figure SMS_40
The third coordinate value P can be obtained 12 (x 12 ,y 12 ) Is a calculation formula of (2).
Step 207, at a third time T 3 Is located at the position O of the own vehicle 3 Establishing a third Cartesian coordinate system for the origin, and obtaining a fourth coordinate value P of the front vehicle position at the third moment in the third Cartesian coordinate system according to the relative position at the third moment 3 (x 3 ,y 3 )。
Wherein at a third time T 3 Greater than the second time T 2 。
Step 208, the third time T 3 Subtracting the second time T 2 Obtaining a second time period t 2 And will be a second period of time t 2 And the speed v of the own vehicle at the second moment 2 Multiplying to obtain a second bicycle travel distance l 2 。
The specific calculation formula is as follows:
t 2 =T 3 -T 2
l 2 =t 2 *v 2
step 209, according to the road curvature ρ of the position of the own vehicle at the second moment 2 And a second distance of travel l 2 Calculating a second rotation angle theta of the second Cartesian coordinate system relative to the third Cartesian coordinate system 2 。
Step 210, according to the road curvature ρ of the position of the own vehicle at the second moment 2 And a second rotation angle theta 2 Calculate the third time T 3 Is located at the position O of the own vehicle 3 With respect to the second moment T 2 Is located at the position O of the own vehicle 2 Is a second translation amount (xo) 3 ,yo 3 )。
Step 211, according to the fourth coordinate value P 3 (x 3 ,y 3 ) Second rotation angle theta 2 And a second translation amount (xo 3 ,yo 3 ) Calculating a fifth coordinate value P of the front vehicle position at the third moment in a second Cartesian coordinate system 32 (x 32 ,y 32 )。
Step 212, according to the third coordinate value P 12 (x 12 ,y 12 ) Second coordinate value P 2 (x 2 ,y 2 ) And a fifth coordinate value P 32 (x 32 ,y 32 ) Calculate at the first moment T 1 And a third time T 3 Predicted curvature of the front vehicle position in between.
And step 106, determining whether collision risk exists between the own vehicle and the front vehicle according to the predicted curvature and the relative motion state under the condition that continuous predicted curvature exists at the position of the own vehicle.
In a specific embodiment, after obtaining the predicted curvature of the front vehicle position according to the vehicle speed, the road curvature of the position where the own vehicle is located and the relative position, the collision risk determining method based on the millimeter wave radar further includes: and under the condition that the continuous predicted curvature does not exist at the position of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the road curvature and the relative motion state of the position of the own vehicle.
For example, when the working condition of the current vehicle appears for the first time is that the self-vehicle calculates that the road is a straight line road and the front vehicle is just in a curve, the self-vehicle calculates the collision risk according to the path because the speed of the straight line road is higher, and the front vehicle is in the curve and needs to be decelerated.
Continuously tracking the relative motion state of the front vehicle and the self vehicle, calculating the predicted curvature of the position of the front vehicle, updating road information, calculating yaw rate by using a self-contained gyroscope of the self vehicle when the self vehicle does not travel to the position of the front vehicle, calculating the curvature of the position of the self vehicle, taking the curvature of the position of the self vehicle as the curvature of the road from the self vehicle to the position of the front vehicle, and calculating collision risk according to the curvature of the position of the self vehicle and the relative motion state of the two vehicles; when the own vehicle runs to the front vehicle position (namely, the position has road information updated to the predicted curvature) when the front vehicle is found for the first time, the updated curvature is the predicted curvature, the collision risk is calculated according to the predicted curvature and the relative motion state of the two vehicles, and the curvature information is updated in real time in the process of continuously tracking the front vehicle. When the target disappears, the predicted curvature is used before the target disappearing position is reached, and the curvature is calculated by using the vehicle after the target disappearing position is reached until a new target appears.
The method calculates the curvature of the position of the front vehicle as a predicted curvature, and updates road information by using the predicted curvature. Aiming at the situation that collision risk possibly exists (the front vehicle just enters a curve and the own vehicle still runs on a straight road at a higher speed), the two-section curvature comprehensive calculation is utilized, so that the method has higher reliability and can reflect the real condition of the road.
According to the method and the device, the predicted curvature of the position of the front vehicle is updated in real time in the process of continuously tracking the relative motion state of the front vehicle and the front vehicle, whether collision risk exists between the front vehicle and the front vehicle is determined according to the predicted curvature and the relative motion state, compared with the traditional method, the method and the device only use the curvature of the position of the front vehicle as the curvature of the whole road to judge the collision risk, the real condition of the road can be reflected more accurately, whether the collision risk exists between the two vehicles is judged more accurately, and the situation that whether collision risk misjudgment exists between the two vehicles is avoided (for example, the curvature difference between the positions of the two vehicles is larger) so that danger is caused. Meanwhile, misjudgment of the side lane vehicles is avoided, when the vehicles with lower vehicle speed exist in the side lane, the side lane vehicles can not influence the running of the self-vehicle, the vehicles can pass through the vehicle normally, if the side lane vehicles are misjudged, the self-vehicle is caused to be unnecessarily decelerated, the fuel consumption is increased, the driver is uncomfortable due to larger deceleration, and the driving comfort is reduced.
Moreover, the problem that whether the recognition distance in the same lane line is relatively close can be avoided by using image equipment such as a camera and the like, and the millimeter wave radar has a farther detection distance relative to the camera. The safety auxiliary driving capability can be improved, the cost is reduced, and the user experience is improved. Therefore, the method and the device solve the problem that whether collision risks between the front vehicle and the self vehicle cannot be accurately judged.
In one embodiment, determining whether there is a risk of collision between the host vehicle and the lead vehicle based on the predicted curvature and the relative motion state includes: drawing a road network curve according to the predicted curvature; judging whether the front vehicle is in a lane of the own vehicle or not according to the road network curve; if the front vehicle is in the lane of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the relative motion state; if the preceding vehicle is not in the lane of the own vehicle, it is determined that there is no risk of collision between the own vehicle and the preceding vehicle.
In one embodiment, as shown in fig. 8, the collision risk determining method includes:
step 801, obtaining a predicted curvature of the front vehicle position according to the speed of the own vehicle, the road curvature of the position of the own vehicle and the relative position.
Step 802, judging whether the position of the own vehicle has a predicted curvature, if so, executing step 803, otherwise, executing step 804.
Step 803, judging whether the predicted curvature is continuous, if yes, executing step 805, otherwise, executing step 804.
At step 804, the road curvature is updated to the curvature at the vehicle location.
In step 805, the road curvature is updated to the predicted curvature.
Step 806, drawing a road network curve according to the curvature of the road.
Step 807, it is determined whether the preceding vehicle is in the lane of the own vehicle, if so, step 808 is performed, otherwise, step 809 is performed.
Step 808, calculating the collision time t.
The calculating the collision time t may be calculating the collision time according to the relative vehicle speed, the relative acceleration and the relative position of the two vehicles.
Step 809, no collision risk.
Step 810, determining whether the collision duration t is less than the preset duration Tset, if yes, executing step 811, otherwise, executing step 809.
Step 811, there is a risk of collision.
In summary, in this application embodiment, through the millimeter wave radar of the front end of the host vehicle, obtain the relative motion state of preceding car and host vehicle, wherein, the relative motion state includes relative speed of a motor vehicle, relative distance and azimuth, keep track to the relative motion state of preceding car and host vehicle, obtain the relative position of preceding car and host vehicle according to relative distance and azimuth, obtain the predictive curvature of preceding car position according to the speed of a motor vehicle, the road curvature and the relative position of host vehicle position, under the condition that there is continuous predictive curvature in the host vehicle position, whether there is collision risk between host vehicle and the preceding car according to predictive curvature and relative motion state.
According to the method and the device, the predicted curvature of the position of the front vehicle is updated in real time in the process of continuously tracking the relative motion state of the front vehicle and the front vehicle, whether collision risk exists between the front vehicle and the front vehicle is determined according to the predicted curvature and the relative motion state, compared with the traditional method, the method and the device only use the curvature of the position of the front vehicle as the curvature of the whole road to judge the collision risk, the real condition of the road can be reflected more accurately, whether the collision risk exists between the two vehicles is judged more accurately, and the situation that whether collision risk misjudgment exists between the two vehicles is avoided (for example, the curvature difference between the positions of the two vehicles is larger) so that danger is caused. Meanwhile, misjudgment of the side lane vehicles is avoided, when the vehicles with lower vehicle speed exist in the side lane, the side lane vehicles can not influence the running of the self-vehicle, the vehicles can pass through the vehicle normally, if the side lane vehicles are misjudged, the self-vehicle is caused to be unnecessarily decelerated, the fuel consumption is increased, the driver is uncomfortable due to larger deceleration, and the driving comfort is reduced.
Moreover, the problem that whether the recognition distance in the same lane line is relatively close can be avoided by using image equipment such as a camera and the like, and the millimeter wave radar has a farther detection distance relative to the camera. The safety auxiliary driving capability can be improved, the cost is reduced, and the user experience is improved. Therefore, the method and the device solve the problem that whether collision risks between the front vehicle and the self vehicle cannot be accurately judged.
It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is only a specific embodiment of the invention to enable those skilled in the art to understand or practice the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (9)

1. A collision risk determination method based on millimeter wave radar, comprising:
obtaining the speed of the self-vehicle;
obtaining the curvature of a road at the position of the vehicle;
acquiring the relative motion states of a front vehicle and the self vehicle through a millimeter wave radar at the front end of the front vehicle, wherein the relative motion states comprise a relative vehicle speed, a relative distance and an azimuth angle;
obtaining the relative positions of the front vehicle and the self vehicle according to the relative distance and the azimuth angle;
obtaining the predicted curvature of the position of the front vehicle according to the vehicle speed, the road curvature of the position of the self vehicle and the relative position;
under the condition that continuous predicted curvature exists at the position of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the predicted curvature and the relative motion state;
and under the condition that the position of the own vehicle does not have continuous predicted curvature, determining whether collision risk exists between the own vehicle and the front vehicle according to the road curvature of the position of the own vehicle and the relative motion state.
2. The millimeter wave radar-based collision risk determination method according to claim 1, wherein the obtaining the predicted curvature of the front vehicle position from the vehicle speed, the road curvature of the position where the own vehicle is located, and the relative position includes:
at a first time T 1 Is located at the position O of the own vehicle 1 Establishing a first Cartesian coordinate system for an origin, and obtaining a first coordinate value P of a front vehicle position at a first moment in the first Cartesian coordinate system according to the relative position at the first moment 1 (x 1 ,y 1 )；
At a second time T 2 Is located at the position O of the own vehicle 2 Establishing a second Cartesian coordinate system for the origin, and obtaining a second coordinate value P of the front vehicle position at the second moment in the second Cartesian coordinate system according to the relative position at the second moment 2 (x 2 ,y 2 )；
-at said second moment T 2 Subtracting the first time T 1 Obtaining a first time period t 1 And the first time length t 1 And the speed v of the own vehicle at the first moment 1 Multiplying to obtain a first bicycle travel distance l 1 ；
According to the curvature rho of the road where the own vehicle is at the first moment 1 And the first bicycle travel distance l 1 Calculating a first rotation angle theta of the second Cartesian coordinate system relative to the first Cartesian coordinate system 1 ；
According to the road curvature rho of the position of the own vehicle at the first moment 1 And the first rotationAngle of rotation theta 1 Calculating the second time T 2 Is located at the position O of the own vehicle 2 With respect to the first moment T 1 Is located at the position O of the own vehicle 1 Is a first translation amount (xo) 2 ,yo 2 )；
According to the first coordinate value P 1 (x 1 ,y 1 ) The first rotation angle theta 1 And said first translation (xo 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle at the first moment in the second Cartesian coordinate system 12 (x 12 ,y 12 )；
At a third time T 3 Is located at the position O of the own vehicle 3 Establishing a third Cartesian coordinate system for an origin, and obtaining a fourth coordinate value P of the front vehicle position at the third moment in the third Cartesian coordinate system according to the relative position at the third moment 3 (x 3 ,y 3 )；
The third time T 3 Subtracting the second time T 2 Obtaining a second time period t 2 And the second time period t 2 And the speed v of the own vehicle at the second moment 2 Multiplying to obtain a second bicycle travel distance l 2 ；
According to the road curvature rho of the position of the own vehicle at the second moment 2 And the second bicycle travel distance l 2 Calculating a second rotation angle theta of the second Cartesian coordinate system relative to the third Cartesian coordinate system 2 ；
According to the road curvature rho of the position of the own vehicle at the second moment 2 And the second rotation angle theta 2 Calculating the third time T 3 Is located at the position O of the own vehicle 3 With respect to said second moment T 2 Is located at the position O of the own vehicle 2 Is a second translation amount (xo) 3 ,yo 3 )；
According to the fourth coordinate value P 3 (x 3 ,y 3 ) The second rotation angle theta 2 And said second translation (xo 3 ,yo 3 ) Calculating a fifth coordinate value of the front vehicle position at the third moment in the second Cartesian coordinate systemP 32 (x 32 ,y 32 )；
According to the third coordinate value P 12 (x 12 ,y 12 ) The second coordinate value P 2 (x 2 ,y 2 ) And the fifth coordinate value P 32 (x 32 ,y 32 ) Calculating at the first time T 1 And said third moment T 3 Predicted curvature of the front vehicle position in between.
3. The millimeter wave radar-based collision risk determination method according to claim 2, wherein the first rotation angle θ 1 The calculation formula of (2) is as follows:
Figure QLYQS_1
Figure QLYQS_2
wherein R is 1 Is the road radius.
4. A collision risk determination method based on millimeter wave radar according to claim 3, characterized in that the first translation amount (xo 2 ,yo 2 ) The calculation formula of (2) is as follows:
Figure QLYQS_3
Figure QLYQS_4
。
5. the millimeter wave radar-based collision risk determination method according to claim 4, wherein the first coordinate value P is the same as the first coordinate value P 1 (x 1 ,y 1 ) The first rotation angle theta 1 And saidFirst translation amount (xo) 2 ,yo 2 ) Calculating a third coordinate value P of the front vehicle at the first moment in the second Cartesian coordinate system 12 (x 12 ,y 12 ) Comprising:
rotating the first Cartesian coordinate system counterclockwise by the first rotation angle θ 1 Obtaining a rotated Cartesian coordinate system;
according to the first coordinate value P 1 (x 1 ,y 1 ) And the first rotation angle theta 1 Obtaining a sixth coordinate value of the front vehicle at the first moment in the rotated Cartesian coordinate system
Figure QLYQS_5
(/>
Figure QLYQS_6
)；
According to the sixth coordinate value
Figure QLYQS_7
(/>
Figure QLYQS_8
) And said first translation (xo 2 ,yo 2 ) Obtaining the third coordinate value P 12 (x 12 ,y 12 )。
6. The millimeter wave radar-based collision risk determination method according to claim 5, wherein the sixth coordinate value
Figure QLYQS_9
(/>
Figure QLYQS_10
) The calculation formula of (2) is as follows:
Figure QLYQS_11
。
7. the millimeter wave radar-based collision risk determination method according to claim 6, wherein the third coordinate value P 12 (x 12 ,y 12 ) The calculation formula of (2) is as follows:
Figure QLYQS_12
。
8. the millimeter wave radar-based collision risk determination method according to claim 1, wherein the determining whether there is a collision risk between the own vehicle and the preceding vehicle based on the predicted curvature and the relative motion state, comprises:
drawing a road network curve according to the predicted curvature;
judging whether the front vehicle is in the lane of the own vehicle or not according to the road network curve;
if the front vehicle is in the lane of the own vehicle, determining whether collision risk exists between the own vehicle and the front vehicle according to the relative motion state;
and if the front vehicle is not in the lane of the own vehicle, determining that no collision risk exists between the own vehicle and the front vehicle.
9. The method for determining collision risk based on millimeter wave radar according to claim 1, wherein the obtaining the curvature of the road at the location of the own vehicle comprises:
obtaining the yaw rate of the own vehicle;
and obtaining the curvature of the road where the own vehicle is located according to the yaw rate.
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